Maintenance Manual Walter M601e, M601e-21

MAINTENANCE MANUAL
TURBOPROP ENGINE
MODELS
WALTER M601E
WALTER M601E-21
MANUAL PART No. 0982055
FOURTH REVISED EDITION
ISSUED JULY 1, 2003
This Manual was approved and signed in Czech by:
Oldřich Matoušek Milan Cibulka

Development Director Civil Aviation Authority
of the Czech Republic
Date: October 30, 2003 Date: December 8, 2003
WALTER a.s.
PRAHA 5 - JINONICE
CZECH REPUBLIC
 2003
WALTER a.s.
MAINTENANCE MANUAL
GENERAL CONTENTS
WALTER a.s.
MAINTENANCE MANUAL
GENERAL CONTENTS
Section 00 INTRODUCTION
00.00.00 INTRODUCTION
1. General
2. Customer Support Dpt.
3. Safety of Work
00.01.00 REVIEW OF INDIVIDUAL SECTIONS
00.02.00 HOW TO USE THIS MANUAL
- General
- The concept of dividing this Manual
- Revisions
AIRWORTHINESS LIMITATIONS
1. General
2. WALTER M601E and M601E-21 Turboprop Engine Operation Limits
3. Equivalent Cyclic Life (N) of New Critical Parts
Section 5 INSPECTIONS
5.00.00 INSPECTIONS
1. General
5.05.00 TIME BETWEEN OVERHAULS (TBO)
1. Time Between Overhauls (TBO)/Repairs
2. Extension of the TBO
5.10.00 SCHEDULED INSPECTIONS
1. General
2. Review of Individual Scheduled Inspection Types
3. Allowed Replacement of Appliances and Engine Parts During Operation
5.20.00 UNSCHEDULED INSPECTIONS
1. General
2. Unscheduled inspections
Section 72 TURBOPROP ENGINE

72.00.00 ENGINE ASSEMBLY, COMPLETE
- General
72.01.00 ENGINE LAYOUT AND ITS FEATURES
- Description and operation
72.01.01 BASIC TECHNICAL DATA
72.01.02 PERFORMANCE
72.01.03 POWER RATINGS
„GENERAL CONTENTS“
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72.01.04 ENGINE AND AIRFRAME EQUIPMENT ENSURING ENGINE OPERATION

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

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

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

72.63.10 OIL TANK
72.63.20 OIL SYSTEM DE-AERATION
72.90.00 EXHAUST SYSTEM
72.91.00 OUTLET DUCT
72.92.00 OUTLET CHANNEL LINER INCLUDING THE CONTAINMENT RING
72.93.00 POWER TURBINE ROTOR SUPPORT ASSEMBLY
Section 73 FUEL SYSTEM

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

- Adjustment of the ground idling speed
- Adjustment of the speed controlled by speed governor
- Permitted adjustment of the FCU fitted on the engine which can be
performed by personnel of organization appointed to FCU services
- Adjustment in case of slow acceleration up to approximately nG = 90 %
- Adjustment of acceleration in case of in-flight surging in the range of nG = 80
to 100 %
- Adjustment in case of slow acceleration above nG = 88 %
- Adjustment of the generator altitude idling speed
- Check on operation of the elastic stop - control element 47
- Adjustment of the emergency circuit
- Adjustment of engine starting by means of adjustment of the pressure
difference valve on the automatic starting unit
- Adjustment of the ground idling speed when the possibilities of permissible
adjustment by means of elements 40 and 39 have been exhausted
- Adjustment of the fuel flow rate increase at the start of acceleration
- Adjustment of the acceleration time
- Adjustment of the generator acceleration
- Adjustment of maximum fuel flow
- Procedure in case of acceleration terminated by large overshooting of the
generator speed
- Check and adjustment of maximum generator speed by means of the
technological stop
- Operations that are allowed to be performed on the FCU
- Preservation and storage of the FCU
73.22.00 FUEL PUMP
- Description
- Troubleshooting
- De-preservation of the fuel pump
- LUN 6290.04-8 fuel pump - replacement
- Washing and check of the fuel strainer after 300 hours of operation
- Operations permitted to be performed on the fuel pump
- Preservation and storage of the fuel pump
- Measures to be taken during breaks in the fuel pump operation
73.30.00 MONITORING INSTRUMENTS
Section 74 IGNITION
74.20.00 IGNITION SYSTEM
- LUN 2201.03-8 low voltage ignition system
- UNISON ignition exciter
- General
- Adjustment/Test
- Instruction for installation of LUN 2201.03-8
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74.21.00 IGNITION UNIT

- LUN 2201.03-8 ignition unit including the spark gap
- Troubleshooting
- UNISON ignition exciter - maintenance procedures
- Maintenance of the LUN 2201.3-8 low voltage ignition system
- LUN 2201.03-8 ignition system - replacement of
- UNISON 9049765-1 ignition exciter - replacement of
- Making ready the Paltest JT 200 T tester for adjusting and checking the ignition
systems
- Maintenance and adjustment of the contact breaker in the LUN 2201.03-8 ignition
system
- Test of the 14 UA 41/R discharge gap for the LUN 2201.03-8 ignition system and
its adjustment
- Storage, depreservation and overpreservation of LUN 2201.03-8 ignition system
74.22.00 SPARK PLUG
- N25F-3 low voltage spark plug
- CHAMPION CH 34630 spark igniter
- N25F-3 spark plug
- Servicing
- Servicing
- Replacement of the low voltage spark plug
- Testing the N25F-3 spark plugs
- CHAMPION CH 34630 spark igniter - inspection of
74.23.00 INTERCONNECTING CABLES
- Interconnecting cables for LUN 2201.03-8 ignition system
- Ignition cables - UNISON
- Troubleshooting
- Ignition cables - UNISON - Maintenance practices
- Check of the interconnecting cables
74.30.00 TORCH IGNITERS
- Troubleshooting
- Replacement of the M601-208.9 igniters
74.31.00 TORCH IGNITER
- Fuel nozzle
74.32.00 FLASH TUBE
74.40.00 STARTING CYCLE
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Section 75 AIR BLEEDS

75.00.00 AIR BLEEDS
- General
75.20.00 COOLING AND LABYRINTH SEALS CHOKING
75.21.00 AIR FOR ENGINE HOT PARTS COOLING
75.22.00 AIR BLEED FOR LABYRINTH SEALS CHOKING
75.30.00 AXIAL COMPRESSOR AIR BLEED
75.31.00 AIR BLEED VALVE
- Troubleshooting
- Replacement of the M601-19.4 air bleed valve
- The M601-19.4 air bleed valve - washing
- Check of compressor bleed valve function when engine is at rest
75.32.00 AIR BLEED FOR AUTOMATIC CONTROL
75.50.00 AIR BLEED FOR AIRCRAFT NEEDS
Section 76 CONTROL SYSTEM

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

PARAMETERS
- Purpose, brief technical description and functioning of the system
- Operating values of parameters subjected to limitation (calculated)
- Troubleshooting
- Inspection of the LUN 1476-8 pressure switch of the torque limiter
- Inspection of the LUN 3280-8 pressure switch of automatic feathering system
- Detection of faults - functioning failures - of the system of integrated limiters
- Verifying the LUN 5260.04 IELU fault
76.40.00 Checking the function of the system of automatic feathering and rolling
Section 77 INSTRUMENTS FOR MONITORING

77.00.00 ENGINE MONITORING
- General
77.10.00 POWER MONITORING INSTRUMENTS
- Technology of servicing
77.11.00 THE LUN 1540.02-8 AND LUN 1539.02-8 TORQUE INDICATOR SET
TORQUE 0 TO 120 %
- LUN 1540.02-8 torquemeter pressure transmitter - replacement of
- LUN 1539.02-8 Torque indicator replacement of
- The LUN 1540.02-8 torque transmitter and the LUN 1539.02-8 indicator
revision after 1000 hours
- Calibration of the torque indicator set: LUN 1539.02-8 torquemeter
indicator/LUN 1540.02-8 torquemeter transmitter
77.13.00 THE LUN 1333.12-8 INTEGRATED GENERATOR AND PROPELLER SPEED
TRANSMITTER
77.15.00 THE LUN 1476-8 TORQUE LIMITER PRESSURE SWITCH
- The LUN 1476-8 torque limiter pressure switch - replacement of
- Adjustment of the LUN 1476-8 pressure switch
- Check on adjustment of torque channel
77.20.00 TEMPERATURE MEASURING INSTRUMENTS
- Servicing
77.21.00 LUN 1377-8 INTERTURBINE TEMPERATURE TRANSMITTER
- Interturbine temperature transmitter
The LUN 1377-8 thermocouples - replacement of
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77.22.00 LUN 1358-8 TRANSMITTER OF ELECTRIC RESISTANCE OIL

THERMOMETER
- LUN 1358-8 electric resistance thermometer transmitter - replacement of
- Inspection of the LUN 1358-8 electric resistance thermometer transmitter
77.40.00 PRESSURE MONITORING INSTRUMENTS
- Servicing
77.41.00 LUN 1559-8/LUN 1559.01-8 FUEL PRESSURE TRANSMITTER
- The LUN 1559-8/LUN 1559.01-8 fuel pressure transmitter - replacement of
77.42.00 LUN 1558-8/LUN 1558.01-8 OIL PRESSURE TRANSMITTER
- LUN 1558-8/LUN 1558.01-8 oil pressure transmitter - replacement of
77.43.00 1.25K LUN 1469.32-8 PRESSURE SWITCH
- Replacement of the 1.25K LUN 1469.32-8 pressure switch
(minimum oil pressure signaller)
77.44.00 LUN 1581-8 MINIMUM OIL LEVEL SIGNALLER

- The LUN 1581-8 minimum oil level signaller - replacement of
77.50.00 CRITICAL PARAMETERS LIMITING INSTRUMENTS
- Servicing
77.51.00 LUN 5260.04 INTEGRATED ELECTRONIC LIMITER UNIT
- Troubleshooting
- LUN 5260.04 Integrated Electronic Limiter Unit (IELU) - Servicing
- The LUN 5260.04 Integrated Electronic Limiter Unit (IELU) - repairs of
- Instruction for instruments storage
- Instruments transportation
77.52.00 LUN 3280-8 PRESSURE SWITCH FOR AUTOMATIC PROPELLER
FEATHERING
- The LUN 3280-8 automatic propeller feathering pressure switch - replacement of
77.55.00 LUN 5260.02 INTEGRATED ELECTRONIC LIMITER UNIT (IELU)
- The LUN 5260.04 integrated electronic limiter unit - removal and installation of
- The LUN 5260.04 integrated electronic limiter unit, adjustment and testing
- Integrated electronic limiter unit check using the „TEST“ circuit
- Check on operation of the Integrated Electronic Limiter Unit
77.56.00 LUN 5223 generator speed derivative element - check of
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Section 78 EXHAUST SYSTEM

78.10.00 EXHAUST NOZZLES
- Troubleshooting
- Exhaust nozzle-replacement of - left M601-418.7
- right M601-419.7
- Exhaust nozzle-visual inspection
- Exhaust nozzle repair
- Welding of exhaust nozzle cracks
Section 79 OIL SYSTEM

79.00.00 LUBRICATION SYSTEM
79.10.00 ENGINE LUBRICATION SYSTEM
- Troubleshooting
- Engine magnetic plugs - check
- Cleaning and replacement oil filter cartridge. Evaluation of the retained metal
abrasive wear.
79.20.00 LUBRICATION SYSTEM MANIFOLDS
- Lubrication system-check on tightness
- Engine and accessories - check on tightness
79.40.00 LUBRICATION SYSTEM ADJUSTMENT
79.50.00 OIL FILTERING
- Oil quantity check, oil replenishment
- Filling the engine with oil, lubrication system de-aerating
- Engine oil discharging
Section 80 STARTING
80.00.00 STARTING SYSTEM
- General
- Troubleshooting
- Engine starting at periodic inspections
- Check of the integrated electronic limiter function
(INTEGRATED ELECTRONIC LIMITER UNIT - IELU)
- Engine shut down
- Motoring run
80.10.00 ROTATING UP
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80.11.00 STARTER/GENERATOR
- Troubleshooting
- Replacement of the LUN 2132.02-8 starter/generator
- Test of the LUN 2132.02-8 starter/generator
- Repair of commutator surface by re-turning
- Armature removal
- Repair of commutator
- Balancing of rotor
- Armature installation
Section 82 WATER INJECTION

82.00.00 WATER INJECTION
- General
82.01.00 REQUIRED PROPERTIES OF WATER
82.20.00 SPRAY RING
- Preservation of the injection system
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00
INTRODUCTION
WALTER a.s.
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RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.
DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED SECTIONS INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE
00 „RECORD OF REVISIONS“
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DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED SECTIONS INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE
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REVIEW OF EFFECTIVE PAGES
Section - Section -
subsection Page Date subsection Page Date
point point
00 „Record of
Revisions“ 1 Jul 1, 2003
2 Jul 1, 2003
00 „Review of
Effective Pages“ 1 Jul 1, 2003
2 Blank Jul 1, 2003
00 „Contents“ 1 Jul 1, 2003

2 Blank Jul 1, 2003
00.00.00 1 Jul 1, 2003

2 Jul 1, 2003
3 Jul 1, 2003
4 Jul 1, 2003
00.01.00 1 Jul 1, 2003

2 Blank Jul 1, 2003
00.02.00 1 Jul 1, 2003

2 Jul 1, 2003
3 Jul 1, 2003
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00 „REVIEW OF EFFECTIVE PAGES“

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CONTENTS
00.00.00 INTRODUCTION
1. General
3. Safety of Work
00.01.00 REVIEW OF INDIVIDUAL SECTIONS
00.02.00 HOW TO USE THIS MANUAL

- General
- The concept of dividing this Manual
- Revisions
00 „CONTENTS“
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00 „CONTENTS“
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INTRODUCTION
1. General
NOTICE
INFORMATION PRESENTED IN THIS MANUAL, IN ENCLOSED DRAWINGS

AND DIAGRAMS IS ASSIGNED FOR DIRECT USE TO PERSONS AND
ORGANIZATIONS TO WHOM THIS INFORMATION WAS DELIVERED BY
ENGINE MANUFACTURER DIRECTLY OR THROUGH MEDIATORY
PERSONS OR ORGANIZATIONS.
FURTHER REPRODUCTION OF DATA PRESENTED IN THIS MANUAL AND

THEIR TRANSFER TO OTHER ORGANIZATIONS AND PERSONS IS NOT
ALLOWED WITHOUT WRITTEN PERMISSION OF ENGINE
MANUFACTURER.
DATA PRESENTED IN THE MANUAL AND ADDITIONAL DATA OBTAINED

BY AIRCRAFT OPERATOR ARE NOT ALLOWED TO BE USED FOR OTHER
PURPOSE THAN FOR ENGINE MAINTENANCE, PARTS ORDER ETC. IN
CONNECTION WITH THE WALTER M601 ENGINE MODELS.
This manual provides information on engine design, function of individual modules, and
accessories that should be understood for proper and reasonable maintenance. In
addition, procedures are described which could be of advantage as in prevention as in
remedy of failures. Therefore this manual gives the schedule and scope of inspections,
servicing and operations that should be carried out for reliable and trouble-free operation
of the engine.
Maintenance of the WALTER M601 turboprop engines is based on the fact that during the
TBO period no maintenance operations are required - except periodic (mostly visual)
inspections and minor maintenance. Therefore no heavy maintenance, neither hot parts
inspection, etc. is carried out. This is substantiated by endurance testing of the
WALTER M601 engines.
00.00.00
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All described maintenance procedures can be carried out in common working

environment; no special requirements are imposed on equipment. All necessary tools,
aids, spare parts, and consumable material are supplied with the engine.
Nevertheless the described maintenance procedures can be carried out exclusively by

qualified personnel, trained-in for the WALTER M601 engine maintenance.
All inspections and maintenance operations must be recorded in Engine Log Book and
appliance logs.
Further operations than those described in this manual can be carried out only by
personnel fully trained and authorized to technical services.
Customer Support Dpt. representatives hold contact with customers and airplane
operators. Their services are available for rectification of any specific difficulty or problem.
Request for contact should be addressed to:
WALTER a.s.
Customer Support Dpt.
Jinonická 329
150 07 Praha 5 - Jinonice
Czech Republic
Phone: ++420 25104 2530
Fax: ++420 25721 1430
E-mail: service@walter.cz
Internet http://www.walterengines.com
Spare parts and/or further items should be ordered on the same address.
00.00.00
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3. Safety of Work
Working platforms or stairs are necessary for work on the engine. The personnel must be
equipped with antis lip shoes so that the danger of fall will be reduced to minimum.
The following precautions must be respected when washing the engine as installed in the
airframe:
- Only washing or lacquer petrol can be used for washing parts where petrol is required.
- The airframe must be grounded by connecting a metal part of the undercarriage to
earth.
- Smoking or open fires are forbidden within the distance of 10m.
- Fire extinguishing equipment must be ready at the airplane.
- Storage batteries must be disconnected.
- No further operations may be carried out
- e.g. cleaning the Perspex windows,
- using electric appliances as vacuum cleaners, electric hand drills, etc. Electric hand
lamps should be of an explosion-proof model.
- Personnel working with combustibles must be equipped with antistatic shoes and their
clothing must not be made of synthetic fibres. Cleaning aids, rags, brushes, etc. must
not be made of the synthetic fibres.
- Combustibles must not be poured on concrete floors so that the danger of inflammation
caused by the fall of a metal object will be prevented.
- The quantity of cleaning aids in use must be limited to one litre. Cleaning aids must be
stored in closed metal containers at least 10 m away from the airplane.
Synthetic oils used for engine lubrication are dangerous to health. In case of stained
hands or further parts of the body the stains should be wiped dry immediately; then
washed with clean fuel or petrol, followed by washing in warm water with soap.
Basic hygienic principles should also be respected when handling other lubricants, fuels
and cleaning aids. Stained skin, respiration of vapour etc. should be prevented. Hands
must be washed thoroughly after the work has been finished.
Persons who are not instructed on the procedure related to testing and on results of
unqualified or careless behaviour must not attend testing of engines.
It is also strictly forbidden to stay near the propeller.
Prior to engine testing it is necessary to make ready the fire extinguishing equipment.
Check the free area in front of and behind the airplane. Inform the attending personnel on
the start and on the end of engine test.
00.00.00
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∗∗∗
CAUTION: AS FAR AS THE NAME OF THE ENGINE MODEL IS PRESENTED ON

TABLES OR DIAGRAMS, THESE ARE VALID FOR MARKED MODEL ONLY.
IF THE NAME OF ENGINE MODEL IS MISSING, THE TABLES OR
DIAGRAMS ARE VALID FOR ALL ENGINE MODELS PRESENTED IN THIS
MANUAL.
∗∗∗
00.00.00
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REVIEW OF INDIVIDUAL SECTIONS
Section 00 INTRODUCTION
Section 5 INSPECTIONS
Section 72 ENGINE
Section 73 FUEL SYSTEM
Section 74 IGNITION
Section 75 AIR BLEED VALVE
Section 76 CONTROLS
Section 77 INSTRUMENTS FOR MONITORING
Section 78 EXHAUST SYSTEM
Section 79 OIL SYSTEM
Section 80 STARTING
Section 82 WATER INJECTION
00.01.00
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00.01.00
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HOW TO USE THIS MANUAL
GENERAL
The Maintenance Manual has been written in accordance with the USSR Standard GOST
18675-73. It contains a technical description of engine systems subdivided according to their
function and operation technology prepared in the form of technological instructions.
In-flight operation of the engine is dealt with in the „Operation Manual“ (Manual Part No.
0982404).
The engine airframe installation is described in detail in the „Installation Manual“ (Manual
Part No. 0982502).
00.02.00
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THE CONCEPT OF DIVIDING THIS MANUAL
The Manual is divided into sections that are further divided into subsections and items.
The subdivision is expressed by a numerical index shown in the bottom margin of the page
concerned; this index corresponds to the USSR standard.
Example: 72. 10. 00
Section Subsection Item

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

General, description and function 1 - 100
Troubleshooting 101 - 200
Servicing technology - general 201 - 300
Standard maintenance in operation 301 - 400
Installation and removal 401 - 500
Adjustment and testing 501 - 600
Inspections and check-ups 601 - 700
Cleaning and painting 701 - 800
Minor repairs 801 - 900
Storing instructions 901 - 1000
Shipping 1001 - 1100
00.02.00
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REVISIONS
The revisions in the Maintenance Manual are introduced in the form of replaceable pages
always accompanied by a new review of effective pages of the chapter concerned. These
are delivered to the users of Manuals together with the „Accompanying List of Revisions”.
The user of the Manual is obliged to check whether the pages in his copy conform to the
review of effective pages filed at the beginning of each chapter.
Pages not entered in the list must be deleted. The corrected or new page carries a new date
of issue.
After having received the revision and inserted it into the manual, the user is required to
enter the revision into the „Record of Revisions“ contained in the manual „INTRODUCTION“
and in the beginning of every section, and to add the date and his signature.
00.02.00
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00.02.00
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RECORD OF REVISIONS
DATE OF
REVI- BULLETIN ISSUE DATE NUMBERS OF AFFECTED PAGES INSERTION
SION No. OF NEW AND
No. PAGES SIGNATURE
AIRWORTHINESS LIMITATIONS „RECORD OF REVISIONS“

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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
AIRWORTHINESS LIMITATIONS „RECORD OF REVISIONS“

Page 2
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Section - Section -
point point
Airworthiness
Limitations
„Record of
2 Jul 1, 2003
Airworthiness
Limitations
„Review of
2 Blank Jul 1, 2003
Airworthiness
Limitations
„Contents“ 1 Jul 1, 2003
2 Blank Jul 1, 2003
Airworthiness
Limitations 1 Jul 1, 2003
2 Jul 1, 2003
3 Jul 1, 2003
4 Jul 1, 2003
1 1.7.2003
(in Czech)
AIRWORTHINESS LIMITATIONS „REVIEW OF EFFECTIVE PAGES“

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AIRWORTHINESS LIMITATIONS „REVIEW OF EFFECTIVE PAGES“

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

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AIRWORTHINESS LIMITATIONS „CONTENTS“

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

Pavel Matoušek, Date: December 8, 2003
Director, Airworthiness Division
CAA of the Czech Republic
1. General
1.1 Engine parts which are exposed to low-cycle fatigue due to cyclic operation of the
engine are presented in Table 1.
1.2 Life limits were CAA of the Czech Republic approved within the type certification
process. Respecting these limits is therefore mandatory to maintain conformity with
approved type design and validity of the airworthiness certification. Changes in part
cyclic life limits shall be approved by the CAA of the Czech Republic.
1.3 Airworthiness regulations require operator to record:
a) Consumption of approved number of flight hours in the course of operation in the

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

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

of TBO.
As far as the operator does not record the number of engine starts, number of
take-offs or duration of flights into the Engine Log Book he will be penalized as
follows: the missing data will be included in by increased number of engine starts,
take-offs or duration of flights as presented in the Table 2 in the section 5.10.00
SCHEDULED INSPECTIONS.
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1.4 The engine manufacturer (or authorized overhaul facility) gives a warranty that all
parts assembled in the engine that are subjected to the cyclic load have their life
limits (cycles and hours) equal or higher than approved number of hours and cycles
for engine operation during further TBO. During this time it is not allowed for operator
to disassemble the engine or these parts and to carry out the maintenance of inner
parts of the engine.
1.5 If the engine is operated in the way different from the way as supposed in the
paragraph 2. WALTER M601E and M601E-21 Turboprop Engine Operation Limits, or
the operator supposes that the total allowed time limit for take-off rating will be
exceeded or the engine is operated continuously at high ambient temperatures it is
necessary to submit the presumed flight cycle to the engine manufacturer for
analysis. The manufacturer estimates if new Engine Operation Limits determination is
necessary, or not.
2. WALTER M601E and M601E-21 Turboprop Engine Operation Limits
2.1 The No. of equivalent flight cycles is calculated acc. to the following formula:
NE = [Ns + AV (Nv - Ns - NP) + AP . NP] . L [1]
where Ns ....... No. of engine starts (only starts followed by take-off or several
take-offs are considered)
Nv ....... No. of take-offs
NP ....... No. of take-offs, when the ground idling with propeller in feather
position was used before take-off (nG ≥ 60 %; 830 rpm > nV ≥ 320 rpm)
AV ....... abbreviated flight cycles coefficient, i.e. the ground idling speeds of
both gas generator and propeller were used between successive
flights (nG ≥ 60 %; nV ≥ 830 rpm)
AP ....... abbreviated flight cycles coefficient, when the ground idling speed of
gas generator with propeller in feather position was used between
successive flights (nG ≥ 60 %; 830 rpm > nV ≥ 320 rpm)
L ....... flight mission coefficient
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2.2 Definition of the type flight cycle and the values of the AV, AP a L coefficients:
- for abbreviated flight cycles, i.e. engine idling - take-off - flight - landing with reverse
- engine idling ....... AV = 0.56
- for abbreviated flight cycles, i.e. engine idling with propeller in feather position -
take-off - flight - landing with reverse - engine idling ....... AP = 0.80
- flight mission coefficient ....... L = 1.00
For the type flight cycle is considered:
- aborted landing frequency ....... 0.05
- time of take-off rating use ....... max. 6 % of TBO
- average time of one flight cycle ....... (60 to 30) min
- landing with reverse ....... at each landing
The coefficients AV, AP and L for critical parts of the engine necessary for
recalculation of abbreviated and complete flight cycles of the WALTER M601E and
M601E-21 engines to the equivalent flight cycles in accordance with the formula
presented in Para 2.1 are presented in the Table 1.
The Table is used for determination of number of equivalent flight cycles of critical
parts at engine overhaul.
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3. Equivalent Cyclic Life (N) of New Critical Parts
Abbreviated
Part Description Dwg. No. Flight Cycle Flight Mission Equivalent
Coefficients Coefficient Cyclic Life
AV AP L [equiv. cycles]
Centrifugal M601-153.5
0.58 0.92 11000
compressor case M601-154.6
Axial compressor
M601-130.6 0.27 1.03 9900
drum
Impeller M601-1030.7 0.57 0.97 14400
Main shaft M601-1017.7 0.28 1.03 12700
Fuel spray ring M601-2028.4 0.40 0.99 9500
Compressor turbine
M601-3335.7 0.37 1.00 10670
disk
Rear shaft M601-3156.9 0.28 1.02 10450
Free turbine disk M601-3220.6 0.66 0.94 0.85 8820
Free turbine shaft M601-4004.7 0.55 0.92 0.85 11100
COEFFICIENTS AV, AP AND L FOR CALCULATION OF EQUIVALENT FLIGHT CYCLES

OF CRITICAL PARTS AND THEIR TOTAL EQUIVALENT CYCLIC
Table 1
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INSPECTIONS
WALTER a.s.
MAINTENANCE MANUAL
RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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Section - Section -
point point
5 „Record of 5.20.00 1 Jul 1, 2003

Revisions“ 1 Jul 1, 2003 2 Jul 1, 2003
2 Jul 1, 2003 3 Jul 1, 2003
4 Jul 1, 2003
5 „Review of 5 Jul 1, 2003
Effective Pages“ 1 Jul 1, 2003 6 Jul 1, 2003
2 Blank Jul 1, 2003 7 Jul 1, 2003
8 Jul 1, 2003
5 “Contents“ 1 Jul 1, 2003 9 Jul 1, 2003
2 Blank Jul 1, 2003 10 Jul 1, 2003
11 Jul 1, 2003
5.00.00 1 Jul 1, 2003 12 Jul 1, 2003
2 Blank Jul 1, 2003 13 Jul 1, 2003
14 Blank Jul 1, 2003
5.05.00 1 Jul 1, 2003
2 Jul 1, 2003
3 Jul 1, 2003
4 Jul 1, 2003
5 Jul 1, 2003
6 Blank Jul 1, 2003
5.10.00 1 Jul 1, 2003

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

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CONTENTS
5.00.00 INSPECTIONS
1. General
5.05.00 TIME BETWEEN OVERHAULS (TBO)
1. Time Between Overhauls/Repairs
2. Extension of the TBO
5.10.00 SCHEDULED INSPECTIONS
1. General
2. Review of individual scheduled inspection types
5.20.00 UNSCHEDULED INSPECTIONS
1. General
2. Unscheduled Inspections
5 „CONTENTS“
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5 „CONTENTS“
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INSPECTIONS
1. General
This Maintenance Manual establishes the plan and scope of inspections of the engine and
its accessories. Required inspection activities ensure airworthiness and reliability of
engine since start of operation until the overhaul.
All inspection operations have to be carried out by trained and qualified workers, who are
approved for servicing engines of the WALTER M601 series and are responsible for
quality of their work.
Any inspection has to be recorded in the Engine Log Book and in appliance logs.
Definitions:
Overhaul: Engine renovation to the condition when the approved range of operation and
life parameters is warranted using inspection, repair or replacement of engine
parts in accordance with approved procedure.
Repair: Engine renovation to the condition when the range of operation and life
parameters corresponds to the agreement with the customer. Usually the
same range of operation hours is to be warranted as at the overhaul, but with
smaller number of flight cycles. This condition will be reached using
inspection, repair or replacement of engine parts in accordance with approved
procedure.
5.00.00
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5.00.00
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TIME BETWEEN OVERHAULS
1. Time Between Overhauls/Repair
The user must send the engine for overhaul/repair to the engine manufacturer (approved
repair organization) or to consult with the engine manufacturer the further procedure as far
as:
- the number of flight hours in operation exceeds the limit presented in Table 1. Into the
flight hours to overhaul/repair is included only the time from beginning of the take-off to
the end of landing.
- the number of equivalent flight cycles in operation (calculated from the equation [1],
Para 2.1, AIRWOTHINESS LIMITATIONS) exceeds the limits presented in Table 1 or
in the Engine Log Book.
- the number of years in operation (with respect to the Para 2. of this section) exceeds
the limit presented in Table 1.
Operation Limits Engines up to Engines from Engines from

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

Table 1
5.05.00
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NOTE: The engines with elder S/N can be rebuilt to the state beginning from S/N 022001
in accordance with corresponding regulations and the „Overhaul Manual”. The
values of cyclic life of critical parts after engine rebuilding are presented in the
Engine Log Book. The engines after rebuilding are marked:
- on the engine identification plate by No. 3000 at engines with TBO limits of
3000 flight hours and 3300 equivalent flight cycles.
- on the engine identification plate by No. 3066 at engines with TBO limits of
3000 flight hours and 6600 equivalent flight cycles.
Missing Value Penalty Value Result
3000 hrs at engines up to S/N 974010

τ (flight hours) Decreased engine life
4000 hrs at engines from S/N 981001
NS (No. of engine NS = NV
startings)
NV (No. of take-off) NV = 2 NS
NP (No. of take-off NP = NV/2 Decreased cyclic life of

after feathering) critical engine parts
NS and NP NS = NV; NP = 0
NV and NP NV = 2 NS; NP = NS
NS, NV and NP Full cyclic life of critical parts All critical parts will be
is exhausted replaced by new ones
INCLUDING OF PENALTY VALUES FOR CALCULATION

OF EQUIVALENT FLIGHT CYCLES AT OVERHAUL WHEN SOME VALUES WERE NOT
RECORDED BY THE ENGINE OPERATOR
Table 2
CAUTION: ENGINE MAINTENANCE EXCEEDING PROCEDURES PRESENTED IN THIS

MANUAL IS CONSIDERED AS ENGINE OVERHAUL, THAT REQUIRES TO
RESPECT THE PROVISIONS PRESENTED IN THE OVERHAUL MANUAL.
5.05.00
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2. TBO Extension
Three options are available to the operator for extending the TBO. They are as follows:
a) For engines reaching a calendar time TBO limit before reaching a flight hour TBO limit,
the calendar TBO may be extended by up to two years, to a maximum of seven years from
the initial date of TBO (ref. NOTE), by performing the inspection tasks listed in Table 2.
The inspection must be performed solely by the authorized personnel.
b) For engines reaching a calendar time TBO limit extended to seven years, the TBO may
be extended by one additional year (to a maximum of eight years) by performing the
inspection tasks listed in Table 2. The inspection must be performed solely by the
authorized personnel.
c) For engines inspected or repaired in accordance with the Manual for Shop Revision at
WALTER a.s., the calendar time TBO limit may be extended by a maximum of five
years.
NOTE: The initial date of TBO is defined by the manufacturer as follows:
1. For new or overhauled engines delivered by the manufacturer in sealed

containers with a nitrogen atmosphere:
a) The initial date of TBO is the date of manufacture or the date of last
overhaul (as presented in the Engine Log Book) plus one year, providing
the sealed container atmosphere is not impaired, or
b) The date on which the sealed container atmosphere was impaired during
the first year of storage.
2. For new or overhauled engines delivered by the manufacturer in short-period

preservation, the initial date of TBO is the date of manufacture or the date of
last overhaul (as presented in the Engine Log Book).
5.05.00
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REQUIREMENTS FOR CALENDAR TBO EXTENSION

WALTER M601E S/N .
Customer:
Type of airplane: Matriculation: S/N:
Perform the following tasks:
Item Task Finding and Signature
Engine
1. Free Turbine Detailed visual inspection, using an endoscope,
for condition of blades (leading and trailing
edges, shroud strips) – ref. 72.52.00, Page 601.
2. Gas generator turbine Detailed visual inspection of the nozzle guide
vane ring, using an endoscope – ref. 72.51.00,
Page 601.
Detailed visual inspection of the turbine rotor
blades, using an endoscope – ref. 72.51.00,
Page 602.
3. Combustion Detailed visual inspection, using an endoscope,
Chamber for condition of flame tubes - ref. 72.41.00, Pages
601 to 602.
4. 1st Stage of Axial Detailed visual inspection, using an endoscope,
Flow Compressor for condition of leading edges of the blades in
accordance with 72.31.00, Page 601.
For permitted damage – ref. 7231.00, Page 602
to 603.
Engine Accessories and Instruments
5. Compressor Bleed Functional check of the valve with engine at rest
Valve in accordance with Section 75.31.00, Page 407.
6. LUN 2132.02-8 Inspection for condition of brushes and
Starter/Generator commutator in accordance with Section
80.11.00, Page 501.
7. LUN 2201.03-8 Functional check in accordance with Section
Ignition unit 80.21.00, Page 501 (if mounted).
8. LUN 6290.04-8 Detailed visual inspection of the pump body
Fuel Pump (corrosion permitted only on non-working
surfaces), check/repair of leakage in accordance
with Section 73.22.00. Visual inspection of
strainer in accordance with Section 73.22.00,
Page 601.
9. LUN 6590.05-8 Fuel Detailed visual inspection of the FCU body
Control Unit (corrosion permitted only on non-working
surfaces), check/repair of leakage. Check of
ground idle speed in accordance with Section
73.21.00, Page 508, max. generator speed in
accordance with Section 73.21.00, Page 558,
acceleration adjustment in accordance with
Section 73.21.00, Page 552, engine starting
adjustment in accordance with Section 73.21.00,
Page 502.
Table 3 (to be continued)
5.05.00
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Item Task Finding and Signature

10. Oil Filter Oil filter inspection in accordance with
Section 79.50.00.
11. LUN 7816-8 Detailed visual inspection of the governor
Propeller Speed body (corrosion permitted only on
Governor non-working surfaces), check of leakage
check of governor adjustment, check of slide
block clearance in accordance with Propeller
Maintenance Manual.
12. Engine Controls Detailed visual inspection (corrosion of ball
(Kinematic linkage) bearings is not permitted), functional check
(rubbing of the rope in conduit is not
acceptable). Inspection in accordance with
Section 76.10.00, Page 601.
13. LUN 1476-8 Check in accordance with Section
Torque limiter 76.30.00, Page 601.
pressure switch
14. LUN 1540.02-8 Check in accordance with Section
Torque transmitter 77.11.00, Page 601.
and LUN 1539.02-8
Indicator set
15. LUN 3280-8 Check in accordance with Section
Autofeathering 76.30.00, Page 605.
pressure switch
16. Engine Run Engine test run in accordance with Section
72.03.00, Page 501.
Evaluation of engine performance in
accordance with Section 72.03.00,
Page 501.
Conclusion:
Date: .......................... Place: .......................... Signature: .................
Table 3
5.05.00
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5.05.00
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SCHEDULED INSPECTION
1. General
All described scheduled inspections can be carried out in common environs, without
further requirements for equipment, in addition to that which is generally supplied with the
engine, as well as for consumable material.
2. Review of individual scheduled inspection types
The scope of individual types of inspections is presented in the Table 1.
Scheduled inspection procedures can be distinguished by program and scope into the
following types:
A. Inspection Type 1
This inspection type is carried out daily before launching the flight program.
The pilot is approved to carry out this type of inspection.
B. Inspection Type 2
After every 100 hrs of operation or every 30 calendar days, whichever comes first.
C. Inspection Type 3
Inspection Type 3 is carried out after 300 ±30 hours of flight operation or at the expiry
of a period specified by the manufacturer of the individual accessories, whichever
comes first.
D. Inspection Type 4
Inspection Type 4 is carried out at the expiry of 900 ±30 hours in flight operation or at
the period specified by the manufacturer of the individual accessories, whichever
comes first.
NOTE: Each inspection of higher type includes automatically all lower types of
inspections.
5.10.00
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Scope of Inspection Inspection Type
1 2 3 4
Check visually fixing of all devices of fuel and oil system; fixing of - x - -
starter/generator and parts of ignition set; fixing of alternator.
Electrical installation: check on wiring - x - -
Fireseals: check on fixing and cracks - x - -
Compressor inlet protecting screen: check on condition and fixing - x - -

(ref. 72.23.00 AIR INTAKE PROTECTION).
Engine mounts: visual inspection - x - -

(ref. 72.33.00 ENGINE MOUNTING SYSTEM)
Space inside the nacelle: visual inspection. Check all joints of fuel x x - -
system on tightness with the booster pump in operation
(ref. 73.11.00 FUEL MANIFOLD).
Engine controls: visual inspection for condition. Check full travel of - x - -

engine control levers incl. possibility to reach the stops on the
levers in the cockpit and also on the engine, (ref. 76.10.00
POWER CONTROL)
Exhaust nozzles: visual inspection for cracks and deformations. - x - -
Chip signallers on the reduction gearbox and accessory drive box - - x -

and magnetic plug in oil tank: visual inspection (ref. 79.10.00).
PLANNED INSPECTIONS
Table 1 (Sheet 1)
5.10.00
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1 2 3 4
Oil system joints and devices: check for tightness (ref. 79.20.00). x x - -
Check and replenishment of oil charge in oil tank (ref. 79.50.00). - x - -
Check the oil consumption. Should the oil consumption exceed the x - - -
approved limit, check the oil system for leakage
(ref. 79.20.00).
If trouble persists, proceed as described in 79.10.00.
Inspect and rinse the high-pressure fuel filter - - x -

(ref. 73.22.00 FUEL PUMP).
Inspect engine controls as follows: - - x -
V3 clearance in engine control linkage;

Bc clearance at the propeller governor;
length of the airframe pull rod (ref. 76.10.00 POWER
CONTROL).
Inspect the condition of all levers, tie rods and ball joints, in the - - x -
system of engine controls (ref. Inspection/Check, 76.10.00
POWER CONTROL).
Inspection and servicing of the torque limiter pressure switch - - - x

(ref. 76.30.00 SYSTEM OF INTEGRATED ELECTRONIC
LIMITERS OF CRITICAL PARAMETERS).
Inspection and servicing of the LUN 3280-8 automatic feathering - - - x

pressure switch.
Inspection/check of the torquemeter set - - - x

(ref. 77.11.00 THE LUN 1540.02-8 AND LUN 1539.02-8 TORQUE
INDICATOR SET TORQUE 0 TO 120 %).
Check on adjustment of torque channel (ref. 77.15.00). - - x -
Inspection of the oil temperature transmitter (ref. 77.22.00). - - - x
PLANNED INSPECTIONS
Table 1 (Sheet 2)
5.10.00
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1 2 3 4
Functional test of the system of limiters (ref. 77.55.00, Pages 601 - - x -

to 604, IELU check using the „TEST“ CIRCUIT).
Check on operation of the IELU - - x -

(ref. 77.55.00, Pages 605 to 606).
Check of LUN 5223 generator speed derivative element - - x -

(ref. 77.56.00, Pages 601 to 602).
Inspection of the oil filter housing in the accessory gearbox; - - x -

cleaning if necessary. As far as the oil charge is not replaced, the
oil filter cartridge must be washed and checked (ref. 79.50.00).
1)
Oil charge replacement (ref. 79.50.00). - - x -
Check the starter/generator for worn brushes (ref. 80.11.00). - - x -

The grooves of the starter/generator are to be greased with plastic
grease AeroShell Grease 6 or Total Specis Cu.
Inspection of ignition sets, LUN 2201.03-8 replacement when life - - x -

limit expired (ref. 74.21.00 IGNITION UNIT).
Inspection of igniter plugs N25F-3 (ref. 74.22.00) and Champion - - x -

CH 34630 (ref. 74.22.00).
Check for engine parameters (ref. 72.03.00). - - x -
1)
First oil charge replacement should be carried out after 300 hours in operation.
The following replacement is to be carried out at each second inspection of type 3
or after 12 months.
At the same time with oil charge replacement the oil filter cartridge is to be
replaced.
PLANNED INSPECTIONS
Table 1 (Sheet 3)
5.10.00
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If there some failure appears on the appliances or engine parts that cannot be repaired, it
is allowed to replace the faulty appliances or engine parts for new ones.
The principle, that the newly installed appliance must cover full remaining engine TBO,
must be respected, especially when the used type of appliance can have different TBO.
3.1 The trained user's workers are allowed to replace appliances and engine parts
(delivered by the engine manufacturer by the way of a claim or an order, spare parts
1:1 or 1:10) as follows:
The Way of Verification

No. Appliance – Engine Part Without Ground Ground Section
Verification Engine Engine
Test Test
(Full Scale) Items 1, 2,
4, 12, 13
1. Fuel Control Unit x - 73.21.00
and flight 73.10.00
test
2. Fuel Pump - x - 73.22.00
3. Fuel Manifold - - x 72.03.00
4. Drain Valve - - x 73.12.00
5. Torch Igniter - - x 74.30.00
6. Fuel Pressure Transmitter - - x 77.41.00
7. Oil and Air Manifold - - x 72.03.00
8. Oil Pressure Transmitter - - x 77.42.00
9. Min. Oil Pressure Transmitter - - x 77.43.00
10. Oil Thermometer - - x 77.22.00
11. Oil Filter Cartridge - - x 79.10.00
12. Magnetic Plugs x - - 79.10.00
13. Starter/Generator - - x 80.11.00
14. Ignition Unit - - x 74.20.00
15. Exhaust Nozzles x - - 78.10.00
16. Engine Mounts x - - 72.33.00
17. Integrated Generator and - x - 72.60.00
Propeller Speed Transmitter 72.10.00
18. Protective Compressor Screen x - - 72.23.00
19. Signaller of Min. Oil Quantity - - x
20. Interturbine Temperature - x -
Transmitter
5.10.00
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3.2 Appliances and Engine Parts that can be replaced solely by manufacturer's workers
in accordance with internal instructions of the manufacturer:
The Way of Verification

No. Appliance – Engine Part Without Ground Ground Section
Verification Engine Engine
Test Test
(Full Scale) Items 1, 2,
4, 12, 13
1. Compressor Air Bleed Valve and - x - 75.31.00
Its Control Nozzles
2. Shaft Packing Rings - x - 72.62.00
3. Engine Controls - x - -
4. Automatic Feathering Pressure - - x 77.52.00
Switch
5. Air Baffles - - x -
6. Torquemeter Pressure - x - 77.11.00
Transmitter
7. Torque Indicator - x - 77.11.00
8. Torque Limiter Pressure Switch - x - 77.15.00
5.10.00
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UNSCHEDULED INSPECTIONS
1. General
A. An unscheduled maintenance inspection is carried out when the engine is subjected
to unusual stress or operating conditions, exceeds operating limitations or gives
unsatisfactory performance.
B. If, as the results of the inspection, engine removal is required, a written report stating
the cause of removal in detail (i.e. overtorque, overtemperature, etc.) must be sent
with the engine to an overhaul facility.
2. Unscheduled Inspections
A. Table 1 presents the unscheduled maintenance inspections required.
CONDITION ACTION REQUIRED
A. Performance OPERATIONAL ABILITY - TROUBLESHOOTING

deterioration (ref. 72.03.00).
B. Overspeed Check engine/aircraft speed indicating system. If found

satisfactory, carry out the following maintenance actions:
(1) If gas generator speed exceeded 103 % determine and
rectify cause of overspeed. Remove the engine and send it
to an overhaul facility for an overspeed inspection/repair
acc. to Overhaul Manual. In case of propeller overspeed
proceed acc. to Table 2.
(2) If gas generator rotor speed was more than limits and less
then presented in Para (1):
a) Manually rotate gas generator rotor and check for
unusual noises.
b) Inspect chip detectors and oil filter cartridge for
contamination with metal chips.
Refer to 79.10.00 ENGINE LUBRICATION SYSTEM
and 79.30.00 MONITORING INSTRUMENTS.
c) Determine and rectify the cause of the overspeed.
Table 1 (Sheet 1 of 8)
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C. Overtemperature Check engine/aircraft ITT indicating system. If found

satisfactory, refer to Figs. 1 and 2, Overtemperature Limits for
required action.
D. Overtorque Check engine/aircraft torque indicating system. If found

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

accordance with Overhaul Manual.
F. Dropped engine Send engine to an overhaul facility to be inspected in

accordance with Overhaul Manual.
G. Small hard material Carry out a power plant performance check according to
ingestion (sand, 72.03.00. As far as the results are satisfactory, the engine can
course-grained dust, continue in service without further maintenance actions. If the
gravel) shaft power plotted in diagram (ref. 72.03.00, Fig. 501) is
below the standard curve, remove the protective screen at the
compressor inlet and inspect the condition of leading edges of
blades on the 1st stage of axial compressor.
The procedure and the limits of acceptable damage are
presented in 72.31.00 AXIAL COMPRESSOR.
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H. Bird strike and soft Open the engine nacelle and remove the object from the air
material ingestion inlet screen. Clean the surface from the deposits
(e.g. rags, cloth, (ref. 72.23.00 AIR INTAKE PROTECTION).
plastic bags, etc.)
I. Chip detector circuit Carry out procedure presented in 79.10.00 ENGINE

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

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

strike service organization that assures check of propeller shaft and
flange for magnetism and test of the engine operation. On the
basis of these tests the authorized service organization
decides on engine return to service or to an overhaul facility
for inspection/repair acc. to Overhaul Manual.
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M. Heavy landing The engine is designed to withstand landing loads of 5g.

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

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

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

very polluted air (ref. 72.03.00 OPERATIONAL ABILITY - Washing the
compressor).
R. Fuel in the oil system (1) Replace fuel/oil heat exchanger (ref. Aircraft Maintenance
Manual).
(2) Drain oil polluted with fuel from the oil system and proceed
as at Oil Brand Change (ref. 79.10.00 ENGINE
LUBRICATION SYSTEM).
(3) Check magnetic chip detector in the oil tank and oil filter
for metal contamination. The check of magnetic chip
detector repeat after 10, 25 and 50 ± 5 flight hours after
incident. For oil filter check proceed as presented in M.
Heavy Landing, Para f).
(4) Check the tightness of shaft packing rings at LUN 6290.04

fuel pump and LUN 6590.05 FCU.
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S. Engine exposed to fire If the extinguishing agent from the aircraft was used, during
extinguishing agent post-flight inspection:
(1) wash the engine with lacquer petroleum
(2) replace the oil charge
(3) manually turn the engine rotors
(4) carry out dry motoring run using the starter/generator
(5) after restarting the compressor should be washed
(ref. 72.03.00 OPERATIONAL ABILITY - Washing the
compressor)
Presented practices are carried out in case that the engine
was not damaged by fire or the interturbine temperature
during extinguishing agent ingestion did not exceed the limits
presented in Fig. 2, that require engine inspection in the
overhaul facility.
If the engine at the ground run was exposed to foam or
powder from fire truck, the inspection in the overhaul facility is
recommended.
In the case that the engine was at rest, clean the outer surface
of the engine including thorough cleaning of the air inlet
screen.
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Area „A“ - 1. Check the condition of the power source (board storage batteries or ground
power source).
NOTE: If the fuel is ignited with delay (due to weak battery) the system of
limiters cannot prevent the overtemperature when the accumulated
fuel is burning.
2. Check the proper function of the limiter system.
Area „B“ - 1. Put the record of the interturbine temperature and the interval of its exceeding
in the „Engine Log Book“.
2. Carry out the checks presented as 1. and 2. for Area „A“.
3. Check whether the instructions for starting given in the „Operation Manual“
were respected.
ITT [°C] INTERTURBINE TEMPERATURE
780
770
RETURN THE ENGINE TO AN OVERHAUL
FACILITY FOR INSPECTION/REPAIR
ACC. TO OVERHAUL MANUAL
760
750
740 AREA „B“
730
AREA „A“
NO ACTIONS REQUIRED
720
0 5 10 15 20 25 30
TIME [sec]
OVERTEMPERATURE LIMITS - STARTING CONDITIONS ONLY

Fig. 1
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Area „A“ - 1) Put the record of the ITT and the interval of its exceeding into the „Engine Log
Book“.
2) Check the total time in this area - 200 min during TBO cannot be exceeded.
3) Determine the cause and rectify the failure.
Area „B“ - 1) Enter ITT and time of overtemperature into Engine Log Book.
2) Check total time of overtemperature - it must not exceed 30 min during TBO.
3) Find out the fault and rectify cause of overtemperature.

800 FACILITY FOR INSPECTION/REPAIR
780
AREA „B“
760
AREA „A“
740
720
NO ACTIONS REQUIRED
700
0 20 40 60 80 100 120
TIME [sec]
OVERTEMPERATURE LIMITS - ALL CONDITIONS EXCEPT STARTING

(Not applicable for max. contingency rating)
Fig. 2a
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Area „A“ - The use of this ITT is allowed solely in the case of one engine inoperative (OEI)
flight at the intermediate contingency rating. The time of its use is limited by the
time necessary for finishing the flight. Enter the indicated ITT and time of
overtemperature in the Engine Log Bock. Total time in this area must not exceed
200 min during TBO.
Area „B“ - The use of this ITT is allowed solely at the maximum contingency power rating to
reach the safe altitude when one engine becomes inoperative at take-off or at
aborted landing. Enter the indicated ITT and time of overtemperature in the
Engine Log Bock. Total time in this area must not exceed 30 min during TBO.
RETURN THE ENGINE TO AN OVERHAUL FACILITY FOR

790 INSPECTION/REPAIR ACC. TO OVERHAUL MANUAL
780
770 AREA „B“
760
750
AREA „A“
740
730
NO ACTIONS REQUIRED
0 1 2 3 4 5 6 7 8 9 10 11 12
TIME [minutes]
OVERTEMPERATURE LIMITS – ALL CONDITIONS EXCEPT STARTING

(Valid for power ratings defined for the event of OEI flight)
Fig. 2b
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Area „A“ - Value and time interval of overtorque have to be put in the „Engine Log Book“.
Determine the cause and rectify the failure.
NOTE: 100 % torque = 2,570 Nm (1,896 lb.ft)
PROPELLER TORQUE [%]
111
110
AREA „A“
109
108
FACILITY FOR INSPECTION/REPAIR
107
106
105
104
103
102 AREA „A“
101
100
99 NO ACTIONS REQUIRED
98
0 1 2 3 4 5 6
TIME [minutes]
OVERTORQUE LIMITS
(Valid for each flight)
Fig. 3
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Propeller speed Measures

[rpm]
up to 2,220 No action required
2,220 to 2,300 Overspeed not longer than 20 sec:

Record the rpm in the Engine Log Book. As far as the No. of overspeeds
is higher than 10, the engine is to be removed from the airframe and sent
to the manufacturer for inspections or repair in accordance with the
Overhaul Manual.
Overspeed longer than 20 sec:

Ref. to the Propeller Operation Manual
2,300 to 2,400 1) Record the rpm in the Engine Log Book. As far as the No. of
overspeeds is higher than 2, the engine is to be removed from the
airframe and sent to the manufacturer for inspections or repair in
accordance with the Overhaul Manual.
2) Inspect chip detectors and oil filter cartridge for contamination with
metal chips. Refer to Section 79.10.00 ENGINE LUBRICATION
SYSTEM and 79.30.00 MONITORING INSTRUMENTS.
3) After engine shutdown turn-by propeller manually. Check for symptoms

of power turbine blades seizing (unusual noise). This repeat at 10 min
and at 20 min after engine shutdown.
4) Record the results of the check (Item 2) in the Engine Log Book.
5) If the propeller can be manually turned in all three checks without any
symptoms of seizing, the engine can continue in operation for
remaining T.B.O. without any limitation.
6) If in one check of these three checks the power turbine blades are in
contact with the turbine stator, the engine must be returned to an
overhaul facility for inspection/repair acc. to Overhaul Manual.
above 2,400 Return the engine to overhaul facility for inspection/repair acc. to
Overhaul Manual.
PROPELLER OVERSPEED LIMITS
Table 2
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72
ENGINE
WALTER a.s.
MAINTENANCE MANUAL
RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
Page 1
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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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Section - Section -
point point
72 „Record of 72.01.02 17 Jul 1, 2003
Revisions“ 1 Jul 1, 2003 18 Blank Jul 1, 2003
2 Blank Jul 1, 2003 19/20 Jul 1, 2003
21/22 Jul 1, 2003
72 „Review of
Effective Pages“ 1 Jul 1, 2003 72.01.03 1 Jul 1, 2003
2 Jul 1, 2003 2 Blank Jul 1, 2003
72 „Contents“ 1 Jul 1, 2003 72.01.04 1 Jul 1, 2003

2 Blank Jul 1, 2003 2 Jul 1, 2003
3 Jul 1, 2003
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72.02.00 1001 Jul 1, 2003 72.03.00 601 Jul 1, 2003
1002 Jul 1, 2003 602 Jul 1, 2003
1003 Jul 1, 2003 603 Jul 1, 2003
1004 Jul 1, 2003 604 Blank Jul 1, 2003
1005 Jul 1, 2003
1006 Jul 1, 2003 701 Jul 1, 2003
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1008 Jul 1, 2003 703 Jul 1, 2003
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1012 Jul 1, 2003 902 Jul 1, 2003
903 Jul 1, 2003
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906 Jul 1, 2003
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912 Jul 1, 2003
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301 Jul 1, 2003 2 Jul 1, 2003
302 Jul 1, 2003 3 Jul 1, 2003
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306 Jul 1, 2003
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502 Jul 1, 2003
503 Jul 1, 2003
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CONTENTS
72.00.00 ENGINE ASSEMBLY, COMPLETE

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

GENERAL
The contents of the maintenance manual is divided so that the Section 72 is aimed at the
description and service technology of individual engine parts as individual assemblies which
are not supposed to be dismantled during operation. The following sections 73 to 82 contain
the description and service technology of other engine parts that are of vital importance for
engine operation; but they are situated outside the engine or, at least, they are accessible
from outside. These parts can be replaced and form, in fact, an accessory of the engine.
However, as it is necessary to include in the manual the data and information of general
nature on the engine as a whole, i.e. not only on the engine proper but also on the parts
described in other sections of the manual, an additional section entitled „ENGINE PROPER“
under the designation 72.09 and „ENGINE ASSEMBLY, COMPLETE“ under the designation
72.00 within the possibilities have been included into the classification of the contents of the
manual.
Hence, subsection „ENGINE ASSEMBLY, COMPLETE“ represents an introductory part of

section 72 which provides a total survey of information, data and procedures relating to the
engine consisting not only of units included in section 72 but also of parts described in other
sections of the manual.
For a better orientation a diagram of engine parts included under the heading „ENGINE
ASSEMBLY, COMPLETE“ is shown in Fig. 1. The method of classification used and
consequences arising there from are explained in the diagram shown in the
„INTRODUCTION“ to the manual.
Section „ENGINE ASSEMBLY, COMPLETE“ includes:
- information on the engine layout and its properties including a detailed review of the main
technical data; data on the engine performance and description of power ratings and of
devices necessary for operation;
- data on the engine installation including general description; procedure of engine

installation and removal; inspections required after installation; engine transportation;
arrangements to be carried out before the first starting;
- description of procedures which are necessary for ensuring the engine serviceability, i.e.
compressor washing, engine storing, as well as description of tools and basic service
procedures in general, including the methods of verifying engine parameters and checking
the rotation of rotors.
72.00.00
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Legend:
72.09 - ENGINE PROPER 78 - EXHAUST SYSTEM
73 - FUEL CONTROL UNIT 79 - OIL SYSTEM
75 - AIR BLEEDS 80 - STARTING
76 - CONTROLS 82 - WATER INJECTION
77 - INSTRUMENTS FOR MONITORING
DIAGRAM OF THE ENGINE ASSEMBLY, COMPLETE

Fig. 1
72.00.00
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ENGINE LAYOUT AND ITS FEATURES
DESCRIPTION AND OPERATION
All models of the WALTER M601 turboprop engine are of two shaft tandem layout with free
power turbine and a reverse flow configuration. The engine is composed of two basic
assemblies - a gas generator and a power module.
The gas generator consists of an inlet channel, combined compressor (two axial and one
centrifugal stages), annular combustion chamber with centrifugal fuel injection, single stage
high-pressure turbine, accessory drive box including fuel control unit, starter-generator, gas-
generator speed transmitter and airframe instruments drives.
The power module is composed by a single-stage power turbine, reduction gear-box, an

exhaust channel with exhaust bends and a containment ring.
The reduction gear-box is equipped with the speed transmitter and propeller control unit
drives. The pressure oil to individual parts of the propeller unit is supplied from the reduction
gear-box as well.
The engine fuel control system is of a low-pressure gear pump type.
The engine oil system is of circulation pressure type; gear pumps and an integral oil tank are
located in the accessory drive box.
The engine is equipped with a water spray ring facing the compressor inlet as well as by an
engine parameter limiter system that ensures the engine parameters limiting that they
exceed the permitted value.
The engine starting is ensured by a starter-generator and a semiconductor low-voltage

ignition unit.
The engine is mounted to the airframe engine bed by means of three elastically supported
pins located in one attachment plane on the centrifugal compressor casing.
Water injection during take-off provides sufficient power even under higher ambient
temperature.
72.01.00
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Should one of the engines fail during take-off, this can be continued at the maximum
contingency rating and the flight can be finished at an intermediate contingency rating with
one engine inoperative.
The WALTER M601E/M601E-21 turboprop engine, equipped with the VJ 8.510 propeller unit
furnished with the automatic feathering, together with the flight nacelle including corresponding
installations, form the power unit for the L 410 UVP-E airplane.
The WALTER M601E-21 engine model differs from the WALTER M601E model by
installation of the exhaust duct with lower pressure loss and by different thermodynamic
adjustment of the compressor and both turbine stages. This enables better engine
performance at standard atmospheric conditions. The engine shaft power can be kept
constant (flat rated) up to higher ambient temperature (or lower pressure) without exceeding
operation limits for ITT, nG and torque. These limits are the same for both WALTER
M601E/M601E-21 engine models (ref. tables and diagrams in 72.01.02).
An important change concerning airframe installation consists in the equipment of the engine
with certain parts of the airframe installation to provide for faster installation/removal of the
engine. These are integral baffles; a complete bundle of wires; a fire extinguishing installation
with fire detectors, a system of drains and an installation for air bleed from the compressor.
In addition, it is equipped with an alternator drive.
Engine essential technical data, its performance and description of ratings, actuating and
monitoring devices are included in subsequent sections.
72.01.00
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ENGINE - L.H. SIDE VIEW

Fig. 1
72.01.00
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ENGINE - R.H. SIDE VIEW

Fig. 2
72.01.00
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ENGINE - FRONT VIEW

Fig. 3
72.01.00
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ENGINE - REAR VIEW

Fig. 4
72.01.00
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BASIC TECHNICAL DATA

1. ENGINE ASSEMBLY, COMPLETE
Engines designation: WALTER M601E, WALTER M601E-21
Engine type: Free power turbine turboprop;

reverse flow configuration
Propeller unit: VJ 8.510
Application: L 410 UVP-E aircraft
Dimensions according to the installation drawing:
length: 1,675 mm
width (irrespective to exhaust bends) 590 mm
height: 650 mm
Moment of inertia: Iy = Iz = 380 kp.cm.sec2
Mass: 203 ± 2 % kg
The following equipment has not

been included in the above mass
(although some devices are mounted
on the engine): - elastically supported mounting brackets
- engine mounting ring
- exhaust bends
- integrated electronic limiter unit
- propeller unit devices:
propeller control unit,

electro-hydraulic actuator,
propeller blades de-icing collector,
alternator
- piston (hydraulic) pump for control of

hydraulic aircraft systems
- engine nacelle mounts
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Mass of the following devices

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

area: U - on continent, irrespective to climate
location category: 2 - shelter or open area
7 - seaside and the area with strong
industrial air contamination
Engine installation in the airframe: By means of three elastically supported
pins in mounts on the centrifugal
compressor housing
Propeller drive: Collar centered flange joint and torque
taking pins
Airframe accessory drives:
LUN 6102-8 control piston pump 7,238 r.p.m.
spare drive
(used also for manual rotor turning) 4,200 r.p.m.
Engine centre of gravity: 86 ± 7 mm from the plane of engine
mounts towards the reduction
gearbox
2. ENGINE PROPER
REDUCTION GEARBOX
Type: pseudoplanetary, two-stage,
three-countershaft type
Gear ratio: i = 0.06705
Efficiency: 97,5 %
Sense of rotation: changes the sense of rotation
Oil flow rate: 9.7 to 10.5 l/min
Torquemeter: Hydraulic type; countershaft thrust
balancing system
Torquemeter oil pump
Oil pump type: gear, two-stage
1st stage - pressure stage
2nd stage - returns oil from the power
turbine roller bearing
Pressure oil pump flow rate 4.5 to 6.5 l/min
Power turbine speed transmitter drive 4,220 r.p.m.
Propeller control unit drive 4,220 r.p.m.
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COMPRESSOR INLET
Number of the inlet guide vanes: 11
COMPRESSOR
Type: Combined: 2 axial stages
1 radial stage
Air mass flow: 3.60 kg/sec
Pressure ratio: 6.65
No. of blades:
1st stage rotor 19
1st stage stator 28
2nd stage rotor 23
2nd stage stator 28
Centrifugal compressor rotor 15 main vanes
15 splitter vanes
No. of diffuser vanes 25
No. of straightening vanes 75
Air bleed for the airframe use: see Item 4 in Section 72.01.01
COMBUSTION CHAMBER
Type: Annular
Fuel injection: centrifugal-by a fuel spray ring
TURBINES
Gas generator turbine:
No. of blades: - stator 23
- rotor 55
Power turbine:
No. of blades: - stator 19
- rotor 28 pairs
Temperature
at the gas generator turbine inlet 1,230 K
(calculated)
Cooling of guide vanes
and disks of both turbines: By air
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ACCESSORY DRIVE BOX

Drive: by an quill-shaft engaging the splines of
the compressor shaft
Gear ratio of engine devices:
Starter-generator i = 0.28986
Fuel pump i = 0.11966
Fuel control unit i = 0.12238
Gas generator speed transmitter i = 0.11457
Control piston pump
(hydraulic pump) i = 0.19744
Alternator drive i = 0.27631
Oil tank: Integral with the drive box
Pressure pump: Gear pump, single-stage
Range of lubricating oil pressure: See the Operation Manual
Reduction valve: Spring-loaded with discharge to the tank
Scavenge pump: Gear pump, three-stages
Oil filter: Gauze type
gauze surface 1,000 sq.cm
filterability 31.5 µm
pressure loss max. 20 kPa
De-aerator: Centrifugal
Method of lubrication: Oil injected by a nozzle to the toothed
wheel mesh
OUTLET CHANNEL
Outlet plenum: Outlet plenum chamber with two exhaust
bends
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3. FUEL SYSTEM
Fuel system: Low-pressure, incorporating a gear pump
and centrifugal governor
Fuel pump: LUN 6290.04-8
Fuel control unit: LUN 6590.05-8
Fuel pressure at the pump inlet: 0.07 to 0.3 MPa absolute
Fuel pressure at the starting nozzle inlet: 0.14 to 0.16 MPa
Fuel pressure at the fuel distributor inlet: max. 1.2 MPa
4. AIR BLEED
Air bleed The air supplied to the airframe is bled from
the centrifugal compressor.
GVMAX = 62 g/sec (0.136 lb/sec) at
HP = 4,200 m (13,780 ft),
VTAS = 400 km/hr (216 kt) at
tH ≤ -10 oC (14 oF) and at counterpressure
of max. 140 kPa - abs (20.3 psia).
At take-off rating the air bleed is limited to
GVMAX = 25 g/sec (0.055 lb/sec) for de-icing
purposes only.
5. CONTROLS Speed control at all power ratings using

mechanical actuation (combined with
system of limiters and automatic
feathering)
6. MONITORING INSTRUMENTS DELIVERED WITH THE ENGINE

1) Torque indicator LUN 1539.02-8
2) Torquemeter pressure transmitter LUN 1540.02-8
3) Compound transmitters
of generator and propeller speed LUN 1333.12-8
4) Interturbine temperature transmitter LUN 1377-8
5) Oil temperature electrical
resistance transmitter LUN 1358-8
6) Fuel pressure transmitter LUN 1559-8/LUN 1559.01-8
7) Oil pressure transmitter LUN 1558-8/LUN 1558.01-8
8) Pressure switch 1.25 K LUN 1469.32-8
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9) Integral electronic limiter unit LUN 5260.04

10) Pressure switch for automatic
propeller feathering LUN 3280-8
11) Low oil level signaller LUN 1581-8
7. EXHAUST SYSTEM
Gas outlet: 2 bends directing the gas stream
8. OIL SYSTEM
Oil system: Circulation type, incorporating integral oil
tank
Engine oil flow rate: min. 25 l/min
at: 100 % generator speed,
pressure 0.25 MPa,
temperature 80 °C
Pressure pump oil flow rate: min. 39 l/min
pressure 0.25 MPa,
temperature 80 °C
Scavenge pump oil flow rate: 1st stage
min. 11 l/min
2nd stage
min. 10 l/min
3rd stage
min. 50 l/min
pressure max. 0.1 MPa,
temperature 80 °C
Oil consumption:
operational: max. 0.1 l/hr
at zero or negative flight load factor
after 10 sec flight period max. 0.5 l/hr
Oil charge
in the tank: min. 5.5 l
max. 7 l
in the oil system
(total amount of oil) approx. 11 l
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Oil reserve for feathering

(cannot be used for lubrication): min. 2 l
Oil temperature in the tank:
at engine starting min. -20 °C
at engine acceleration min. +20 °C
operational max. 85 °C
Oil cooler: Honeycomb type incorporating a by-pass
thermostatic valve (airframe installation
accessories)
The engine oil system is also connected to
the propeller accessories (including the
control unit, the feathering pump and the
automatic feathering device)
9. STARTING
Electric ignition system: Low -voltage, double-acting
Ignition coil: 2 coils LUN 2201.03-8
or 1 UNISON exciter box
Ignition plug: 2 plugs
Fuel ignition: 2 torch ignitors with whirl chamber
Starting fuel valve: electromagnetic
Starter-generator LUN 2132.02-8
10. WATER INJECTION

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

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

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

[SHP] [ESHP] [lb/ESHP/hr] [%] [lb.ft]
take-off (5 min) 560 595 395 2570

15 °C (59.0 °F) 98.6 2080 710
751 798 0.6493 1895
sea level static 560 595 2570

23 °C (73.4 °F) - 100 2080 735
751 798 1895
max. continuous 490 521 410 2570

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

18 °C (64.4 °F) - 97 1800 to 690
657 699 2080 1895
take-off with water injection

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

sea level static - 100.5 2080 760
28 °C (82.4 °F) 751 798 1895
maximum contingency
(10 min) 595 630 2737
97.325 kPa (14.12 psi) - 102 2080 780
28 °C (82.4 °F) 798 845 2019
NOTE: gas generator speed 100 % = 36,660 rpm

2,080 propeller rpm = 31,023 power turbine rpm
ENGINE POWER RATINGS ACCORDING TO JAR

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

take-off (5 min) 560 595 395 2570

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

23 °C (73.4 °F) - 100 2080 735
751 798 1895
climb and max. cruise 490 521 410 2570

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

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

(5 min) 560 595 2570
- 100 2080 735
97.325 kPa (14.12 psi) 751 751 1895
33 °C (91.4 °F)
max. continuous 560 595 2570

28 °C (82.4 °F) 751 798 1895
max. take-off
(5 min) 595 630 2737
97.325 kPa (14.12 psi) - 102 2080 780
28 °C (82.4 °F) 798 845 2019

ENGINE POWER RATINGS ACCORDING TO FAR

WALTER M601E
Table 1
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power speed temperature
rating
take-off (5 min) 560 595 389 2570

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

28 °C (82.4 °F) - 100 2080 735
751 798 1895
max. continuous 490 521 405.9 2570

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

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

(5 min) 560 595 2570
- 100 2080 735
42 °C (107.6 °F)
intermediate contingency 560 595 2570

32 °C (90 °F) 751 798 1895
maximum contingency
(10 min) 595 630 2737
97.325 kPa (14.12 psi) - 102 2080 780
31.5 °C (88.7 °F) 798 845 2019

ENGINE POWER RATINGS ACCORDING TO JAR

WALTER M601E-21
Table 1
72.01.02
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power speed temperature
rating
take-off (5 min) 560 595 389 2570

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

28 °C (82.4 °F) - 100 2080 735
751 798 1895
climb and max. cruise 490 521 405.9 2570

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

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

(5 min) 560 595 2570
- 100 2080 735
42 °C (107.6 °F)
max. continuous 560 595 2570

32 °C (90 °F) 751 798 1895
max. take-off
(5 min) 595 630 2737
97.325 kPa (14.12 psi) - 102 2080 780
31.5 °C (88.7 °F) 798 845 2019

ENGINE POWER RATINGS ACCORDING TO FAR

WALTER M601E-21
Table 1
72.01.02
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650
NR
[kW] 100
600
101. 325 288 99
NR = N × × [kW ] 98.6
p0 T1
550 98
288
nVR = nV × [rpm]
T1 97
500
288
nGR = nG × [%] 96
T1
450 95
94
400
92
350
90
300
88
250
MK = 2570 Nm 86
200
84
82
150
80
nGR [%]
100
75
nVMAX = 2080 rpm
70
50
65
60
0
400 600 800 1000 1200 1400 1600 1800 2000 2200 2400
nVR [rpm]
PERFORMANCE DIAGRAM
Shaft power versus gas generator speed and propeller speed
at standard sea level conditions VL = 0 km/hr; p0 = 101.325 kPa; T0 = 288 K
Without influence of airframe installation, without instruments loading, without air bleed
at the compressor outlet and without water injection.
WALTER M601E
Fig. 1
72.01.02
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650
NR 100
[kW]
99
600
10 1, 32 5 2 88 98,1
NR = N × × [kW ]
p0 T1
98
550
2 88 97
n VR = n V × [1 / m in]
T1
500 96
2 88
n GR = nG × [% ]
T1
95
450
94
400
92
350
90
300
88
250
86
MK = 2570 Nm
200 84
82
150
80
nGR [%]
100
75
nVMAX = 2080 1/min
70
50
65
60
0
400 600 800 1000 1200 1400 1600 1800 2000 2200 2400
nVR [1/min]
PERFORMANCE DIAGRAM
Shaft power versus gas generator speed and propeller speed at standard sea level
conditions VL = 0 km/hr; p0 = 101.325 kPa; T0 = 288 K
Without influence of airframe installation, without instruments loading, without air bleed
at the compressor outlet and without water injection.
WALTER M601E-21
Fig. 1
72.01.02
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MAINTENANCE MANUAL
700
101,325
NH.
p0
[kW]
nG = 100 [%]
650
Ist DEGREE
IInd DEGREE
600
IIIrd DEGREE
ITT = 735 °C
550
500
ITT = 735 °C = const.
450
400
Maximum available engine power

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

Engine power at take-off rating - variation with atmospheric temperature
and degree of water injection at V = 0 km/hr. Installation losses included.
WALTER M601E
Fig. 2
72.01.02
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MAINTENANCE MANUAL
750
101,325
NH.
p0
[kW]
700
nG = 100 [%]
Ist DEGREE
650
IInd DEGREE
IIIrd DEGREE
600
550
500
450
Maximum available engine power

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

Engine power at take-off rating - variation with atmospheric temperature
and degree of water injection at V = 0 km/hr. Installation losses included.
WALTER M601E-21
Fig. 2
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km/hr
[kg/hr]
km/hr
km/hr
TAKE-OFF RATING
SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED.
NO INSTALLATION LOSSES - ISA CONDITIONS.
WALTER M601E
Fig. 3
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MAINTENANCE MANUAL
km/hr
[kg/hr]
km/hr
km/hr
TAKE-OFF RATING
WALTER M601E-21
Fig. 3
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MAINTENANCE MANUAL
km/hr
ITT
o
ITT [ C]
km/h
TAKE-OFF RATING
NET JET THRUST, INTERTURBINE TEMPERATURE.
WALTER M601E
Fig. 4
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km/hr
ITT [oC] ITT
km/hr
TAKE-OFF RATING
WALTER M601E-21
Fig. 4
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MAINTENANCE MANUAL
km/hr
[kg/hr]
km/hr
km/hr
MAX. CONTINUOUS RATING ACCORDING TO JAR

CLIMB AND MAX. CRUISE RATING ACCORDING TO FAR
WALTER M601E
Fig. 5
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MAINTENANCE MANUAL
km/hr
[kg/hr]
km/hr
km/hr

WALTER M601E-21
Fig. 5
72.01.02
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MAINTENANCE MANUAL
km/hr
ITT [oC]
ITT
km/hr

WALTER M601E
Fig. 6
72.01.02
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MAINTENANCE MANUAL
km/hr
ITT [oC]
ITT
km/hr

WALTER M601E-21
Fig. 6
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72.01.02
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MAINTENANCE MANUAL
TABLE OF WALTER M601E/E-21 TURBOPROP OPERATION LIMITS ACCORDING TO JAR
Interturbine Gas generator Propeller Torque Time of
Shaft temperature ECL dis- Oil
speed speed Mk (TQ) % Power Ambient
power max. ITT nG % nv placement
Power rating rating temperature NOTE
kW °C rpm 100 % = 2570 Nm sec Temperature Pressure time limit °C (°F)
(SHP) 100 % = 36660 rpm (1896 lb.ft) °C MPa
External power source; ISA For ambient air In case of interrupted starting at higher ambient
700
alt. of up to 4 km (13123 ft) minimum speed temperature temperature (in altitudes above 2.5 km (8202 ft))
Storage battery; ISA when starter is minimum below due to ITT exceeding start the engine using the
Starting 730 switched on -20 0 °C (+32 °F) 45 sec emergency circuit.
altitude
of up to 4 km (13123 ft)
In-flight 18 max. 0.35
(starter + autorotation) 730
With increasing flight altitude the idling speed
Ground idle 550 60 + 3 increases automatically.
For ISA altitude of 0 to 1
km 70 min. 0.12
Flight 1)
(0 to 3280 ft)
idle For ISA altitude of 1 to 4 km
(3280 to 13123 ft) 75 unlimited
0.8 Max. continuous 690 max. 94 1900

490
Max. continuous (657) 690 max. 97 max. 2080 +20 to +85
560 -50 to +50 At take-off short-time torque increase up to 106 % is

Take-off (751) 735 max. 100 2080 max. 100 at nG ≥ 80% 5 min (-58 to +122) acceptable.
560 0.18 to 0.27
Take-off with water injection 2) (751) 735 max. 100 2080 5 min
595 Both ratings are exclusively defined for the event of

Maximum contingency (798) 780 max. 102 2080 max. 106.5 10 min one engine inoperative (OEI) flight.
+20 to +95
560 Application of both ratings is described in the Operation
Intermediate contingency (751) 760 max. 100 2080 max. 100 3) Manual in section Emergency Procedures.
For ISA altitude of 0 to 4 km max. overshoot 101 overshoot at oil Acceleration period from flight idle up to 95 % of take-off
(0 to 13123 ft) max. 2140 max. min. 1 temperature power is max. 5 sec when displacing ECL in 1 sec.
Acceleration 735 not more than overshoot +20 to +85 lower than Steady run within max. 6 sec.
For ISA altitude above 4 km 3 peaks until at balked 106 +55 °C
landing min. 6 max. 0.3
(13123 ft) getting steady
When the emergency circuit is max. 2200 min. 6
on
BETA Control 710 max. 97 max. 1900 max. 100 min. 0.12 At ambient conditions different from ISA H = 0 km (0 ft),
1 min V =0 km/hr (0 kt), the gas generator speed and the
(on ground only) at nG ≥ 80 % shaft power are controlled for fuel flow rate constant.
Maximal values when emergency 560 0.18 to 0.27
circuit is on (751) 710 max. 99 max. 2080 max. 100 2 hrs
Atmospheric conditions: Max. ISA flight altitude of 6.1 km (20013 ft); WARNING: AT OIL PRESSURE OF 0.12 TO 0.18 MPa AT GAS GENERATOR SPEED HIGHER THAN 80 %
full operational ability in severe ice-forming conditions. THE ENGINE CAN OPERATE UNTIL NEXT LANDING SUPPOSING THE OIL TEMPERATURE IS
Run-down: Minimum run-down from idle speed is 18 sec. WITHIN THE NORMAL RANGE. BEFORE THE NEXT TAKE-OFF IT IS NECESSARY TO REPLACE
Oil: Oil consumption 0.1 litre/hr (0.0264 US gal/hr). At negative load factors, falls and side slips oil leakage THE FILTER CARTRIDGE (WHEN CLOGGED) OR TO REMOVE ANOTHER REASON OF THE OIL
through the oil separator up to 0.5 litre/hr (0.132 US gal/hr) is acceptable. Check the oil quantity after landing. PRESSURE DROP. AT FURTHER OIL PRESSURE DROP TO LESS THAN 0.12 MPa DANGER OF
At negative load factors a pressure drop to zero within 5 sec and pressure recovery in following 5 sec is THE ENGINE SEIZING IS IMPENDING. THE MINIMUM OIL QUANTITY SIGNALLER CAN BE
acceptable. Due to the oil pressure drop short-time propeller speed drop and oscillations in indicated torque USED ONLY FOR GROUND CHECKING WHEN THE ENGINE IS AT REST.
can occur. 1) Flight idle speed is identical to acceleration datum speed at acceleration time test on the ground.
Fuel: Fuel system inlet pressure 0.07 to 0.3 MPa abs. (at booster pump switched off 0.05 MPa abs. as minimum). 2) Refer to Operation Manual (Manual Part No. 0982404).
Table 2 72.01.02
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MAINTENANCE MANUAL
Short-time fuel pressure drop at fuel system inlet to the atmospheric pressure is acceptable. 3) Time necessary for finishing of the flight.
Inlet fuel temperature: max. +60 oC (max. +140 oF).
Table 2 72.01.02
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MAINTENANCE MANUAL
TABLE OF WALTER M601E/E-21 TURBOPROP OPERATION LIMITS ACCORDING TO FAR
Interturbine Gas generator Propeller Torque Time of
Shaft temperature ECL dis- Oil
speed speed Mk (TQ) % Power Ambient
power max. ITT nG % nv placement
Power rating rating temperature NOTE
kW °C rpm 100 % = 2570 Nm sec Temperature Pressure time limit °C (°F)
(SHP) 100 % = 36660 rpm (1896 lb.ft) °C MPa
External power source; ISA For ambient air In case of interrupted starting at higher ambient
700
alt. of up to 4 km (13123 ft) minimum speed temperature temperature (in altitudes above 2.5 km (8202 ft))
Storage battery; ISA when starter is minimum below due to ITT exceeding start the engine using the
Starting 730 switched on -20 0 °C (+32 °F) 45 sec emergency circuit.
altitude
of up to 4 km (13123 ft)
In-flight 18 max. 0.35
(starter + autorotation) 730
With increasing flight altitude the idling speed
Ground idle 550 60 + 3 increases automatically.
For ISA altitude of 0 to 1
km 70 min. 0.12
Flight 1)
(0 to 3280 ft)
idle For ISA altitude of 1 to 4 km
(3280 to 13123 ft) 75 unlimited
0.8 Climb and max. cruise 690 max. 94 1900

490
Climb and max. cruise (657) 690 max. 97 max. 2080 +20 to +85
560 -50 to +50 At take-off short-time torque increase up to 106 % is

Take-off (751) 735 max. 100 2080 max. 100 at nG ≥ 80% 5 min (-58 to +122) acceptable.
560 0.18 to 0.27
Take-off with water injection 2) (751) 735 max. 100 2080 5 min
595 Both ratings are exclusively defined for the event of

Max. take-off (798) 780 max. 102 2080 max. 106.5 5 min one engine inoperative (OEI) flight.
+20 to +95
560 Application of both ratings is described in the Operation
Max. continuos (751) 760 max. 100 2080 max. 100 3) Manual in section Emergency Procedures.
For ISA altitude of 0 to 4 km max. overshoot 101 overshoot at oil Acceleration period from flight idle up to 95 % of take-off
(0 to 13123 ft) max. 2140 max. min. 1 temperature power is max. 5 sec when displacing ECL in 1 sec.
Acceleration 735 not more than overshoot +20 to +85 lower than Steady run within max. 6 sec.
For ISA altitude above 4 km 3 peaks until at balked 106 +55 °C
landing min. 6 max. 0.3
(13123 ft) getting steady
When the emergency circuit is max. 2200 min. 6
on
BETA Control 710 max. 97 max. 1900 max. 100 min. 0.12 At ambient conditions different from ISA H = 0 km (0 ft),
1 min V =0 km/hr (0 kt), the gas generator speed and the
(on ground only) at nG ≥ 80 % shaft power are controlled for fuel flow rate constant.
Maximal values when emergency 560 0.18 to 0.27
circuit is on (751) 710 max. 99 max. 2080 max. 100 2 hrs
Atmospheric conditions: Max. ISA flight altitude of 6.1 km (20013 ft); WARNING: AT OIL PRESSURE OF 0.12 TO 0.18 MPa AT GAS GENERATOR SPEED HIGHER THAN 80 %
full operational ability in severe ice-forming conditions. THE ENGINE CAN OPERATE UNTIL NEXT LANDING SUPPOSING THE OIL TEMPERATURE IS
Run-down: Minimum run-down from idle speed is 18 sec. WITHIN THE NORMAL RANGE. BEFORE THE NEXT TAKE-OFF IT IS NECESSARY TO REPLACE
Oil: Oil consumption 0.1 litre/hr (0.0264 US gal/hr). At negative load factors, falls and side slips oil leakage THE FILTER CARTRIDGE (WHEN CLOGGED) OR TO REMOVE ANOTHER REASON OF THE OIL
through the oil separator up to 0.5 litre/hr (0.132 US gal/hr) is acceptable. Check the oil quantity after landing. PRESSURE DROP. AT FURTHER OIL PRESSURE DROP TO LESS THAN 0.12 MPa DANGER OF
At negative load factors a pressure drop to zero within 5 sec and pressure recovery in following 5 sec is THE ENGINE SEIZING IS IMPENDING. THE MINIMUM OIL QUANTITY SIGNALLER CAN BE
acceptable. Due to the oil pressure drop short-time propeller speed drop and oscillations in indicated torque USED ONLY FOR GROUND CHECKING WHEN THE ENGINE IS AT REST.
can occur. 1) Flight idle speed is identical to acceleration datum speed at acceleration time test on the ground.
Fuel: Fuel system inlet pressure 0.07 to 0.3 MPa abs. (at booster pump switched off 0.05 MPa abs. as minimum). 2) Refer to Operation Manual (Manual Part No. 0982404).
Table 2 72.01.02
Pages 21/22
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
Short-time fuel pressure drop at fuel system inlet to the atmospheric pressure is acceptable. 3) Time necessary for finishing of the flight.
Inlet fuel temperature: max. +60 oC (max. +140 oF).
Table 2 72.01.02
Pages 21/22
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
POWER RATINGS
1. Take-off rating
- used at take-off, discontinued approach or balked landing.
1.1 Take-off rating with water injection
- for achieving take-off power at higher ambient temperatures.
1.2 Max. contingency rating in accordance with JAR,
Max. take-off rating in accordance with FAR
- for use at one-engine failure at take-off.
2. Intermediate contingency rating in accordance with JAR,

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

Climb and max. cruise rating in accordance with FAR
- max. admissible rating for normal climbing and horizontal flight.
3.1 0.8 of max continuous rating in accordance with JAR,
0.8 of Climb and max. cruise rating in accordance with FAR
- continuous rating for normal, economical horizontal flight.
4. Flight idle (acceleration datum conditions)

- from this rating 95 % of take-off power can be achieved within 5 seconds.
5. Ground idling
- the lowest rating at engine operation; this is determined by position of the engine
control lever in the cockpit when it fits to the stop - and by proper adjustment of the fuel
control unit as well.
6. Reverse thrust rating

- as soon as the “IDLING“ stop has been disengaged and the engine control lever
moved into the “REVERSE“ position, partial or full reverse power can be achieved.
72.01.03
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72.01.03
Page 2
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ENGINE AND AIRFRAME EQUIPMENT ENSURING

ENGINE OPERATION
1. Engine control lever

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

Serves for smooth setting of propeller speed and for propeller blades feathering.
3. Fuel shut-off valve actuating lever

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

This opens or cuts off the fuel supply to the engine fuel system.
5. Interturbine temperature (ITT) indicator

It indicates the temperature measured by a set of 9 parallel connected thermocouples.
6. Indicator of fuel pressure at fuel nozzles inlet

Fuel pressure at fuel nozzles inlet is indicated.
7. Oil temperature indicator

Oil temperature in the oil tank is indicated.
8. Oil pressure indicator

Oil pressure at pressure pump outlet is indicated.
9. Generator speed nG indicator

Generator speed is indicated.
72.01.04
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10. Propeller speed indicator nV

Propeller speed is indicated.
11. Torque indicator Mk

Propeller shaft torque is indicated. Shaft power in engine operation can be so estimated.
12. Starting push-button

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

Only the engine starter is actuated.
14. Ignition system check switch

In use for checking the ignition system.
15. EC (emergency circuit) switch

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

Used for check of limiters at low level of intervention.
17. System of limiters of critical parameters

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

Propeller speed is controlled in the range as demanded.
72.01.04
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19. Starting switch

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

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

A device for setting the desired flow of water in advance.
22. Water injection push-button

It actuates the electric circuit for the water injection.
23. Pressure switch of the automatic feathering circuit

Switch of the airframe electric circuit for propeller feathering circuit.
24. Microswitch on the engine control lever

Switch of the electric circuit for automatic feathering. It also controls the electric circuit
for water injection.
25. Electro-hydraulic actuator of automatic feathering

As soon as an electric signal for feathering has been transmitted, it provides for setting
the propeller blades into feathering position.
26. Other signalling lamps (outside the signalling panel)

Signalling lamps of water injection and automatic feathering operation.
72.01.04
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72.01.04
Page 4
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ENGINE INSTALLATION
The engine in the aircraft is mounted in an engine nacelle. Air flows to the compressor inlet
through a channel in the nacelle lower part. The engine location in the nacelle, its mounting
to the airframe and the system of air ducts inside the engine cowls is shown in subsection
72.02.00, Fig. 1.
Detailed information on engine installation into the airframe is presented in the „Installation
Manual“ (Manual Part No. 0982502).
As it can be seen in the diagram
- the reverse flow lay-out of the engine calls for a non-typical arrangement of engine cowls in
order to prevent exhaust gas from entry to the compressor inlet;
- the air passes to the compressor inlet through the space between the front and rear air
baffles. These baffles separate the front and rear compartments of the engine nacelle from
the compressor inlet section;
- the ducts in inner compartments of the engine cowls are designed so as to ensure, if
necessary, protection of the compressor inlet and to provide also the airflow to the oil
cooler.
The installation drawings of the WALTER M601E/M601E-21 engine (Sheet 1 to 8), with all
necessary data concerning the engine installation in the airframe are shown in subsection
72.02.00.
A selection of essential data on engine handling before and after mounting in the nacelle is
given in Fig. 2, subsection 72.02.00.
On the evidence of facts given in this figure it follows:
- the engine is hung on the crane by the lifting eyes located on the reduction gear box and on
the accessory drive box:
- there are two air baffles projecting outside the engine. They are made of sheet metal:
therefore can be damaged easily in handling;
72.02.00
Page 1
Jul 1, 2003
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MAINTENANCE MANUAL
- three points for level control are provided on the reduction gearbox flange; another three
points are on the accessory drive box. They can be used for locating the engine in
longitudinal and transversal position as required by the airframe; levelling points on the
engine are painted red;
- the engine is mounted in the nacelle by three pins that are elastically supported in the
rubber blocks of the mounting brackets. These are located on the centrifugal compressor
casing; however, the engine for L410 UVP-E commuter is delivered and transported as
assembled together with the part of engine mountings, the so called mounting ring, by
means of which the engine is attached directly to individual airframe struts;
- the largest assembly to be mounted to the engine after it has been installed in the nacelle is
the propeller; this is mounted on the centering collar fitted with the torque taking pins of the
propeller shaft flange;
- an engine name plate on the left-hand side of the accessory drive box is to be used for
engine identification;
- an engine centre of gravity is situated in front of the engine mounting plane;
- the engine is provided with two drives for airframe needs, i.e. a direct drive for the piston
control pump and a spare drive used for turning of the generator rotor (not shown in the
figure) and for the alternator drive;
- fuel, oil, electric, air and water installation devices are also connected to the engine (not
shown in the figure)
Additionally, the dimensions of the lifting set levers are also shown in Fig. 2. This set is used
to keep the engine in horizontal position after it has been hung on the crane. These
dimensions apply irrespective the engine is hung itself or lifted together with the
transportation stand - see engine transportation. Data contained on the engine name plate
are explained in Fig. 3 (subsection 72.02.00).
See subsection „Installation“ for information on servicing procedures as follows:

- assembling and removal the engine,
- engine checks and inspections during installation,
- engine transportation.
Apart from that, a separate subsection presents a description of the engine preparation for
the first starting. The check of engine parameters is described in subsection 72.03.00.
72.02.00
Page 2
Jul 1, 2003
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Legend: 1 Air intake in the lower part of the engine nacelle
2 Air flow through the space between vertical air baffles
3 Outlet of gas through exhaust bends
4 Force taking struts from the engine mounting ring to the wing
5 The system of de-icing and oil cooling actuating flaps
DIAGRAM OF ENGINE INSTALLATION IN THE NACELLE

Fig.1
72.02.00
Page 3
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
72.02.00
Page 4
Jul 1, 2003
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MAINTENANCE MANUAL
ENGINE
INSTALLATION
DRAWING
Sh 1
72.02.00
Pages 5/6
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
ENGINE
INSTALLATION
DRAWING
Sh 2
72.02.00
Pages 7/8
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
ENGINE
INSTALLATION
DRAWING
Sh 3
72.02.00
Pages 9/10
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
ENGINE
INSTALLATION
DRAWING
Sh 4
72.02.00
Pages 11/12
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
ENGINE
INSTALLATION
DRAWING
Sh 5
72.02.00
Pages 13/14
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
ENGINE
INSTALLATION
DRAWING
Sh 6
72.02.00
Pages 15/16
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
ENGINE
INSTALLATION
DRAWING
Sh 7
72.02.00
Pages 17/18
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
ENGINE
INSTALLATION
DRAWING
Sh 8
72.02.00
Pages 19/20
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
Legend:
1 Front engine lifting eye 6 Elastic engine mounting brackets
2 Rear engine lifting eye 7 Propeller shaft flange
3 Front air baffle 8 Engine name plate
4 Rear air baffle 9 Engine centre of gravity
5 Levelling points - painted red
SURVEY OF ESSENTIAL INSTALLATION DATA

Fig. 2
72.02.00
Page 21
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
1 2 3 10
WALTER a.s. MODEL

PRAHA CZECH S/N
REPUBLIC
DATE OF
MANUFACTURE
5 6 7 8 9 4
Legend:
1. Manufacturer's designation
2. Engine model designation (e.g. M601E)
3. Engine serial number (e.g. 033001)
a) first two digits stands for a year of manufacture
b) third digit stands for a quarter of the year
c) fourth, fifth and sixth digits stand for a serial number of the engine that was
manufactured according to the documentation valid in the year and the quarter
concerned
d) further four digits stand for extended TBO and No. of equivalent flight cycles till
overhaul it the engine has been rebuilt (ref. NOTE in Subsection 5.05.00, Page 2)
4. Date of manufacture (e.g. Jul 1, 2003 - month, day and year)
- the date of ending final examination of a new engine
The production date month is given as an abbreviation of month name.
January - Jan April - Apr July - Jul October - Oct
February - Feb May - May August - Aug November - Nov
March - Mar June - Jun September - Sep December - Dec
5. Take-off engine power.
6. The units for engine power (kW, S.H.P.) are presented according to a purchaser
demands. If no other way, power is presented in kW units.
7. Number of type certificate that has been issued by the Civil Aviation Authority of the
Czech Republic
8. Number of type certificate that has been issued by the Aviation Authority in the import
state.
9. Places reserved for another designation at the repairs or rebuildings of engine, etc. (e.g.
the first overhaul is designated in the right field as ovhl 1, the second one as ovhl 2)
10. Blank
NOTE: This engine name plate is valid for the engines manufactured from October 20, 2003.
ENGINE NAME PLATE

Fig. 3
72.02.00
Page 22
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
ENGINE INSTALLATION
TROUBLE SHOOTING
If some trouble occurs, contact the service department of the engine manufacturer.
72.02.00
Page 101
Jul 1, 2003
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72.02.00
Page 102
Jul 1, 2003
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ENGINE INSTALLATION
INSTALLATION AND REMOVAL
Engine installation to an airplane and engine removal from an airplane are carried out
according to Airplane Maintenance Manual. All important installation data for complete
engine connection to the airframe are presented in the engine installation drawings.
Prior to mounting the engine into the aircraft it is necessary to make sure that both main
rotors are free to turn and whether control levers are in the positions as mentioned in the
following chapter.
When the engine is installed/removed, the compressor inlet and exhaust bends are to be
equipped with protective shields throughout these works performing. The completion of the
engine installation to the nacelle is followed by the inspection and check of the installation
and the engine has to be prepared to the start as mentioned in following sections.
During engine removal, the regulations mentioned in the technological instructions for
preparation of the engine for a shipment to the manufacturer should be adhered to.
Propeller unit installation and removal is carried out according to the propeller manufacturer
instructions.
72.02.00
Page 401
Jul 1, 2003
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72.02.00
Page 402
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
TECHNOLOGICAL INSTRUCTIONS
601 to 602
Name of work Manpower required

(Manhours)
Inspections after installation
Working procedures and technical requirements Further work Check
The following inspections should be performed during engine See

installation: page 101
1. Before engine installation into the aircraft, first of all it is

necessary to make sure that both engine rotors are free to
turn. Working procedures are presented in subsection
72.03.00. It is also necessary to check the position of the
control levers according to section 76.
2. In case of installation when the engine is not connected to the

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

recommended to carry out visual and dimensional inspection
in accordance with the data shown in Fig. 602.
Test Equipment Tools and Fixtures Consumable Materials
72.02.00
Page 601
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 602

(Manhours)
Inspections after installation
4. After the engine installation into the nacelle has been

completed, the following inspections should be carried out:
- engine mounting and securing of the joints - visual

inspection
- quality of the propeller unit installation - visual inspection
- mounting and installation of engine accessories according

to procedures shown in subsequent technological
instructions, pages 605 to 609 incl. Fig. 603
- quality of the fuel, oil, air, electric and water installations -

visual inspection
- check-up of the engine actuating elements in accordance

with work procedures described in section 76
- check-up of sparking plugs operational ability - by listening
- check-up of the function of the electro-magnetic valve in

the torch igniter circuit - by listening. The electro-magnetic
valve is located on the fuel pump.
72.02.00
Page 602
Jul 1, 2003
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MAINTENANCE MANUAL
I Pin dia 11.1 f7 Clearance

+0.03
Hole dia 11.1 0.016 to 0.064 Surface defects
II Pin dia 11.1 f7 Clearance not allowed
Hole dia 11.1 H7 0.016 to 0.052

III Nut 17 Tightening torque 58.8 to 63.7 (Nm)
Legend: 1 Body of the engine elastic mount

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

Fig. 601
72.02.00
Page 603
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
I Pin dia 65.049 j6 Clearance

Hole dia 65.1 H7 0.039 to 0.088 Surface defects
II Pin dia 12.693 h5 Clearance not allowed
Hole dia 12.7 D8 0.057 to 0.092

III Screw hexagonal head size and tightening torque according to the propeller unit
maintenance manual.
Legend: 1 Propeller shaft

2 Propeller shaft locking pin
3 Propeller hub screw
4 Propeller hub body
PROPELLER ATTACHMENT
Fig. 602
72.02.00
Page 604
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
605 to 606, 609

(Manhours)
Inspection of the engine instruments fastening
1. Check visually fastening and securing of screw joints of

engine instruments - see Fig. 603 - 72.02.00, page 609
- Propeller speed transmitter LUN 1333.12-8 item 1
- propeller control unit LUN 7816-8 item 2
- engine actuating elements

on the reduction gear box item 3
- engine mounts item 4
- torque limiter pressure switch LUN 1476-8 item 5
- torquemeter pressure
transmitter LUN 1540.02-8 item 6
- engine actuating elements

on the accessory drive box item 7
- starter-generator LUN 2132.02-8 item 8
- fuel control unit LUN 6590.05-8 item 9
- generator turbine speed

72.02.00
Page 605
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
605 to 606, 609

(Manhours)
- hydraulic pump LUN 6102 item 11
- fuel pump LUN 6290.04-8 item 13
- ignition unit LUN 2201.03-8

or UNISON item 15
- oil temperature transmitter LUN 1358-8 item 16
- exhaust bends item 17
- electrohydraulic actuator LUN 7880.01-8 item 18
- minimum oil pressure switch 1.25 K

LUN 1469.32-8 item 19
- automatic feathering
pressure switch LUN 3280-8 item 20
- automatic feathering switch

on the engine control lever M601-710.7 item 21
- alternator LUN 2102 item 22
- sparking plug N 25F - 3

or CHAMPION item 23
- torch igniter M601-208.6 item 23
- chips signaller items 25, 26
72.02.00
Page 606
Jul 1, 2003
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MAINTENANCE MANUAL
M601E On pages
M601E-21
607 to 608, 609

(Manhours)
Inspection of electric installation of the engine instruments
1. Check visually securing of instruments plugs, insulation of

electric conductors, fastening of electric conductors in holders
and in baffles according to the diagram shown in Fig. 603,
72.02.00, page 609; all this concerns the following
instruments:
- propeller speed transmitter LUN 1333.12-8 item 1
- propeller control unit LUN 7816-8 item 2
- torque limiter pressure switch LUN 1476-8 item 5
- Torquemeter pressure
- starter-generator LUN 2132.02-8 item 8
- fuel control unit LUN 6590.05-8 item 9
- generator turbine speed

- fuel pump LUN 6290.04-8 item 13
Hand torch or portable light
72.02.00
Page 607
Jul 1, 2003
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MAINTENANCE MANUAL
M601E On pages
M601E-21
607 to 608, 609

(Manhours)
- ignition unit LUN 2201.03-8

or UNISON item 15
- oil temperature transmitter LUN 1358-8 item 16
- electrohydraulic actuator LUN 7880.01-8 item 18
- minimum oil pressure switch 1.25 K

LUN 1469.32-8 item 19
- automatic feathering
pressure switch LUN 3280-8 item 20
- automatic feathering switch

on the engine control lever M601-710.7 item 21
- alternator LUN 2102 item 22
- sparking plug N 25 F - 3
or CHAMPION item 23
- torch igniter M601-208.6 item 23
- 9 terminals of thermocouples
for ITT measurement item 24
72.02.00
Page 608
Jul 1, 2003
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M601E On pages
M601E-21
605 to 609

(Manhours)
Fig. 603
72.02.00
Page 609
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
72.02.00
Page 610
Jul 1, 2003
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MAINTENANCE MANUAL
ENGINE INSTALLATION
TRANSPORTATION
The engine is transported in metallic container with nitrogen atmosphere. The engine is
mounted on a transport stand that serves also as a fixture on which the engine is being
prepared for installation in the aircraft. The engine is attached to the transport stand at the
reduction gearbox and by the engine mounting ring.
When held in a container, the engine can be transported by any transport means - truck,
train, ship or airplane. When transported by air in an aircraft without pressurized cabin (at
altitudes above 4,000 m (ISA), it is necessary to loosen the container lid or plugs with the
humidity indicator to allow for atmospheric pressure equalization at high altitudes and thus
prevent any container damage. However, the nitrogen atmosphere protection would be thus
destroyed.
Tools according to the subsection 72.03.01 and accompanying documentation are

transported together with the engine. Containers are provided with hoisting eyes.
Metallic container
Mass:
Engine on the transport stand ............................................................................... 225 kg
Container with engine, tools, etc. .......................................................................... 382 kg
Container empty, with transport stand .................................................................. 165 kg
Metallic container is shown in Fig. 1001, page 1003. Recommended handling is described in
subsequent technological instructions.
Working procedure for engine lifting from the container or from the PVC wrapping as well as
preparatory work required for shipping the engine to the manufacturer are described in
subsequent technological instructions.
72.02.00
Page 1001
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
Metallic container
Metallic container for the WALTER M601 engine has been manufactured especially for air
transportation (in the IL 62, TU 154, L 410 or other types of aircraft). Metallic container is of
cylinder configuration with a single-ended cover fastened by lugs. It is provided with inner
stiffeners and guide bars that enable an engine on a transport stand to slide in. The stand
forms a part of the container and in slid-in position is secured against movement in any
direction.
The container is gastight and both its faces are provided with checking plugs for indicators
that check moisture content inside the container.
The transport stand serves for convenient handling of the transported engine in dispatch
departments as well as for the engine withdrawal from the container at the customer
workplace. It is not intended for the transportation of the engine without the container.
The container is equipped with lugs ensuring its stability during transportation. The lugs
make possible to stock full containers in stores up to three layers, empty containers in four
layers and both full and empty containers in two layers, in any type of transportation. The lugs
make also possible horizontal connection of containers into groups as required.
The container provides also for the delivery of a 1 : 1 set of spare parts, tools and parts to
accompany the engine.
The container is designed so as to enable its loading by means of a high-lift truck through
any of its faces or by a crane using hoisting eyes located on the container upper part.
The container is equipped with an outer closed box for the Engine Log Book insertion. The
box can be sealed.
72.02.00
Page 1002
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
METALLIC TRANSPORT CONTAINER

Fig. 1001
72.02.00
Page 1003
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
1004 to 1005

(Manhours)
Unpacking of the WALTER M601 engine
from a metallic transport container
1. Remove two seals from the lid and one seal - 1 - from the
Engine Log Book box (see Fig. 1002).
2. Loosen and unscrew 8 bolts fastening the cover to the

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

removed easily through manual handling, it is allowed to force
it off. A wooden or plastic pad should be used to force the
cover off. Neither the cover nor the container lining should be
damaged in the above operation.
4. Withdraw the Engine Log Book from the box - 2 -, withdraw

the spare part kit - 3 - from the container and other packages
- 4 -, if any.
5. Remove securing wires from both exhaust bends - 5 - and,

through sliding them out of their slots, withdraw the bends
from the container.
6. Remove the securing wire from the bolt - 6 - fastening the

front part the engine stand to the container lining. Loosen and
unscrew the bolt.
72.02.00
Page 1004
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
1004 to 1005

(Manhours)
Unpacking of the WALTER M601 engine
from a metallic transport container
7. By pulling manually (in the direction of the container axis),

withdraw the stand together with the engine onto an
auxiliary handling platform whose dimensions should be at
least 2,400 x 800 x 65 mm.
Should it not be possible to withdraw the engine stand

from the container manually, it is allowed to force it out from
the front part by means of a pipe - 7 - located in the L.H. side
of the container. Instructions stuck on the inner side of the
container cover have to be respected.
CAUTION!
DO NOT APPLY THE PIPE AGAINST THE EDGE OF

THE CONTAINER INLET OPENING BUT IN THE PLACE
OF WELDED-ON BLOCKS - 8 -.
8. Remove the bags containing desiccant from the engine

according to the layout. Their number must correspond to
the data shown in the scheme.
9. Release, loosen and unscrew the wing nut on a stranded

wire that fastens the engine front part to the stand.
Remove the stranded wire from the engine.
10. Remove securing wire from 4 bolts fastening the engine

mounting ring. Loosen and unscrew the bolts. Remove the
yokes that are clamping the mounting ring.
11. Fasten the engine to the prescribed lifting set. Put it off
from the engine stand. Proceed in accordance with the
rules for engine handling.
72.02.00
Page 1005
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
1 Sealing spots on the cover and on the Engine Log Book box
2 Engine Log Book box
3 Spare parts kit
4 Other packages held in the container
5 Exhaust bends
6 Bolt fastening the stand in the container
7 Pipe for forcing the stand
8 Supporting block for the forcing pipe
Fig. 1002
72.02.00
Page 1006
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
1007 to 1012

(Manhours)
Engine transportation
1. Preparation of an engine to be shipped in a metallic

container to the manufacturer for overhaul or repair
General:
Prior to engine removal, from the airframe the preservation
is to be carried out in accordance with technological
instruction 72.03.00, page 905.
Remove the engine according to the procedure described in
the Airplane Maintenance Manual.
As soon as the engine has been removed, it has to be
prepared and put into the container according to the
following working procedure:
1.1 Instruction for putting the engine into the container
Complete engine preservation according to technological
1.2 When removing the engine from the aircraft, blind
successively the openings on the engine surface by the
corresponding blinding plugs:
- compressor
inlet screen - cover Dwg. No. M601-927.0 - 1 pc
- exhaust bends - cover Dwg. No. M601-928.0 - 2 pcs
- air supply to the
starter-generator - cover Dwg. No. M601-929.0 - 1 pc
- oil collector for the
feathering pump - blinding plug 12 ONL 3997.4 - 1 pc
nut 12 ONL 3959.4 - 1 pc
Appropriate Wrench
Pincers
72.02.00
Page 1007
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
1007 to 1012

(Manhours)
- oil supply and return

from the cooler
on the accessory
drive box - blinding plug
Dwg. No. M601-5312.4 - 1 pc
Dwg. No. M601-5313.4 - 1 pc
- hydraulic pump drive
on the accessory
drive box - blinding plug
Dwg. No. M601-5282.4 - 1 pc
sleeve
Dwg. No. M601-537.8 - 1 pc
- oil feed pipe union
on the accessory
drive box - blinding plug 12 ONL 3999 - 1 pc
- air bleed
for the cabin - blinding plug 16 ONL 3999 - 1 pc
- propeller shaft - blinding plug
Dwg. No. M601-9116.4 - 1 pc
bolt Dwg. No. M601-9117.4 - 1 pc
washer 10 ČSN 31 3282.12 - 1 pc
secure by means of binding wire
dia 0.63 mm (max.) after the bolt has
been tightened
- other holes (e.g. pipes) can be blinded by plastic foil,
paraffin or parchment paper and fastened by means of a
rubber band. Blinding plugs can be used from an engine
installed into airframe for the one to be shipped.
- fasten the loose part to the propeller speed governor:
- block carrier - No. 15319140 - 1 pc
72.02.00
Page 1008
Jul 1, 2003
WALTER a.s.
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M601E On pages
M601E-21
1007 to 1012

(Manhours)
Wrap electric wiring connectors into a foil and fasten by a

cord or rubber band.
Remove one exhaust bend from the engine and mount 4
shims No. M601-9143.9 that form part of the container
accessories. Remove the second exhaust bend according
to the same procedure.
CAUTION!
THE TWO EXHAUST BENDS SHOULD NEVER BE
REMOVED SIMULTANEOUSLY WITHOUT THE SHIMS
MOUNTED ON THE FLANGES. USE ORIGINAL
CONNECTING HARDWARE FOR MOUNTING THE
SHIMS.
For transportation in a metallic container, the following
parts should be additionally removed:
- The connector of the LUN 2201.03 or
UNISON ignition source (from the lower box) - 1 pc
- B 560 838 N nozzle - 1 pc
- Bottom part of the fire extinguishing piping
No. B 560 853 N
(under the reduction gear box flange) - 1 pc
Blind the end of the piping by plastic foil and bind it up with
cord or rubber band. Fasten the removed piping and
nozzle together with the necessary connecting hardware in
a PVC bag in three spots to the upper part of the fire
extinguishing piping.
1.3 Check the blinding of all openings. All loose levers and
pull-rods should be secured against movement by binding
wire.
72.02.00
Page 1009
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
1007 to 1012

(Manhours)
1.4 Unscrew the nuts fastening the cover of the prepared

container and remove the bolts and washers. Remove the
cover and put it aside. Unscrew and remove the bolts
fastening the stand. Withdraw the stand from the container
onto an auxiliary handling platform whose dimensions
should be at least 2,400 x 800 x 65 mm.
1.5 Using a lifting set fastened to lifting eyes on the reduction
gear box and the accessory drive box, lift the engine and
seat it on the engine stand.
Fasten the engine to the engine mounting ring by means of:
- LN 5385 bolt (M10x40) 4 pcs
- M10 ČSN 02 1740.05 nut 4 pcs
Insert spring washers under the nuts:
- spring washer 10 ČSN 02 1740.05 4 pcs
Bolts - 4 pcs - secure by locking wire.
Fasten the engine front part - i.e. the reduction gear box
flange by means of:
- Stranded wire M601-981.6 1 pc
- nut LN 5395 (M6 wing nut) 1 pc
Secure the wing nut with locking wire.
1.6 Slide the engine on its stand equipped with wheels inside
the container full-depth. Fasten the engine stand in the front
part to the container lining by means of:
- Bolt LN 5396 (M20x80) 1 pc
- Nut M20 ČSN 02 1401.55 1 pc
72.02.00
Page 1010
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
1007 to 1012

(Manhours)
Insert the spring washer under the nut:
- spring washer 20 ČSN 02 1740.05 1 pc
Secure the bolt with a locking wire.
Slide the removed exhaust bends in the holders in the upper

part of the container near its inlet opening and secure them
with a wire.
1.7 The container should be marked with red varnish, identified

either by the number of engine or of the claim record. The
Engine Log Book and appliance logs should be wrapped in
a plastic foil.
- fuel pressure transmitter LUN 1559-8 1 pc

or
LUN 1559.01-8 1 pc
- oil pressure transmitter LUN 1558-8 1 pc

or
LUN 1558.01-8 1 pc
- torque indicator LUN 1539.02-8 1 pc

(located on the instrument board)
The removed instruments should be packed in paraffin or

parchment paper and wrapped up with PVC foil or
polyethylene foil, put in a box and bound up. All this should
be put in a case for loose enclosed parts. Close the case
and fasten it to the holders inside the container on the
engine right-hand side.
72.02.00
Page 1011
Jul 1, 2003
WALTER a.s.
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M601E On pages
M601E-21
1007 to 1012

(Manhours)
1.8 Fit the container cover in its proper position (i.e. with the
sight glass of the moisture indicator upwards) and fasten it
by:
- bolt M8x60 ČSN 02 1101.55 6 pcs
- bolt LN 5379 (M8x60 with hole in the shank) 2 pcs
- washer 8.4 ČSN 02 1702.15 16 pcs
- spring washer 8 ČSN 1740.05 8 pcs
- nut M8 ČSN 02 1401.55 8 pcs
Check whether nuts are tightened properly and whether bolts
bear on the corresponding surfaces. Seal the container cover
in two spots in the holes drilled in the stems of the LN 5379
bolts.
1.9 CAUTION!
a) ALL OPERATIONS SHOULD BE PERFORMED IN DRY
ENVIRONMENT.
b) BEFORE LIFTING THE ENGINE, IT IS NECESSARY TO
MAKE SURE THAT THE STEEL ROPES OF THE
LIFTING SET ARE PROPERLY ATTACHED TO THE
ENGINE AND THAT LIFTING SET OPERATES
PROPERLY.
c) WHEN HANDLING THE CONTAINER AND LIFTING
SET, ALL SAFETY REGULATIONS SHOULD BE
ADHERED TO. ALL OPERATIONS ARE TO BE
PERFORMED WITH FULL SENSE OF
RESPONSIBILITY, IN ORDER TO AVOID ANY
DAMAGE TO THE ENGINE.
d) FOR TRANSPORTATION OF THE WALTER M601E OR
WALTER M601E-21 ENGINES, ONLY METALLIC
CONTAINERS OF GREY OR GREEN COLOUR CAN
BE USED !!
72.02.00
Page 1012
Jul 1, 2003
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MAINTENANCE MANUAL
PREPARATION FOR THE FIRST ENGINE STARTING
PROCEDURE
Following the installation of the engine in the aircraft and the obligatory inspection, as
described in the preceding sections the engine can be prepared for the first starting. The
preparation consists of operations described in the Aircraft Maintenance Instructions.
Working procedures concerning the oil installation are described in section 79,
de-preservation of the fuel control system is described in the part on storing in subsection
72.03.00 and its de-aeration in the same subsection.
72.02.01
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72.02.01
Page 202
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
OPERATIONAL ABILITY
In the course of engine operation, a number of procedures should be carried out which follow
from the necessity to verify, maintain or ensure the operational ability of the engine.
To enable mechanical procedures on the engine be put into effect, a set of tools is being
delivered together with the engine. This set of tools contains all the necessary tools and aids
required for replacing the engine instruments, for checking the oil system, for adjusting the
engine, etc.
Apart from the operations described in working procedures included in various sections and
subsections of this manual, it is necessary not only to ensure the washing of the compressor,
engine preservation and de-preservation, but also to check whether the engine rotors are free to
rotate or to verify the engine parameters. Relevant working procedures are described in
subsequent parts. In addition, instructions for basic, recurrent procedures applicable for each
replacement of instruments or piping are also presented.
The description of tools is presented in a separate part of this subsection.
72.03.00
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72.03.00
Page 2
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MAINTENANCE MANUAL
OPERATIONAL ABILITY
TROUBLESHOOTING
If some trouble occurs which elimination by user′s personnel is not permitted, contact the
organization authorized to FCU technical services.
72.03.00
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72.03.00
Page 102
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
OPERATIONAL ABILITY
ENGINE PREHEATING
At low ambient temperatures, when oil temperature decreases to -20 oC or lower, the engine
must be preheated by hot air from the ground sources before starting. Hot air of maximum
temperature 80 oC is supplied to the intake of the engine nacelle. The bottom part of the
nacelle (tray panel) should be partly tilted down and the flap of the oil cooler opened.
Another possibility is to tilt the bottom part of the nacelle fully down and direct the stream of
hot air to the bottom part of the oil tank and reduction gearbox.
The purpose of preheating is to warm up:
- engine air path and, thus, the oil charge of the reduction gearbox
- oil installations outside the engine
- oil cooler with its charge
- oil in the tank
- engine accessories on the accessory drive box, including the fuel control system
- lower part of the propeller hub.
To prevent hot air leakage, the gap between the tilted down bottom cover of the nacelle
should be covered with canvas.
Engine preheating should be continued until the oil temperature reaches +5 oC.
After preheating, but before starting the engine, turn both rotors as described in section
72.03.00.
72.03.00
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72.03.00
Page 202
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
OPERATIONAL ABILITY
BASIC OPERATIONS
In this subsection, instructions and working procedures of basic operations are given which
are to be carried out both in the case of operations contained in technological instructions of
various subsections of this manual and in the case of routine servicing.
Following instructions are included in this section:
1. Instruction for assembling and disassembling the manifold
2. Instruction for mounting packing of joints and drives
3. Instruction for securing joints by means of locking devices
1. Instruction for assembling and disassembling the manifold
a) Wash the manifold, brackets and holders with lacquer petroleum and dry them before
disassembling.
b) As soon as the manifold has been disassembled inspect visually its surface and
contact faces. Look especially for scratches, vibration dents and other damages that
might cause defects in further operation. Contact surface of flanges and cones must
not be battered, distorted or scratched. Close the inspected manifold by suitable caps
(plastic foil and rubber bands) and store it up. Do not insert blinding plugs inside the
openings. They can be overlooked easily and the manifold, when mounted, becomes
clogged.
To facilitate future assembling, using appropriate means, mark the location of brackets
and holders.
c) When assembling the original manifold, remove the caps and fit the manifold to the
demanded position. Take care that no dust, dirt, binding wire, nuts, washers or other
foreign objects get into the engine. Should any foreign object fall in the engine, work
must be discontinued until these objects are found and removed even at the cost of
long time losses.
72.03.00
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d) When replacing damaged manifold by a new one, remove the blinding caps from the new
pipes, rinse the pipes in petrol and blow with compressed air. Inspect the contact
surfaces of cones and flanges. Place the manifold to the pipe union to which it should
be mounted and check whether contact surfaces bear together without strain. If the
parts of the manifold are not aligned, or - there is a gap or overlap in axial direction less
than 1 mm, the manifold can be mounted on. If the gap or overlap exceeds 1 mm, the
manifold should be adapted by bending. The manifold of outside diameter 12 mm can be
bent by 10 mm, the manifold of outside diameter 14 to 22 mm by 5 mm, compared with
its original shape.
The manifold must be bent at a distance greater than 25 mm from welds and soldered
joints and greater distance than 10 mm from nipples. Manifolds of outside diameter less
than 10 mm can be bent when fitted on the engine, their one end, however, must be
loose.
Adjusted must also be that manifold whose gap between the pipe and other part of the
engine is less than 3 mm. Also in passages through air baffles, alignment tolerance of the
manifold and openings in the air baffles is 1 mm.
If the above dimensions cannot be measured, perform visual estimates.
2. Instruction for mounting packings of joints and drives
a) All packings and rubber packing rings removed in the course of disassembling should
be replaced by the new ones. Original packings can only be used if undamaged, free of
apparent defects and without changes in their mechanical properties.
b) Only prescribed parts can be used for replacement. Especially in the case of rubber
packing rings it is easy to mistake parts made of different material and of different
dimensions. New part must not be damaged in storing.
c) Before dismantling, check the functional surfaces for placing packings.
d) In assembling, do not use hardened tools with sharp edges.
e) Smear bearing surfaces of packings with the engine oil or with the sealing agent shown
in the instructions for assembling. Apply smearing and sealing agents in thin, even
layers. Remove excessive quantity to prevent contamination of surfaces, clogging of
channels or nozzles.
72.03.00
Page 302
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3. Instruction for securing joints by means of locking devices
a) Locking wire, lock washers, tab washers, spring washers and split pins can be used
once only. Bushings and plugs must be secured on lugs or the body. Never secure
plugs to the bushing with a binding wire.
Insert the split pins so that their heads will fit into the nut slots. Bend one end over the
bolt and the other over the nut.
b) When bending the tab washers, do not use tools with sharp ends. These tools could
damage the material of tab washers causing thus their breaking and, moreover, fall into
the engine.
c) Proper alignment of holes used for securing bolts and nuts should never be reached
through exceeding the prescribed torque (see tables 301 and 302). If proper alignment
can only be achieved either by exceeding the prescribed torque or by incomplete
tightening, select another part that would make it possible.
d) When securing joints by means of binding wire, adhere to the following basic rules:
- locking wire must be tight after installation,
- it should be bound in a such way as to act in the sense of tightening and hold the joint
in secured position,
- it must not be exposed to excessive strain caused by twist,
- its ends must be bent towards the engine or the part concerned,
- when twisting the wire, hold it in pliers by its ends that should then be cut off,
- the wire should be cut off so that three complete turns were left out of the loop,
- hook the ends of the wire.
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1. Adjust proper position of the hole for securing wire.
2. Draw the binding wire through the securing holes.
3. Bend the wire upper ends around the bolt head.
4. Twist the wire as close to the hole in the other bolt

as possible.
5. Pull the wire and simultaneously continue to twist it

till complete tightening. The twisted wire should
have approximately 3 to 4 turns per 10 mm.
WORKING PROCEDURE FOR SECURING BY BINDING WIRE

Fig. 301
72.03.00
Page 304
Jul 1, 2003
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MAINTENANCE MANUAL
6. Draw the upper wire through the opening in the

second bolt. Seize the end of the wire with pliers
and draw it tight.
7. Hold the free end in your hand, bend it around the

bolt head and, together with the other end
protruding from the hole drilled in the bolt, twist it
counterclockwise.
8. Seize the twisted end of the wire with pliers and

twist it tight.
9. Bend the twisted end under the bolt head.
10. Cut off the excess wire and hook the ends of wire.
WORKING PROCEDURE FOR SECURING BY BINDING WIRE

Fig. 302
72.03.00
Page 305
Jul 1, 2003
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MAINTENANCE MANUAL
Tightening Torque
Thread Size Nm lb.in
mm in min. max. min. max.
M3 0.1181 2.0 4.0 17 35
M4 0.1575 2.15 5.8 18,5 50
M5 0.1968 2.4 7.2 21 62.5
M6 0.2362 3.0 8.7 26 75.5
M8 0.3150 4.0 10 35 87
M 10 0.3937 5.5 15 48 130
M 12 0.4724 7.8 30 68 260
M 16 0.6299 9.5 43 82.5 373
M 20 0.7874 11 57 95.5 495
TIGHTENING TORQUE LIMITS FOR STUDS WITH STANDARD THREAD

Table 301
Tightening Torque
Thread Size Nm lb.in
mm in min. max. min. max.
M 3x0.35 0.1181 2.0 4.6 17 40
M 4x0.5 0.1575 2.15 5.8 18.5 50
M 5x0.5 0.1968 2.4 7.9 21 68.5
M 6x0.5 0.2362 3.0 9.3 26 81
M 8x1 0.3150 4.0 12 35 104
M 10x1 0.3937 5.5 18 48 156
M 12x1.5 0.4724 7.8 34 68 295
M 16x1.5 0.6299 9.5 50 82.5 434
M 20x1.5 0.7874 11 65 95.5 564
TIGHTENING TORQUE LIMITS FOR STUDS WITH FINE THREAD

Table 302
72.03.00
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MAINTENANCE MANUAL
OPERATIONAL ABILITY
VERIFYING THE PARAMETERS
The following tests of the engine with the propeller unit are obligatory for verifying the
parameters of the engine, for the adjustment and checking of its instruments:
1. Engine test on the ground

2. Test of maximum engine speed
3. Test of engine power
4. Test of engine reverse power
5. Checking the take-off rating with water injection
In the subsequent paragraph, procedures and diagrams are given for performance and
evaluation of the above tests.
Adjustment procedures are described in sections 73 and 76.
1. ENGINE GROUND TEST (see pages 502 and 503)
is to be carried out:
- after having installed the engine in the airframe in order to check and adjust instruments
and to check the tightness
- in order to establish the travel of the engine control lever with of the nG (to complete the
diagram)
- after having replaced instruments or engine parts for engine check and adjustment
- after any engine adjustment
CAUTION:
a) COMPARE THE OPERATIONAL VALUES WITH THOSE SHOWN IN THE TABLE OF
OPERATIONAL LIMITS (SEE 72.01.02).
b) IN THE COURSE OF THE ENGINE TEST, THE PROPELLER CONTROL LEVER IS

TO BE SET TO THE POSITION OF MAXIMUM PROPELLER SPEED (PROPELLER
RELIEVED) WITH THE EXCEPTION OF THE TESTS TO CHECK THE FUNCTION OF
THE PROPELLER SPEED GOVERNOR.
c) AFTER EVERY ENGINE TEST, ENGINE INSPECTION IS TO BE CARRIED OUT IN

THE EXTENT OF PREFLIGHT INSPECTION.
72.03.00
Page 501
Jul 1, 2003
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MAINTENANCE MANUAL
ENGINE GROUND TEST PROGRAM
Running
Con.
Power rating time Prescribed checking
No.
(min)
1. Starting - checking the function of the starter-generator,
torch igniters and engine run
2. Idle run 1.5 engine warming, checking of engine run,
checking of the operation and wiring of
measuring instruments, checking of propeller
feathering
3. Flight idle 0.5 engine warming-up, checking of engine run
4. Checking the function 0.5 checking of limiters, checking AF switch closing
of limiters point, see 76.10.00, page 506, para 1
5. Maximum continuous 1 checking of engine run, propeller speed,
(cruise) checking the function of the propeller speed
governor by loading the propeller to lower speed
nv by 100 r.p.m. and relieving it again
6. Take-off 0.5 checking of maximum engine speed, checking
the engine and propeller run
7. Take-off rating 2.0 the check is carried out only in cases referred in
with water injection section 72.03.00, page 509, para 5
8. Deceleration from - checking of smooth speed decrease free of
take-off to idle run surging
9. Acceleration from the - checking of smooth speed increase free of
flight idle surging, checking of ITT, temperature overshoots
(acceleration datum) and of time to accelerate
to 95 % take-off
power
10. Reverse thrust 0.5 checking of engine run and propeller function.
CAUTION: THE LIMITER MUST BE ON AND
THE PROPELLER CONTROL
LEVER IN THE POSITION OF
MAXIMUM SPEED.
11. Emergency circuit 2.0 Checking of the idle run and of maximum engine
check speed with the emergency circuit on
min.
12. Idle run engine cooling and engine run check-up
3.0
13. Engine shut-down - rotors run-out time measurement
and inspection
72.03.00
Page 502
Jul 1, 2003
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MAINTENANCE MANUAL
0 60 70 80 90 100 nG [%]
starting
1
warming up
2
ground idle
flight idle
3
limiters check
checking of AF switch closing point

4
maximum continuous rating
take-off rating
5
6 take-off rating with water injection
deceleration
7
acceleration
reverse thrust rating

8
emergency circuit on
9
10
11 cooling
12
ground idle
13 engine shut-down ENGINE GROUND TEST COURSE
14
running
time
[min]
72.03.00
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2. TEST OF MAXIMUM GENERATOR SPEED
The purpose of the above test is to check maximum speed attained when controlled by
the fuel control unit.
2.1 Maximum generator speed on the stop of maximum speed should be 100 % but any of
the limiting values cannot be exceeded.
2.2 In the case that above speed cannot be attained without exceeding the limiting
parameters, i.e. Mk or ITT, checking and adjustment of maximum generator speed
should be performed, using technological stop on the fuel control unit. In this case,
maximum generator speed should be 94.5 to 95 %.
2.3 The method of maximum speed adjustment is described in section 73.
CAUTION: MAXIMUM SPEED WITH THE TECHNOLOGICAL STOP CAN BE ADJUSTED

UP TO AMBIENT TEMPERATURE OF -15 OC. IN THE CASE OF LOWER
AMBIENT TEMPERATURES, ADJUSTMENT OF MAXIMUM SPEED
CANNOT BE PERFORMED BECAUSE OF THE DANGER OF TORQUE
LIMIT EXCEEDING.
3. ENGINE PERFORMANCE TEST
The purpose of the test is to determine the main parameters that characterize engine
performance, i.e. shaft power and interturbine temperature. The test is carried out after
engine installation in the airframe and, after that, whenever there is a suspicion that the
engine parameters have changed in the course of operation.
72.03.00
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3.1 Test conditions
Testing and adjustment, if any, can only be carried out if the wind velocity is not greater
than 5 m/sec. No checking and adjustment are allowed in gusty wind. Determine the real
atmospheric pressure p0 on the airport and air temperature (in the shadow) at the time of
the test. Air temperature must be determined with high accuracy as the engine power is
very sensitive to its variation (∆t0 = +1 oC corresponds to ∆N = -1 %, at constant gas
generator speed). Because of this, the aircraft must be oriented against the wind to
completely prevent from suction of hot exhaust gases. The condition of the engine
should be evaluated from the shaft power attained at a normal atmospheric humidity
(neither rain nor fog). Should water be sucked in the engine, be it in the form of fog, rain
drops or snow flakes, the engine power is higher than in the case of tests carried out
under the condition of normal relative humidity.
Under icing conditions, no adjustment or checking of the engine performance is allowed.
3.2 Procedure
a) Start the engine and let it warm-up to operational temperature. The pressure in the
hydraulic accumulator should be increased to 15 MPa. The oil temperature should be
in the range of 60 to 80 oC during the test. Air bleed at the compressor outlet must be
closed, the electric generator off, de-icing in off position.
b) Set the generator speed at maximum possible level rounded-off to integer percentage
(99 or 98 %) where no exceeding of limiting parameters occurs.
c) Put the propeller control lever into the position of maximum propeller speed. When
the measured parameters are steady, read and record generator speed, propeller
speed, interturbine temperature and torque (the interturbine temperature becomes
steady in 2 to 3 minutes).
d) Cool the engine and shut it down.
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3.3 Evaluation of the test
a) Correction of the measured parameters with respect to standard conditions is carried

out according to the following formulae by means of pocket calculator. The effect of
engine installation is considered in Diagram 501.
Formulae for parameter correction:
288
n GR = n G · ...................................................................(% )
( 273 + t 0 )
288
ITTR = (ITT + 273 )· - 273 ...........................................................( o C )
273 + t 0
101325
, 288
NHR = 0,0026923· n V · Mk · · ....................................(kW )
p0 ( 273 + t 0 )
nG .................... gas generator speed (%)

ITT .................... interturbine temperature (°C)
t0 .................... ambient temperature (°C)
nV .................... propeller speed (r.p.m.)
Mk .................... torque (%)
p0 .................... atmospheric pressure (kPa)
b) Plot the points calculated according to item a) in Diagram 501. Add the date of the
performance test and number of hours in operation.
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c) If the plotted point of the corrected shaft power lies above the standard curve shown
in Diagram 501, engine power meets technical specifications and engine installation in
the aircraft is satisfactory.
If the plotted point of the corrected shaft power lies below the standard curve, it is
necessary to check whether the de-icing flap in the nacelle is in upper position,
whether the air bleed from the compressor is closed and whether the electric
generator is off.
If no fault is found, the compressor should be washed and the entire measurement
procedure should be repeated. If the point calculated from the second measurement
does not lie above the standard curve, two more points should be measured at
generator speeds lower than in the case of the first measurement always by 1 % (for
example: original measurement nG = 99 %, repeated measurements nG = 99 %, 98 %,
97 %). Repeated measurement should again be carried out according to item 3.2,
acquired values corrected and plotted in Diagram 501.
As far as the plotted points are below the initial curve up to 20 kW and the engine
shaft power is sufficient for safe aircraft operation, the flight operation can continue.
When individual power ratings are set all operation limits presented for individual
power ratings (as presented in the “Table of Operation Limits”) must be respected.
The engine performance check must be repeated after following 50 hrs of flight
operation to find out whether the shaft power drop has stopped, or if it continues. If
this power drop continues, the engine performance check must be repeated after
each 50 hrs of flight operation. If the power drop has stopped and the shaft power is
in the range up to 20 kW below the initial curve, the engine performance check is to
be performed in the scope of Inspection, Type 3.
If there is any doubt on correctness of the torque measurement, check the
correctness of the torque indicator on the Z800 special testing device in accordance
with technological instructions 77.11.00. The value of torquemeter pressure for
Mk = 100 % is presented in the Engine Log Book, Part I.
d) If already at the first measurement according to item c) the point ITTR of corrected
interturbine temperature lies above the standard temperature curve in Diagram 501,
check whether the air bleed at the compressor outlet is really closed and whether the
de-icing flap is in its upper position. Should you have any doubts about the tightness
of the air bleed valve for aircraft needs blind close the air bleed flange on the engine,
by metal sheet plug.
Should it be found that during the repeated performance tests in the course of flight
operation the temperatures ITTR are higher than those at the first performance test,
check first of all tightness of the air bleed system, the position of the de-icing flap and
the condition of the inlet screen. Should no faults be found, flight operation may
continue even with higher interturbine temperature but maximum allowed
temperatures shown in the table of operational limits for various ratings remain in
force.
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e) If the engine control lever in the cockpit is in the position determined by the stop, and
no limiting values have been attained, check whether the engine control lever on the
FCU bears on its stop. If it is not in this position, readjust pull rods in the airframe
installation.
Repeat the test according to 3.2 after adjustment.
CAUTION: SHOULD A SIGNIFICANT DROP IN ENGINE POWER BE MET, I.E. BY

MORE THAN 20 kW CARRY OUT THE PERFORMANCE RECOVERY
WASH OF THE COMPRESSOR (SEE PAGE 701 THIS SECTION).
SHOULD THE ORIGINAL PERFORMANCE BE NOT RESTORED, OR
THE ITT REMAINS ABOVE THE STANDARD CURVE, CONTACT THE
ORGANIZATION AUTHORIZED TO TECHNICAL SERVICES.
4. MAX. REVERSE POWER CHECK
4.1 Purpose of the test
The purpose of the test consists in the verification of correct adjustment of the max.
reverse power for the given temperature.
4.2 Ambient conditions
Determine the atmospheric pressure p0 (kPa) on the airport and ambient air temperature
t0 (OC) at the time the test is carried out.
4.3 Procedure
a) Check the engine before starting.
b) Start the engine and let it warm up during idle run to operational temperature.
c) Switch on the limiters.
d) Check the position of the propeller control lever. It must be in the position determined
by stop - „MAX. SPEED“.
e) Move the engine control lever of the engine towards reverse rating up to the
maximum reverse power stop. The propeller speed must not exceed 1,900 r.p.m. and
ITT temperature must not exceed 710 OC.
Record: actual propeller speed nv
actual torque Mk
f) Move the engine control lever back to idle run.
g) Let the engine cool at idling and shut it down.
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4.4 Evaluation of the test
Plot the measured value of torque in Diagram 502. Draw a horizontal line from this point
till it intersects the curve of the determined atmospheric pressure. Draw a vertical line
from this intersection point till it intersects the curve of the ascertained propeller speed.
Draw a horizontal line from this intersection point. Plot the ascertained air temperature
on the pertinent axis and draw a vertical line from the latter point till it intersects the
former horizontal line. If the engine is adjusted properly, the intersection point must lie
within the hatched tolerance zone of adjustment. At twin-engine airplane the requirement
of airplane manufacturer on max. difference between max. reverse thrust power of both
engines must be respected. From this reason it is necessary to carry out the max.
reverse thrust power check on both engines at the same time. Adjustment of the max.
reverse power is described in section 76.
5. CHECKING OF THE TAKE-OFF POWER WITH WATER INJECTION
It is performed only after the installation of engines in the aircraft or after the
replacement of any part of the device for water injection at temperatures above 10 oC.
Ascertain the injection stage from a diagram contained in the Operation Manual (Manual
Part No. 0982404). Set this stage on the control valve of the water pump and fill
corresponding amount of water into the tank. After starting and warming-up the engine
set nG = 94 %, record the monitored values. Engage water injection and record changed
values. With this rating, the limits for the take-off rating cannot be exceeded. Check in
Diagram 503 whether the power increase corresponds to the Diagram values.
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600 920
N HR
[kW]
580 900
560 880
540 860
520 840
500 820
ITT R
480 800
[°C]
460 780
corrected shaft power
440 760
420 740
corrected interturbine temperature

400 720
380 700
360 680
N MIN
340 660
320 640
300 620
ITT MAX
280 600
91 92 93 94 95 96 97 98 99 100 101
corrected gas generator speed n GR [%]
CORRECTED SHAFT POWER AND CORRECTED INTERTURBINE TEMPERATURE,

NO AIR BLEED
WALTER M601E
Diagram 501
72.03.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
620 900
N HR
[kW]
600 880
580 860
560 840
540 820
ITT R
[°C]
520 800
500 780
480 760
corrected shaft power
460 740
corrected interturbine temperature

440 720
420 700
400 680
380 660
N MIN
360 640
ITT MAX
340 620
320 600
300 580
91 92 93 94 95 96 97 98 99 100 101
corrected gas generator speed n GR [%]
CORRECTED SHAFT POWER AND CORRECTED INTERTURBINE TEMPERATURE,

NO AIR BLEED
WALTER M601E-21
Diagram 501
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72.03.00
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MANUAL PAŘT No. 0982055
MAX. SHAFT POWER AT REVERSE THRUST RATING

Diagram 502
72.03.00
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∆N
[%]
18
16
14
IIIrd STAGE
12
10 IInd STAGE
6 Ist STAGE
10 15 20 25 30 35 40 45 50
o
t0 [ C]
RELATIVE SHAFT POWER INCREASE AT THE SELECTED STAGE

OF WATER INJECTION
Diagram 503
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72.03.00
Page 516
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OPERATIONAL ABILITY
ENGINE TURNING
Already before installing the engine into the airframe and during operation as well it is
necessary to check whether both main rotors, and, consequently, all drives derived therefrom
are free to turn without apparent difficulty or improper noise. The procedure for checking the
turning is described in technological instructions.
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M601E On pages
M601E-21
602

(Manhours)
Turning the generator rotor
General: See
Page 101
The rotor of the generator is turned manually using the ratchet
lever for rotor turning Dwg. No. M601-919.6.
1. Remove the lid of manual turning on the alternator, slide the

ratchet for manual turning into inner splines and turn the
generator rotor trough the alternator.
2. Adjust the ratchet for turning by setting the adjusting wheel on

the top so that the friction clutch of the ratchet will be
engaged when the lever moves down.
3. Slide the shaft of the ratchet into the slots for turning in the
rear part of the alternator to the stop and turn the rotor of the
generator by swinging motion as required.
4. Remove the ratchet from the drive and install the lid.
The M601-919.6 ratchet for

turning engine rotor
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M601E On pages
M601E-21
603

(Manhours)
Turning the power turbine rotor
1. Relieve the locking of propeller blades against turning (if See

used). Page 101
2. Grasp the propeller blade in your hand and turn it in the

direction in which it turns if the engine is running. Feel
whether the rotor turns easily; check for any improper noise
from the rotor.
3. Secure the propeller against turning.
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72.03.00
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OPERATIONAL ABILITY
WASHING THE COMPRESSOR
Should a decrease in engine power be ascertained during operation, e.g. in the course of the
parameters check, the decrease in power may be caused by deposits in the air path. In such a
case, it is recommended to perform inner washing of the compressor using a mixture of M601
shampoo (MPD plus Rakovník) or TURCO 4217 that serve as a cleaning ingredient of the water
solution.
For the preparation of the water solution, distilled water or water from which minerals
substances have been eliminated should be used. The above mentioned shampoos form
ashless solution showing no corrosive effects on metallic materials.
In the following text, requirements are described with respect to the equipment, to the
preparation of the solution as well as working procedure for the compressor washing; the
spray ring for water injection is being used for washing without any adjustment.
1. EQUIPMENT REQUIRED FOR COMPRESSOR WASHING
For inner washing of the compressor, equipment is required whose schematic diagram is
shown in Fig. 701. The equipment consist of the following parts:
a) Horse-shoe shaped spray ring equipped with spray holes along its inner perimeter.
The spray ring forms a part of the engine. It is mounted on the engine outside the
protective screen. It is designed first of all for water injection during take-off.
b) Two separate tanks made of corrosion-resistant material - one for water solution with
shampoo, the other for distilled water or demineralised water are necessary. Each of
them should hold 20 litres and have its own closure.
c) Two independently controlled closing valves connecting the tanks to the spray ring.
d) Pressure gauge with the range up to 0.3 MPa.
e) Supply of compressed air of 0.12 to 0.14 MPa pressure.
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2. PREPARATION OF THE WASHING SOLUTION
a) For ambient temperature above +5 oC:
13 parts of distilled water
12 parts of fuel
1 part of M601 shampoo (or TURCO 4217 cleaning agent)
The amount of solution required for one washing is 12.5 to 15 litres.
b) For ambient temperatures from +5 to -30 oC:
6 parts of distilled water
7 parts of synthetic ethyl alcohol (denaturised alcohol)
12 parts of fuel
1 part of shampoo of the quality given in item a) above
The amount of solution required for one washing is 12.5 to 15 litres.
WARNING: ADHERE TO SAFETY REGULATIONS PRESCRIBED BY THE

MANUFACTURER WHEN HANDLING SYNTHETIC ETHYL ALCOHOL.
NOTE: Before injecting the mixture into engine, it should be carefully agitated and,
during the injection, any separation of its components should be avoided.
Requirements set with respect to distilled water are given in section 82.
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3. WASHING THE COMPRESSOR
a) Start the engine according to the procedure described in the Airplane Flight Manual
and wait until in the idle speed is steady.
b) Open the valve in the compressed air feed manifold and pressurize both tanks. After
approximately one minute, open the valve leading to the spray ring at the tank
containing the washing solution. Evaporation of the solution in the compressor can
that cause the generator speed might decrease below the idling speed. In such
a case, the gas generator speed should be increased to the original one by means of
the engine control lever. When the washing solution is exhausted, the interturbine
temperature will rise to original value and generator speed will increase again.
Reduce the speed to idle one and close the valve of the tank.
CAUTION: BEFORE RINSING ACCORDING TO PARA c) DO NOT ALLOW THE

GENERATOR SPEED TO EXCEED 63 %. OTHERWISE, DEPOSITS
COULD BE FORMED ON THE HOT PARTS OF THE COMPRESSOR!
c) Open the valve of the second tank with distilled water and rinse the compressor with
its contents (some 15 litres). At ambient air temperatures in the range of
+5oC to -30 oC, 12 litres of the mixture of distilled water with synthetic ethyl alcohol
(mixing ratio 1 : 1) is used for rinsing. The mixture must be carefully stirred up.
d) When the rinsing of the compressor with distilled water has been completed, increase
the generator speed above 80 % and open the air bleed from the compressor for 1
minute to allow the compressor and the air bleed piping to get dry.
e) If the ambient temperature is below +5 oC, and a mixture containing synthetic ethyl
alcohol is used for washing the compressor, it is suitable to switch on the emergency
circuit because the generator speed has to be maintained in the desired range of
60 to 63 %. Otherwise the alcohol will cause spontaneous increase of interturbine
temperature and, consequently also undesirable rise of generator speed.
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Legend: 1 compressed air supply

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

Fig. 701
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MAINTENANCE MANUAL
OPERATIONAL ABILITY
STORING OF THE ENGINE
Maintenance Instructions of the airplane contain in the part on engine storing, instructions
specifying the measures to be taken during periods in which the engine is out of operation.
Technological instructions describe the methods used for the engine preservation and
de-preservation for all situations that may occur in the engine operation.
72.03.00
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M601E On pages
M601E-21
902 to 904

(Manhours)
Engine de-preservation
1. Withdraw the bags with silica gel from the engine inlet and See
exhaust bends. Page 101
2. Unscrew the knurled cap nuts from de-aeration valves No. 53

and 54 of the fuel control unit and mount de-aeration devices
with hoses.
3. In place of the air feed pipe from the compressor to the fuel
control unit, connect the union joint of the control unit to the
source of dry and clean pressure air of 0.2 to 0.3 MPa
pressure. If air of the prescribed pressure and cleanliness is
not available, skip procedures under items 3, 8 and 9.
Inappropriate air pressure could damage the diaphragm of
the automatic starting unit.
Wrench s=11mm and 22 mm Compressed air
Flat pliers Binding wire dia 0.63 mm

of stainless steel 17 246.4
Pincers
- 0.5 m
Screwdriver
De-aeration devices
M601-915.9
Waste tank
Screw union
for engine preservation
M601-9019.7
Hose to the preservation

screw union
72.03.00
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Jul 1, 2003
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M601E On pages
M601E-21
902 to 904

(Manhours)
4. Remove the cap from the socket for engine preservation on

the fuel control unit and mount, instead of it, the screw union
for engine preservation and slide the hose on it.
5. Put all hoses into the prepared waste tank.
6. Open the fire protection cock.
7. With the open fuel shut-off valve, switch the fuel booster
pump on.
8. Let at least 10 pulses of pressure air go into the automatic

starting device of the fuel control unit. Pressure air moves
the needle of the automatic starting device and the fuel
forces the preservation agent out of this area.
9. Disconnect the supply of pressure air.
10. Mount the pipe for air feed from the compressor back to the
fuel control unit.
11. With the fuel shut-off valve open, carry out the motoring run.
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M601E On pages
M601E-21
902 to 904

(Manhours)
12. Remove the de-aeration devices and close the screw unions
by means of closing caps.
13. Unscrew the knurled cap nuts from de-aeration valves No. 6
and 21 and mount de-aeration devices on the screw unions.
The hoses are to be led into the waste tank.
14. Let the fuel flow out from the de-aeration devices for app. 60
sec. Then remove the de-aeration devices and close the de-
aeration valves by means of closing caps.
15. Switch the fuel booster pump off. Remove the hose from the
preservation screw union, unscrew the screw union and
mount a plug.
16. Lock all connecting elements that have been handled.
72.03.00
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WALTER a.s.
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M601E On pages
M601E-21
905

(Manhours)
Installed engine preservation
General:
The procedure of preservation depends on the time for which the

engine will be out of operation.
Record every procedure of preservation in the Engine Log Book.
Should the engine be out of operation for the period up to 30

days, it should be left without preservation.
What is required is that the fuel installation is filled with fuel and
the fuel shut-off valve closed. Should the engine be out of
operation for the period from 30 days to 3 months, inner
preservation of fuel system is necessary.
Inner preservation of the oil system is not performed, the

approved operational oil charge is left in the engine.
CAUTION: DURING THE PROCEDURE OF PRESERVATION

AND DE-PRESERVATION, THE PRESERVATION
AGENT MUST NOT GET INTO THE ENGINE.
RESIDUES OF THE BURNT-OUT PRESERVATION
AGENT MIGHT CAUSE THE DETERIORATION OF
THE ENGINE PARAMETERS.
72.03.00
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M601E On pages
M601E-21
906

(Manhours)
Engine preservation for a period up to 30 days
After 15 days break in operation:
1. Remove the covers from the openings, open the locks of the
nacelle and tilt down the bottom part of the cowling (the tray
of the cowling).
2. Check visually external visible parts of the engine.
3. Remove the lid of the alternator, slide the ratchet for manual
turning into the inner slots and turn the generator rotor
through the alternator. The fuel shut-off valve is to be closed.
4. Turn the rotor of the power turbine by the propeller through

some 10 revolutions.
5. Close the nacelle, lock the nacelle locks.
6. Cover the inlet opening, outlet openings and seal the nacelle
tightly by means of covers.
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M601E On pages
M601E-21
907 to 909

(Manhours)
Engine preservation for a period of 30 days to 3 months
1. Close the fuel shut-off valve by shifting the shut-off valve

control lever to „CLOSED“ position.
Wrenches Preserving means:

s=11 mm and s=22 mm
Foreign particles size: max. 20 µm
Ratchet M601-919.6
Foreign particles content: max. 0,005 %
Flat pliers
a) Preserving mixture per one litre
Pincers of mixture:
75 ml AeroShell Turbine Oil 2
Screwdriver
(MIL-L6081 C Grade 1010)
De-aeration fixtures M601-915.9 25 ml AeroShell Fluid 2XN
(MIL-C-6529 C Type 1)
Waste tank of 5 litres volume
900 ml of approved fuel
Vessel for 1 litre of preservation
or
agent
100 ml Shell Storage Oil 3
Screw union for engine 900 ml of approved fuel
preservation M601-9019.7 and
b) Preserving oils:
the hose
Aviation Oil OLE-TO (ČSN 65 6634)
Cover to the compressor inlet Transformer Oil (GOST 98280)
M601-927.0 Aviation Oil Mk-8 (GOST 6457-66)
Aviation Oil MS-8p (38.40153-73)
Covers to exhaust bends
Silica gel desiccant
- 6 bags Dwg. No. M701.08-2009
Indicating silica gel
- 1bag Dwg. No. M701.08-1030
Binding wire dia 0.63 mm
of stainless steel 17 246.7- 0.5 m
72.03.00
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M601E On pages
M601E-21
907 to 909

(Manhours)
2. Close the fire protection fuel cock.
3. Disconnect the hose for the engine fuel supply from the
airframe installation.
4. Remove the plug using the wrench s=11 mm, from the
socket for engine preservation, at the screw union of the
fuel supply to the engine fuel distributor on the fuel control
unit, and replace it with the screw union for engine
preservation. Slide the hose on the union joint for
preservation - see Fig. 901.
5. Remove the knurled closing nuts from the de-aeration

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

for preservation into the prepared waste tank.
7. Open the fuel shut-off valve, and let the fuel drain from the
fuel control unit and engine installation.
8. Make ready a clean 1-litre vessel with preservation mixture

and immerse the hose of the engine fuel supply into this
vessel.
9. Using the control lever, open the fuel shut-off valve.
10. Press the „MOTORING RUN“ push button. The cycle of

motoring run will pass trough for some 20 seconds.
Preservation mixture is being sucked by the fuel pump,
flows through the control unit and flows through the union
joint for preservation back into the vessel. With the starter-
generator running, shift the engine control lever at least five
times from the position „IDLE“ to „TAKE-OFF RATING“.
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M601E On pages
M601E-21
907 to 909

(Manhours)
11. Remove de-aeration devices from de-aeration valves No. 53

and 54 and close the de-aeration valves with knurled cap
nuts.
12. Remove the knurled cap nuts from the de-aeration valves
No. 6 and 21 and mount de-aeration devices with hoses.
Put the hoses into the waste tank.
13. Press the „MOTORING RUN“ push button. After 10 seconds
delay since depressing the „MOTORING RUN“ push button,
switch on the emergency circuit. At the same time, shift the
fuel shut-off valve control lever to 85o and back and switch
off the emergency circuit.
14. Remove de-aeration devices from the de-aeration valves
No. 6 and 21 and close the de-aeration valves with knurled
cap nuts.
15. Connect the fuel supply hose again to the airframe
installation and lock it.
16. Remove the screw union for engine preservation with the
pertinent hose and close the socket by the blinding plug
using the wrench s=11 mm.
NOTE: If four de-aeration devices are available the
„MOTORING RUN“ is to be carried out in
accordance with point 10. with all four devices
mounted on the de-aeration valves at the same
time.
17. Carefully seal the inlet opening and exhaust bend openings.
18. Each 14 day inspect outer surface of the engine and turn
both rotors 3 to 5 turns.
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M601E On pages
M601E-21
910

(Manhours)
Engine preservation before its removal from the airframe
1. Preservation before engine removal from the airframe is to be

carried out for a period of 30 days to 3 months according to
technological instructions 72.03.00, pages 907 to 909. Drain
oil from the oil tank.
2. As soon as the engine has been removed from the airframe

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

channel according to technological instructions 72.02.00.
4. The container for engine storing must not be seriously

damaged (punched surface, torn parts of flanges are not
acceptable). Inner surface must be dry.
5. The container containing the engine should be protected from

bad weather conditions - rain, snow. The container can only
be transported and stored in roofed-in areas.
72.03.00
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MAINTENANCE MANUAL
M601E On pages
M601E-21
911

(Manhours)
Preservation of the fuel control system
Screw union of the fuel Union joint for preservation

supply to the fuel mixture draining from the fuel
distributor control unit
Fig. 901
72.03.00
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M601E On pages
M601E-21
912

(Manhours)
De-aerating device installation
Union joint of the fuel control unit Device for fuel instruments
with the non-return valve de-aeration
Fig. 902
72.03.00
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TOOLS
Tools for engine maintenance are used for performing the prescribed operations and
inspections as well as the allowed replacement of instruments and parts.
The tools are held in a bag and consist of general-purpose tools, special tools and aids.
In a separate container, a torque wrench with adapters is attached to the bag containing
engine maintenance tools. Tools for engine installation into the airframe, for the oil cooler,
starter-generator cables, hydraulic system, etc. are supplied by the airframe manufacturer.
The set of tools:
Name Designation Used for
1. Ratchet lever M601-919.6 Generator rotor turning
2. Socket wrench s=7 mm M601-941.4 Blinding caps on air baffles and

for mounting the drain valve
3. Special spanner s=8 mm M601-942.4 Torch igniter
4. Socket wrench s=8 mm M601-943.4 Air bleed valve
5. Socket wrench s=9 mm M601-944.4 Assembling the reduction gear

box, exhaust bends, intake
casing, axial compressor casing
6. Caulking chisel M601-9026.4 Unlocking and locking of tab

washers
7. Spanner s=15 mm M601-9027.4 Engine actuation
8. Spanner s=9 mm M601-9038.4 Transmitters of the engine speed
9. Spanner 11x12 mm M601-9100.4 Control elements
10. Flat eye spanner 14x14 mm 4 Na 2355 Control elements, fuel control unit
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11. Spanner 13x17 mm M601-9102.4 Control elements and devices
12. Double-ended wrench 5.5x7 mm Mounting the blinding caps on air

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

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

bends
15. Double-ended wrench 11x12 mm General purpose
16. Double-ended wrench 14x17 mm Engine mounts, fuel pump and fuel
control unit
17. Double-ended wrench 19x22 mm Pipe installation, magnetic plugs
18. Double-ended wrench 24x27 mm Union joint of the feathering pump
19. Socket wrench 9x9 mm 4 Na 2360 Exhaust bends
20. Socket wrench 22x22 mm “TONA“ Magnetic plug on the accessory

drive box
21. Hammer 300 General purpose

ČSN 23 0110
Bi-0220
22. Flat-jaw pliers M601-9044.9 General purpose

ČSN 23 0341.4
23. Pointed side pincers M601-9045.9 General purpose

ČSN 23 0327
24. Screwdriver NAREX 713/3.5x50 General purpose
25. Screwdriver NAREX 713/6.5x105 General purpose
26. Binding wire dia 0.63 mm, brass; Locking of joint elements
dia 0.63 mm
of stainless steel
17 246.4
27. Gauges ČSN 25 1670 Checking of clearances of the

0.05 to1.0x100 mm engine actuation system
28. Torque spanner OMK 10 Tightening of nuts and bolts

9.86 to 98.6 Nm with prescribed tightening
torque
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29. Extractor 145 - PM 2037 Removal of the lid of the fuel

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

fuel pump
31. Square socket 146 - PM 160

wrench 3
Adjustment of the control
32. Square socket 146 - PM 161 elements of the fuel control unit
and of the oil pressure reducing
wrench 4
valve
33. Square socket 146 - PM 162
wrench 5
34. Spanner 145 - PM 30 Instruments turning
35. Technological pin dia 3 AM - 63A - 01 Emergency circuit adjustment,

adjustment of engine actuation
36. Technological pin dia 5 146 - PM 2001 Position of the scale and indicator
of the fuel control unit lever
37. Joint spanner 15299400 Mounting the propeller governor
38. Adjustment gauge 15310420 Basic adjustment of the propeller

governor
39. De-aeration device M601-915.9 De-aeration of fuel instruments
40. Adapter M601-9018.9 Installing the engine mounts
41. Drain pipe union M601-9020.7 Oil draining from the oil tank
42. Mirror for checking of M601-913.9 Checking of compressor blades

compressor blades
43. Union joint M601-9019.7 Preservation and de-preservation
44. Blinding plug N-1186-5-15 Blinding the preservation union

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

gear box
46. Squirt oiler ČSN 23 1430

of volume 600 cu. cm
On special order of the customer the reduced tools set No. M601-P80-09 can be delivered.
72.03.01
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72.03.01
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72.09
ENGINE PROPER
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RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
72.09 „RECORD OF REVISIONS“

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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

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Section - Section -
point point
72.09 „Record of
2 Jul 1, 2003
72.09 „Review of
2 Blank Jul 1, 2003
72.09 „Contents“ 1 Jul 1, 2003

2 Blank Jul 1, 2003
72.09.00 1 Jul 1, 2003

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

NOTE:
The „RECORD OF REVISIONS“, „REVIEW OF EFFECTIVE PAGES“ and „CONTENTS“ of
subsections are presented separately in individual sections.
72.09 „CONTENTS“
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ENGINE PROPER
DESCRIPTION AND FUNCTION
The engine can be divided into units that carry out, within the framework of the engine
function, their own specific task. From this point of view, engine is divided into the following
assemblies that are further described in detail in the subsequent subsections:
- reduction gearbox transfers power from the power turbine to the propeller shaft,
reducing at same time high speed of the power turbine rotor to
a speed suitable for the propeller;
- intake channel provides for the supply of air to the compressor inlet with minimum
pressure losses and free from impurities that could damage rotor
blades;
- compressor compression of air is effected; this is supplied to the combustion

chamber;
- combustion chamber where the supplied fuel burns;
- turbines the generator turbine drives the compressor while the power
turbine drives the propeller;
- accessory drive box integral with the engine oil tank; this assembly provides for driving
accessories attached to the box;
- outlet channel through which exhaust gas flows out to atmosphere.
Schematic diagram of the engine proper appears in Fig. 1.
The longitudinal section of the engine is presented in Fig. 2.
From the point of view of assembly, engine is divided into assemblies that in the case of the
generator rotor, compressor stator including intake casing or in the case of turbine guide
vane ring including the inner flame tube do not correspond to the above presented functional
division.
72.09.00
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Owing to the engine concept used, its design enables to disassemble the engine into two
modules - the front power module and the rear - generator module. Further division of the
two engine parts can be seen in Fig. 3 - major separate units are as follows:
front power module - reduction gear box
- outlet channel of the engine with the supporting system and the
containment ring of the power turbine rotor
- power turbine rotor
rear generator module - accessory drive box
- compressor with intake casing
- combustion chamber outer flame tube
- generator turbine nozzle guide vane ring including the inner

flame tube and the nozzle guide vane ring of the power turbine
- rotor of the generator module
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Legend:
72.10 - REDUCTION GEAR BOX 72.50 - TURBINES
72.20 - INTAKE 72.60 - ACCESSORY DRIVE BOX
72.30 - COMPRESSOR 72.90 - OUTLET CHANNEL
72.40 - COMBUSTION CHAMBER
SCHEMATIC DIAGRAM OF THE ENGINE PROPER

Fig. 1
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WALTER M601E ENGINE LONGITUDINAL SECTION

Fig. 2
72.09.00
Pages 5/6
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WALTER M601E-21 ENGINE LONGITUDINAL SECTION

Fig. 2
72.09.00
Pages 7/8
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Legend:
I front, power module of the engine II rear, generator module of the engine
1 reduction gear box 3 accessory drive box
2 outlet channel including the supporting 4 compressor including the intake casing
system and containment ring
8 rotor of the power turbine 5 combustion chamber outer flame tube
6 turbine nozzle guide vane rings
7 rotor of the generator module
ENGINE ASSEMBLIES
Fig. 3
72.09.00
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To facilitate assembly, both high-speed rotors of the generator part of the engine and of the
power turbine, are equipped with removable turbine disks.
Main rotating parts of the engine are seated in bearings which have been especially
designed with respect to the speed, force and heat load and necessary service life. Bearing
of both main rotors and other important rotating parts is shown in Fig. 4.
Individual assemblies as well as of both modules of the engine are mostly connected by
flange joints with centering shoulders and bolted joints. Assembled from the above
mentioned stator parts with their rotating parts, the engine forms an assembly - engine
proper - to which only installation, actuating and instrument equipment is fitted to form
complete engine.
Engine proper is designed so as to form, after assembling individual parts of the engine
according to the concept used, a self-contained and rigid unit. The use of propeller drive by
the free power turbine that is advantageous from the point of view of engine control - is made
possible, with an engine of such small dimensions, using tandem arrangement of the rotors
and the reverse flow of air and gas through the engine. The design of individual parts of this
non-typical arrangement of the engine is described - from the functional point of view - in
subsections following the description of the engine proper.
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Legend:
Power module of the engine: Generator module of the engine:
1 power turbine rotor 5 generator rotor
2 connecting shaft 6 elastic shaft
to the reduction gear box
3 countershaft 7 input drive gear
of the accessory drive box
4 propeller shaft
ROTOR SUPPORTS
Fig. 4
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72.09.00
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72.10
REDUCTION GEARBOX
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RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

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Section - Section -
point point
72.10 „Record of 72.13.00 1 Jul 1, 2003

2 Jul 1, 2003 3 Jul 1, 2003
4 Jul 1, 2003
72.10 „Review of
2 Blank Jul 1, 2003 202 Blank Jul 1, 2003
72.10 „Contents“ 1 Jul 1, 2003

2 Blank Jul 1, 2003
72.10.00 1 Jul 1, 2003

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

102 Blank Jul 1, 2003
201 Jul 1, 2003

202 Blank Jul 1, 2003
401 Jul 1, 2003

402 Jul 1, 2003
72.11.00 1 Jul 1, 2003

2 Jul 1, 2003
3 Jul 1, 2003
4 Blank Jul 1, 2003
72.12.00 1 Jul 1, 2003

2 Blank Jul 1, 2003
72.12.01 1 Jul 1, 2003

2 Jul 1, 2003
72.12.02 1 Jul 1, 2003

2 Jul 1, 2003

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Page 2
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CONTENTS
72.10.00 REDUCTION GEARBOX

- Troubleshooting
- Servicing
- Replacement of the LUN 133.12-8 propeller speed transmitter
72.11.00 REDUCTION GEARBOX
72.12.00 COUNTERSHAFT CASING
72.12.01 THE COUNTERSHAFT CASING ASSEMBLY
72.12.02 TORQUEMETER SYSTEM
72.13.00 THE REDUCTION GEARBOX OIL SYSTEM
- Servicing
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REDUCTION GEARBOX
The reduction gearbox is situated in the front module of the engine and serves for the power
transmission from the power turbine to the propeller shaft with simultaneous reduction of the
speed to magnitude suitable for driving the propeller. To enable the functioning of the
propeller unit, it ensures the drives of instruments and the supply of pressure oil both to the
instruments mounted on it and to the propeller proper. It is equipped with the devices and
instruments serving for informing the pilot on the operating speed and on the torque
transmitted.
The reduction gearbox is composed of the following main subassemblies:
- reduction gearbox casing with the propeller shaft, crown wheel and auxiliary drives,
- countershaft housing with three double countershaft gears, connecting shaft and the
system of torquemeter,
and, together with the space of the power turbine rotor, forms an independent part of the oil
system of the engine.
The reduction gearbox gearing is designed as a double system with fixed countershafts
(pseudo-satellites) and a rotating crown wheel with internal gearing. All rotating parts of the
reduction gearbox run in antifriction bearings. To determine the magnitude of torque, the
axial thrust from the helical gearing of the 1st stage is measured with a hydraulic device.
The reduction gearbox is mounted to the engine by means of a flange joint to the engine
outlet channel. Together with the space in which the shaft of the power turbine is supported,
the reduction gearbox forms an independent oil space provided with a draining device.
Pressure oil from the engine oil system is fed to the reduction gearbox through a manifold
with a protecting filter and it is distributed through piping and channels bored in the casings
to the gears, ensuring thus their lubrication as well as cooling. A certain amount of oil is
branched off to the system of torquemeter and transported by a pump from the working
compartment of the torquemeter to the hollow countershafts to lubricate their bearings. The
remaining oil is supplied to the nozzles of bearings of the propeller shaft and of the power
turbine shaft and, through the flange of the propeller governor to its pressure pump and then,
through the electrohydraulic actuator via a ring system, to the rotating propeller shaft and
further to the working cylinder of the propeller.
72.10.00
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Waste oil from the lubricated spaces of the reduction gearbox and from the space of the
power turbine is collected in the bottom part of the reduction gearbox which is enlarged to
suit this purpose and provided with a space for protective strainer of the return oil branch and
the union joint for draining provided with a magnetic plug. The magnetic plug is provided with a
metal-chip signaller described on page 3.
The output of the power turbine is transmitted by means of a spline joint to a short
connecting shaft, provided on the side of the reduction gearbox with a pinion with helical
gearing. The reaction of the axial component of the force transmitted by the gearing is taken
by a cylindrical insert leaning against the disk of the turbine. The pinion of the connecting
shaft mates with the gears of three fixed countershafts supported by roller bearings which
enable their axial movement. The pinions of the countershafts with straight gearing mate with
the crown wheel that is supported with sufficient clearance by the carrier that transmits
torque to the propeller shaft by means of a spline joint. The axial component of the force
transmitted from the pinion of the connecting shaft to the countershaft gear is carried over on
the torquemeter tripod, mounted on the fixed piston of the working cylinder. With the engine
running, the force applied on the tripod wall, caused by the oil pressure in the working
cylinder of the torquemeter is balanced, with the axial components of the forces transmitted
by the countershafts. The pressure in the working cylinder is thus in direct proportion to the
transmitted torque.
The axial and radial forces developed by the propeller are transmitted by the bearings of the
propeller shaft to the casing of the reduction gearbox. Pressure oil for the functioning of the
propeller is transferred from the casing to the rotating propeller shaft through a system of
piston rings seated in rotating rings that are sealed by means of rubber „O“ rings. The oil
space of the reduction gearbox is sealed with a piston rings seal on the propeller shaft in
front of the roller bearing.
Besides the propeller, instruments of the propeller unit are mounted on the reduction
gearbox, namely the propeller governor on the left side and, on top, the electrohydraulic
actuator as well as the slip rings of electric propeller blades de-icing. The transmitter of the
propeller speed indicator is mounted on the right side. In addition, piping for pressure and
return oil is connected to the reduction gearbox in its lower part, while the piping for the
pressure oil to the torquemeter transmitter is connected on top. Pressure air for pressurising
the labyrinth seal of the power turbine shaft, sealing the common oil space in the direction to
the turbine disk, is fed also to the reduction gearbox top.
Longitudinal section of the reduction gearbox is presented in Fig. 1 and the schematic
diagram of the gears and rotating parts is shown in Fig. 2.
Schematic diagram of the oil circuit of the reduction gearbox and propeller as a part of the
complete oil system of the engine is presented in section 79.
72.10.00
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The magnetic plug in the draining union joint serves also as a signaller of metal chips in oil. It
consists of an electrically non-conducting cylindrical sump in the centre of which is a rod
magnet. Placed on the upper end of the sump is an electrically conducting ring that forms,
together with the magnet and signalling lamp, a part of an electric circuit fed from the board
power supply. If abnormal quantity of metallic particles occur in oil, these close the electric
circuit between the magnet and the ring and the signalling lamp in the cockpit lights up. In
such and case, the pilot completes the flight and, during the after-flight inspection, the
magnetic plug should be checked. Depending on the nature of metallic particles caught by
the magnet, decision is taken on further operation of the engine.
72.10.00
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LONGITUDINAL SECTION OF THE REDUCTION GEARBOX

Fig. 1
72.10.00
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Legend:
1 - Input shaft pinion 7 - Drive of the propeller governor
2 - Countershaft gear 8 - Oil pump gear
3 - Countershaft pinions 9 - Idle gear
4 - Crown wheel 10 - Propeller speed transmitter drive
5 - Instruments driving gear 11 - Propeller shaft
6 - Idle gear of the drives 12 - Cylindrical insert
SCHEMATIC DIAGRAM OF REDUCTION GEARBOX GEAR TRAIN

Fig. 2
72.10.00
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72.10.00
Page 6
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REDUCTION GEARBOX
TROUBLESHOOTING
Con.
Fault Reason Repair
No.
1. Oil drops from a drive flange Shaft packing ring Replace shaft packing
at a shaft packing ring after fault ring according to
one-hour operation. technological
instruction 72.62.00,
pages 801 tο 807.
NOTE:
If surrounding surfaces seem to
be greasy only, shaft packing ring
is not considered faulty.
72.10.00
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72.10.00
Page 102
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REDUCTION GEARBOX
SERVICING
During the periodical inspections prescribed by the Airplane Maintenance Instructions,

a check of the magnetic plug of the reduction gearbox is performed. The procedure is
described in technological instruction contained in section 79.10.00.
Should the propeller speed transmitter, which is situated on the reduction gearbox, be
damaged, its replacement is performed in accordance with the procedure described in the
following technological instructions.
The procedure for the replacement of the LUN 7816-8 propeller governor and the
LUN 7880.01-8 electrohydraulic actuator is described in the documents relating to the
propeller unit.
After replacing the propeller governor, check the engine control system according to the
procedures described in section 76.10.00:
- checking and adjustment of the mark on the double lever to correspond with the mark on
the double-lever bracket,
- checking and adjustment of V3 clearance,
- checking and adjustment of the motion of „Rn“ lever,
- checking and adjustment of the reverse thrust power.
72.10.00
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72.10.00
Page 202
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M601E On pages to
M601E-21
401 to 402

(Manhours)
Replacement of the LUN 1333.12-8
propeller speed transmitter
1. Removal See
page 101
1.1 Release the socket of the LUN 1333.12-8 speed transmitter
No. VST 18 KPN 561, unscrew manually the union nut and
withdraw the socket.
1.2 For engines made before December 31, 1987 included:
Using a caulking chisel, release 4 lock washers and, by

means of a special spanner, s=9 mm M601.9038.4 loosen
and unscrew four nuts M6 ČSN 02 1402.40 (LN 5184).
Remove the lock washers.
For engines manufactured from January 1, 1988 included:
Loosen and unscrew 4 self-locking nuts LN 5112 using

special spanner s=9 mm M601-9038.4.
1.3 Slip the transmitter out of the drive.
Hammer Lock washers

6.2 ONL 3288.2
Caulking chisel M601-9026.4
- only for engines made
Pincers
till Dec 31, 1987
Flat pliers
Spanner s=9 mm of stainless steel 17 246.4
M601-9038.4 - 0.5 m
Screwdriver
72.10.00
Page 401
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M601E On pages to
M601E-21
401 to 402

(Manhours)
Replacement of the LUN 1333.12-8
propeller speed transmitter
1.4 Record the date, number of hours in operation and the

reason of speed transmitter removal into the log of the
transmitter.
1.5 Put the transmitter and its log into the box.
2. Installing
2.1 Check the transmitter drive. Clean the flange seating.
2.2 Slip the torsion shaft of the instrument in the drive so that
the tap bolts will pass through the holes in the flange.
Should the position of the drive and bolts not coincide, turn
the power turbine a little and set the drive as required.
2.3 Screw 4 self-locking nuts LN 5112 on the bolts on.
2.4 Tighten self-locking nuts using spanner s=9 mm

M601-9038.4.
2.5 Slip the plug into the instrument socket, tighten the union nut
by hand and secure it with binding wire.
2.6 Record the replacement of the speed transmitter in the

„Engine Log Book“ and record the date of installation and
the engine number into the log of the transmitter. The log
put into the „Engine Log Book“.
72.10.00
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REDUCTION GEARBOX
The front part of the reduction gearbox - reduction gearbox casing assembly - ensures the
following:
- it supports the propeller shaft and takes the forces from the propeller. For this purpose, its
main parts, i.e. propeller shaft, the casing proper and the parts taking the torque are
suitably shaped and dimensioned,
- it drives and supports the instruments mounted on the casing. For this purpose, instrument
drive is provided in the casing - from the crown wheel carrier - including adapted gears to
ensure the required speed,
- the distribution of pressure oil from the engine to the instruments of the propeller unit and to
the propeller. To this aim, the casing is provided with bored channels transmitting engine oil
to the propeller governor, etc.
The main part is the reduction gearbox casing itself. It is an electron light metal casting,
which supports the propeller shaft in two bearings. Forces from the propeller shaft are taken
by means of the front roller (radial) bearing and the rear ball (thrust) bearing by the outer part
of the casing. This part of casing is shaped as a truncated cone, closed by a circular flange
connected to the countershaft housing and further to the outlet channel of the engine.
The propeller shaft is provided in its fore part with centering shoulder for mounting the
propeller and with two torque taking pins. The shaft is hollow and through its cavity, provided
with an insert, pressure oil is fed to respective channels of the propeller and, similarly, return
oil is fed from the propeller back to the engine.
In addition to inner bearing rings, series of rings are fitted on the outer surface of the shaft in
which piston rings of the reduction gearbox front seal are seated in front of the roller bearing.
Piston rings of oil distributor are located in between the bearings. Oil from the channels in the
reduction gearbox casing is fed to the space among the groups of piston rings and, from
there, through the holes in the rings and in the propeller shaft, further to the propeller. The
rings of the oil distributor and of the propeller shaft insert in their joints with the shaft are
sealed by means of rubber „O“ rings.
On the rear end of the propeller shaft, fitted on the splines there is situated the crown wheel
carrier with gearing for instrument drives and, on its outer diameter, for fitting the crown
wheel.
72.11.00
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The crown wheel mates by its inner gearing, with the pinions of the countershafts. The crown
wheel is slide fitted on the carrier and secured in axial direction by means of a retainer ring.
Forces from the propeller shaft ball bearing are taken by the cross wall to the outer
supporting wall of the casing. Instruments drives and the necessary idle gears are mounted
to the cross wall. The bottom part of the casing is extended to form a collecting sump of
return oil from the nozzles, torquemeter and propeller. In the sump there is situated strainer
of the scavenge branch of the engine oil system. The strainer can be pulled out in forward
direction. There is a magnetic plug with a chip signaller in the lowest spot of the sump for
checking the amount of impurities in the oil; after its removal, a spring valve prevents oil
outflow from the casing. If necessary, oil can be drained by means of an adapter that is
mounted into the valve body instead of the magnetic plug with the chip signaller.
Apart from the drives of the propeller governor and of the transmitter of the remote speed
indicator, the cross wall of the casing houses also a torquemeter pressure pump combined
with a pump which returns oil from the surroundings of the roller bearing of the power turbine
shaft. The scavenge pump is protected by a strainer. It is in a function only at the aircraft
climbing.
Apart from the propeller governor located on the left-hand side and the transmitter of the
remote speed indicator placed on the right-hand side of the reduction gearbox casing (front
view), another two instruments of the propeller unit are mounted on the upper part of the
casing.
These are the electrohydraulic actuator and the slip ring of the system for propeller blades
electric de-icing.
In addition, the front lifting eye, the screw union for pressure air supply to the labyrinth seal of
the power turbine shaft as well as the screw unions for feeding the pressure oil from the
torquemeter to transmitters for torque indicator, system of limiters and system of automatic
propeller feathering are found on the upper part of the reduction gearbox casing. The air to
the labyrinth seal is supplied through the inner part of the casing and through a short pipe
into the casing body.
At the level of the horizontal axis, levelling points are shown on the casing - centre punches
painted red. These serve for levelling the engine into required position in the engine nacelle.
The location of instruments and screw unions on the casing of the reduction gearbox is
presented in Fig. 1.
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Legend:
1 Propeller speed transmitter pad 7 Front lifting eye
2 Propeller governor pad 8 Oil strainer of the scavenge branch
3 Electrohydraulic actuator pad 9 Oil strainer of the pressure branch
4 Electric de-icing collector pad 10 Propeller shaft flange
5 Pad for the pressure oil feed to the 11 Non-worked lug

torquemeter
6 Pad for air supply to the seal of the 12 Magnetic plug with chip signaller
power turbine rotor
LOCATION OF INSTRUMENTS AND SCREW UNIONS ON THE CASING

OF THE REDUCTION GEARBOX
Fig. 1
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72.11.00
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COUNTERSHAFT CASING
The countershaft casing forms an independent assembly that ensure the reduction of the
speed of the power turbine by means of a two-stage gearing. The first stage consists of the
pinion of the input shaft with helical gearing which mates with three countershaft gears. The
gear wheels are fitted to the countershafts that are ended with pinions with straight gearing.
These form together with the crown wheel, the second stage of the gearing. Two-stage
gearing changes the sense of rotation of the input shaft.
The countershaft casing includes the parts of the torquemeter system whose function
consists in determination of the oil pressure for the torquemeter transmitter as a variable
proportional to the torque transferred from the power turbine to the propeller. The
torquemeter is designed so that the oil pressure for the transmitter is approximately 922 kPa
at 100 % torque indicated, i.e. at take-off power.
Owing to manufacturing tolerances, oil pressure in the torquemeter fluctuates at different

engines in the range of some 70 kPa. Therefore, the transmitter - indicator set of the remote
torquemeter is adjustable so that the nominal take-off power of the engine will always
correspond to 100 % at the indicator.
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72.12.00
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THE COUNTERSHAFT CASING ASSEMBLY
The countershaft casing assembly consists - in order to enable assembling of the

countershafts - of the main casing and cover; both parts are light-alloy castings. There are
roller bearings of the three countershafts in the supporting walls of the casing and the cover.
The wall of the main casing turns in its outer perimeter into a flange by means of which is the
countershaft casing together with the front casing of the reduction gearbox mounted to the
outlet channel of the engine. In the axis of the casing, there is a space for the distribution of
pressure oil to the lubrication nozzles of the gears by means of an inserted body of the
torquemeter carrier which serves, at the same time, both for mounting the guide bearing of
the input shaft and for mounting the piston of the torquemeter working cylinder.
The countershafts consist of wheels of the first gearing stage with helical gearing driven by
the pinion of the connecting shaft and of the countershafts ended with pinions with straight
gearing that form, together with the crown wheel, the second stage of the gearing. The
wheels with helical gearing are pressed on the countershafts together with the front and rear
roller bearings. The bearings are lubricated by the return oil from the torquemeter to the inner
roller path through radial holes from the shaft inner space. The hollows of the countershafts
are shaped so that fine oil impurities will deposit in recesses deeper than those in which
holes are drilled to feed oil to the bearings.
Axial components of the forces transmitted by the countershafts are taken by the tripod of the
torquemeter system by means of axial bearings situated inside the countershafts on their
front ends. To prevent shifting of the countershafts beyond the permissible values, they are
provided with double-sided and adjustable stops on the rear ends of the hollow rods
projecting from the axial bearings of the countershafts. These hollow rods are also used for
supply of lubricating oil from the torquemeter system to the countershaft bearings.
72.12.01
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Radial components of the forces transmitted by the countershafts deform both the
countershafts and the webs of the countershaft casing and cover. With this in view, to
provide for the required service life of both the gearing and the bearings, the supporting
openings of the countershaft bearings are designed so as to compensate their deformation
with loaded countershafts by means of their suitable misalignment.
Power transmission from the power turbine rotor to the reduction gearbox is put into effect by
the connecting shaft supported in the countershaft casing in the roller bearing and splines on
its other end. The input shaft is axially secured in the forward direction by means of a ring
which bears on the inner spline of the power turbine shaft and, in the backward direction,
through bearing on the disk of the power turbine by means of an inserted cylindrical bushing.
This bushing seals, at the same time, the oil space of the reduction gearbox by a rubber „O“
ring fitted on its front end.
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TORQUEMETER SYSTEM
The torquemeter system consists of the pressure pump located inside the reduction gearbox
casing and of the following parts that belong, from the point of view of assembling, to the
countershaft casing:
- tripod including the working cylinder;
- piston including a carrier.
The arms of the tripod on their outer perimeter bear the countershafts in axial direction.
Thrust from the helical gearing of the first stage of the gear is balanced by the pressure of oil
in the working cylinder consisting of sliding tripod body and a fixed piston. Pressure oil is fed
from the pump in the reduction gearbox casing through the piping and channels in the
countershaft casing via the fine filter and piston carrier to the working cylinder. There the
pressure is stabilized at the required level (apart from the oil leakage) by means of the
control gap formed as the spherical space between the wall of the piston body, and the
sliding tripod body. A larger swing in the tripod position is prevented by the stops on the
countershaft ends which restrict its movement, e.g. at engine start-up. At steady run, thrust
acting on individual countershafts is balanced. Resulting axial thrust equals the force
generated by oil pressure in the working cylinder of the torquemeter.
The guidance of the tripod cylinder along the spherical surface of the control gap is partially
improved by an inserted nut that is pushed by a leaf spring onto the continuing spherical
surface of the tripod cylinder. However, the proper purpose of the nut is to create space from
which the oil leaking through the control gap is fed through the piping and drilled holes to a
joint of the tripod arm. From there, oil is fed through the pin of the axial bearing of the
countershafts and the hollow rods of the stops through peripheral holes to the inner space of
the countershafts to lubricate both roller bearings.
Pressure oil from the working cylinder of the tripod is led through the piston carrier and the
countershaft casing to the reduction gearbox front casing from where it is fed through an
outer piping to the torquemeter transmitter.
Schematic diagram of the torquemeter system is presented in Fig. 1.
Applied principle of torque measurement ensures the sufficient accuracy of torque

measurement in the whole range of engine power and propeller speed at ambient
temperature and pressure and oil temperature that should be taken into account during
engine operation.
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Legend:
1 Pressure pump 6 Sense of axial thrust
7 Countershaft
3 Pressure space of the torquemeter 8 Input shaft
4 Control gap 9 Countershaft travel stops
5 Tripod arms 10 Inner and outer piping
11, 12 Set of torque transmitter and indicator
SCHEMATIC DIAGRAM OF THE TORQUEMETER SYSTEM

Fig. 1
72.12.02
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OIL SYSTEM OF THE REDUCTION GEARBOX

Reduction gearbox inner space as well as the space inside the supporting cone of the power
turbine rotor form a common oil space that is an independent part of the engine oil system.
Apart from the oil spaces, the oil system of the reduction gearbox consists of the following:
- the pressure branch to which the oil is fed by the oil manifold from the pressure pump
situated in the accessory drive box casing and, through which it is distributed to the
nozzles, the torquemeter pump, the propeller control pump and, further on, to the
propeller unit;
- the pressure branch of the torquemeter that begins with a branch pipe from the main oil
manifold and ends with the transmitters of torque indicator, of system of limiters and of
system of automatic feathering;
- the pressure branch of the propeller unit which partially passes through the reduction
gearbox and whose parts feed the propeller control oil from the stator to the rotating parts
and back;
- the draining and scavenge branch which ends in the bottom part of the reduction gearbox
casing from where the oil is returned by a scavenge pump in the accessory drive box
casing;
- strainers and nozzles which serve either for proper condition of oil at the entry to the
active surface of the metering and controlling parts or they feed oil to the lubricated and
cooled parts;
- the checking and draining devices which serve for ascertaining the condition of oil
scavenged from the reduction gearbox or for its draining in the case of its accumulation;
- the labyrinth seal, the seals packed by piston rings or shaft packings preventing oil
leakage either to the atmosphere or, from the spots of higher pressure to lower pressure
spaces.
Oil spaces
The main oil space of the reduction gearbox is its front casing. On the walls of this part the oil
is splashed from the rotating parts and flows down to the bottom part that is of the shape of a
collecting sump. The second oil space is the internal space of the supporting cone of the
power turbine. This is shaped so that oil will run down its walls to the collecting sump in the
reduction box casing irrespective the flight manoeuvres of the airplane. The two oil spaces
are separated by the countershaft casing, in which, however, passages are provided both for
the oil running down and for oil mist and vapour created in this space during the engine
running. The common oil space of the reduction gearbox is not de-aerated and the
acceptable overpressure is maintained mainly due to the air leakage through the scavenge
pump via the cooler to the oil tank in the accessory drive box casing.
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The lubricating oil pressure branch
Pressure oil is fed to the reduction gearbox from the engine lubrication system through
a piping which links the accessory drive box casing with the reduction gearbox. It flows
through the removable oil filter and is then branched into three separate branches: The
lubricating branch supplies pressure oil to multiple lubricating and cooling nozzle of the
countershaft gear wheels and to the lubricating nozzles of both bearings of the propeller
shaft and bearings of the power turbine rotor.
The pressure branch of the torquemeter
The oil system of the torquemeter operates at the take-off rating with about triple operational
pressure than ensures the lubricating system of the engine. Oil is supplied to the torquemeter
system from the lubricating pressure branch. By means of its own pump it is fed to the
working cylinder of the torquemeter. The oil leaking from the control gap is mainly used for
lubricating the roller bearings of the countershafts. More detailed description of the system is
contained in the preceding text. Pressure oil from the torquemeter is led out of the reduction
gearbox and fed through an outer piping up to the transmitters situated in the compressor
space.
The pressure branch of the propeller unit
The oil branch of the propeller unit operates at pressures nearly eight times higher than
those in the engine lubrication system. The oil required for propeller actuation is again
supplied from the lubrication pressure branch. Pressure oil flows through a system of drilled
channels in the reduction gearbox casing and is fed, by means of the oil distributor of the
propeller shaft, to its inner hollows and further into the propeller proper. Unnecessary oil is
again forced from the working cylinder of the propeller back to the reduction gearbox. More
detailed description of the oil distributor is contained in the preceding text while description of
the propeller unit appears in a separate manual.
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Return and scavenge branches
Return oil from the nozzles of all bearings of the reduction gearbox and power turbine rotor,
from the nozzles feeding the lubricating and cooling oil to gear wheels, return oil from the
torquemeter and from the propeller unit accumulates in the bottom part of the reduction
gearbox casing.
From the bottom part, oil is scavenged by means of a pump situated in the accessory drive
box casing through a connecting piping that is screwed on the reduction gearbox casing.
Before the scavenge oil leaves the reduction gearbox, it passes by a removable magnetic
plug and through a strainer which are accessible from outside the engine. In the case of a
climbing flight, a certain amount of the oil splashed on the bearings of the rotor of the power
turbine flows down to the bottom part of the oil space around the power turbine disk.
Therefrom, the accumulated oil is scavenged by an auxiliary pump and fed to the bottom part
of the reduction gearbox casing to join the remaining amount of oil which flows down there.
In horizontal flight or at descend, the auxiliary pump scavenges only the oil mist from the rear
space of the power turbine bearing.
Strainers and nozzles
The purpose of strainers is to provide for trouble-free operation of nozzles, function of the
torquemeter and for the protection of oil pumps. Pressure oil supplied to the reduction
gearbox flows through a protecting strainer of the lubrication circuit that protects the nozzles
of bearings and gear wheels. The strainer can be checked at the engine operation.
The small strainer situated in the scavenge piping from the rear space of the power turbine
rotor protects the auxiliary scavenge pump. The oil scavenged from the reduction gearbox
flows through a large strainer that is accessible from the front side in the bottom part of the
reduction gearbox. This protects the return branch with its pump.
Oil nozzles of the bearings are of simple design, only the nozzles of the lubricating oil to the
gear wheels are multiple to provide for uniform oil feeding along the entire width of the
gearing.
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Checking and draining devices
In the lower collecting sump of the reduction gearbox there is a magnetic plug enabling to
check the amount of impurities in the oil that flows through the space where the magnet is
located. The magnetic plug is so designed that remaining oil accumulated in the casing lower
part after engine shutdown will be prevented from escape by a small spring valve - even if
the magnetic plug has been removed. Should it be necessary to drain the oil from the casing,
it can only be done when using a draining aid to be mounted into the body instead of the
magnetic plug with chip signaller.
Sealing
The following types of sealing are used for sealing rotating contact surfaces of the oil spaces
in the reduction gearbox:
- labyrinth seals behind the radial bearing of the power turbine rotor choked by the air bled
from the axial compressor to prevent oil leakage into the inner space of the engine,
- seals using piston rings on the propeller shaft in the pressure oil distributor from the
reduction gearbox casing to the rotating shaft,
- packing of the propeller shaft front part using piston rings which prevent oil leakage from
the reduction gearbox around the propeller shaft to atmosphere,
- sealing of the working compartment of the torquemeter to prevent oil leakage by means of
piston rings,
- shaft sealing ring at the propeller speed transmitter drive.
Stationary joints, which can be dismantled during operation, are sealed either by rubber „O“
rings (these are used for piping) or by flat packing (for flanges).
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THE REDUCTION GEARBOX OIL SYSTEM
SERVICING
In the course of engine operation, the oil system of the reduction gearbox calls for periodic
inspection of the magnetic plug placed in the collecting sump of the reduction gearbox
casing. The procedure of inspecting the magnetic plug is described in technological
instruction in section 79.10.00.
After more than double propeller feathering that has been carried out with the engine not
running, when the scavenge oil pumps do not work, large amount of oil becomes
accumulated in the collecting sump of the reduction gearbox. To prevent oil leakage through
labyrinth sealing when engine starting, the accumulated oil should be drained by means of a
draining union pipe. The procedure for draining is described in technological instruction in
section 79.50.00.
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72.20
THE AIR INTAKE ASSEMBLY

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RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

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Section - Section -
point point
72.20 „Record of 72.23.00 1 Jul 1, 2003

2 Jul 1, 2003
101 Jul 1, 2003
72.20 „Review of 102 Blank Jul 1, 2003
2 Blank Jul 1, 2003 201 Jul 1, 2003
202 Blank Jul 1, 2003
72.20 „Contents“ 1 Jul 1, 2003
2 Blank Jul 1, 2003 401 Jul 1, 2003
402 Jul 1, 2003
72.20.00 1 Jul 1, 2003 403 Jul 1, 2003
2 Jul 1, 2003 404 Jul 1, 2003
405 Jul 1, 2003
72.21.00 1 Jul 1, 2003 406 Blank Jul 1, 2003
2 Blank Jul 1, 2003
601 Jul 1, 2003
72.22.00 1 Jul 1, 2003 602 Blank Jul 1, 2003
2 Jul 1, 2003
3 Jul 1, 2003
4 Jul 1, 2003
101 Jul 1, 2003

102 Blank Jul 1, 2003
201 Jul 1, 2003

202 Blank Jul 1, 2003
601 Jul 1, 2003

602 Blank Jul 1, 2003

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CONTENTS
72.20.00 AIR INTAKE ASSEMBLY OF THE ENGINE

72.21.00 AIR INTAKE CASING
72.22.00 AIR BAFFLES
- Troubleshooting
- Servicing
- Inspection of engine air baffles
72.23.00 AIR INTAKE PROTECTION
- Troubleshooting
- Servicing
- Removal and installation of the intake protective screen
- Intake protective screen - inspection
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AIR INTAKE ASSEMBLY OF THE ENGINE
Air is supplied to the engine from a plenum to which it is being delivered due to the reverse
flow layout, via the lower supply duct with its inlet opening in front of the engine nacelle.
Plenum is surrounded by two vertical walls and by the engine nacelle. This of approximately
conical shape in this part. The engine and airframe installation pass through this plenum; the
engine mounts are located there as well. The engine intake assembly is separated from the
front and rear part of the inner space of the nacelle by vertical walls, the so called air baffles;
thus, entire space of the engine nacelle - in front of this fire bulkhead - is divided into three
independent fire zones.
The engine intake assembly itself is formed, in an engine of reverse flow layout, by the air
intake casing that is an integral part of the compressor and, at the same time, supports the
accessory gear box situated in the rear of the engine.
The main purpose of the intake casing is to deliver air to the compressor and, to change, at
the same time, the direction of its flow from radial to the axial one - of course with low losses.
The casing serves also as a support for the compressor rotor and forms the fore wall of the
oil tank.
The engine intake is protected from ingestion of foreign objects by means of protective
screen on the intake casing; against sand, ice and large amounts of water by means of tilting
down the vane in the intake channel of the engine nacelle.
The air intake assembly of the engine consists of

- the air intake casing
- the air baffles, and
- the protection devices
Longitudinal section of the air intake assembly of the engine is shown in Fig. 1.
The fire protection devices of the engine air intake are described in the Airplane Maintenance
Manual.
72.20.00
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THE ENGINE AIR INTAKE ASSEMBLY

Fig. 1
72.20.00
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AIR INTAKE CASING
The intake casing is longitudinally arranged in between the supporting cone connected
directly to the centrifugal compressor casing and the accessory gearbox. The intake casing is
chip machined of light alloy forging.
The intake casing forms a radial-axial channel with the vanes arranged so as to direct the
airflow to the compressor entry, with the necessary swirl. As a supporting and connecting
element that is, as a matter of fact, interrupted by the intake channel, the intake casing and
the supporting cone are designed with sufficient rigidity. This is ensured by the conical shape
of the supporting cone as well as by the rigid and thoroughly anchored vanes of the intake
channel.
The intake casing supports axial-radial bearing of the gas generator rotor by means of an
elastic holder. The forces generated by the rotor are transmitted by the casing via supporting
cone to the outer supporting parts of the engine. Compressor rotor assembly is described in
72.30.
Central inner part of the casing forms an oil compartment to which lubricating and cooling oil
is fed for the bearing. Then oil flows out gravity-fed to the space of the accessory gearbox.
The rear wall of the casing demarcates thus the oil tank of the accessory box. By means of
circular flanges with centering shoulders and bolted joints, the intake casing is mounted
through the supporting cone to the centrifugal compressor casing. The air bleed casing
centering shoulder is clearance fitted to the inner part of the casing.
The air intake channel outer diameter is adapted for mounting the air intake protective
screen.
The rear flange connected to the accessory gearbox is sealed by means of rubber packing
and, on its outer perimeter, set of lugs is provided. These lugs serve for mounting the rear air
baffle of the engine. The air baffle fastening bolts serve also for mounting the water spray
ring brackets. Water is injected in the engine either to increase its power or to rinse the
compressor air path when clogged.
72.21.00
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72.21.00
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AIR BAFFLES
Plenum from which air is supplied to the compressor is demarcated, apart from the outer
lining of the engine nacelle, by two vertical walls designed as air baffles. These baffles
separate the intake plenum from the front and rear compartment of the engine nacelle. Air
baffles form a part of the engine installation.
The front air baffle is mounted to the centrifugal compressor casing rear the flange that
connects together the front and rear part of the engine. The rear air baffle is mounted to the
rear flange of the air intake casing. The baffles are made of stainless steel sheet. The front
as well as the rear one are consisting of two sections. They are mounted to the engine by
bolted joints.
Engine outer installation as well as the airframe cable harness pass through the air baffles.
The pipes and cables that pass through the baffles are sealed by fireproof packing.
The configuration of the front as well as of rear baffle, together with the definition of the
openings, is presented in Fig. 1 and Fig. 2.
The design of the fireproof packing and the mounting of the baffles on the engine are shown
in Fig. 3.
72.22.00
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Legend:
1 - bushing for the airframe installation cable harness
2 - bushing for the propeller manual actuation linkage
3 - bushing for the torquemeter oil pressure pipe
4 - opening for propeller actuation
5 - bushing for oil pipe from the feathering pump
6 - bushing for the return oil pipe from the generator rotor bearing
7 - bushing for fuel drainage pipe
8 - bushing for the return oil pipe from the reduction gearbox
9 - bushing for the pressure oil pipe to the reduction gearbox and to the generator rotor
bearing
10 - bushing for the pipe of the turbine cooling air and for pressurising the seal of the
power turbine rotor
11 - screw union for the fire-extinguishing collector
12 - hole for mounting the fire-extinguishing collector, earthing and for the propeller
actuation holder
FRONT AIR BAFFLE (viewed in the direction of flight)
Fig. 1
72.22.00
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Legend:
1 - bushing for the airframe installation cable harness

2 - bushing for the propeller manual actuation linkage
3 - bushing for water injection manifold
4 - bushing for propeller actuation
5 - screw union for air condition system connection
6 - bushing for the supply of fuel to the engine
7 - bushing for the pressure air pipe to the engine control unit
8 - screw union for pipe feeding oil from the feathering pump to the propeller governor
9 - bushing for fuel drainage pipe
10 - hole for the fire-extinguishing collector brackets
11 - bushing for the sparking plugs harness
12 - bushing for the engine mounting brace
13 - screw union for the fire-extinguishing collector
REAR AIR BAFFLE (viewed in the direction of flight)

Fig. 2
72.22.00
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Legend:
I - Bushing for the pipe passing through the baffle-detail

1 - rubber packing
2 - thermal protection
3 - lids
II - Sealing the front baffle - on engine perimeter

4 - rubber packing
5 - engine outer surface
III - Sealing the rear baffle - detail

6 - air baffle
DESIGN FEATURES OF AIR BAFFLES

Fig. 3
72.22.00
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AIR BAFFLES
TROUBLESHOOTING
No faults are expected. Possible shortcomings found during periodical inspection will be
eliminated within the warranty period by the manufacturer′s service department.
For elimination of faults at engines after warrantee period contact the organization authorized
to engine technical services.
72.22.00
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72.22.00
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AIR BAFFLES
SERVICING
In operation the air baffles are being inspected at intervals according to the section 5
„Inspections“. The inspection procedures are described in the following technological
instructions.
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72.22.00
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M601E On pages
M601E-21
601

(Manhours)
Inspection of engine air baffles
0.25
Working procedures and technical requirements Further Check

work
1. Check visually the front air baffle for cracks. Refer to

Page 101
2. Check visually mounting of the front baffle and fixing of the
bushings for outer piping installation.
3. Check visually the rear air baffle for cracks.
4. Check mounting of the rear baffle on the engine, fixing of the

bushings for outer piping installation and the bushing for the
spark plug cable.
72.22.00
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72.22.00
Page 602
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AIR INTAKE PROTECTION
Engine air intake protection that belongs to the engine consists of a removable protective
screen that bears, on its one side, against the collar on the air intake casing and, on its other
side, against the screen holder. The screen is made of stainless mesh bordered on its
perimeter by metal sheet. In its parting plane, the screen is bound together by binding wire
after its mounting on the casing.
Engine air intake protection that forms a part of the airframe is described in the Airplane
Maintenance Manual.
72.23.00
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72.23.00
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TROUBLE SHOOTING
Con.
Ascertained defect Probable cause Manner of repair
No.
1. Screen damage Replace by a new one

Ref. 72.23.00,
pages 401 to 405
2. Fouling of the screen Clean it

Ref. 72.23.00,
pages 401 to 405,
72.23.00, page 601
72.23.00
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72.23.00
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SERVICING
The protective screen mounted on the air intake casing may become fouled during engine
operation by deposits; it can also be damaged by a foreign object. Regular inspections of the
screen are performed in accordance with Airplane Maintenance Instructions.
Inspections of the condition of the protective screen as well as its removal and mounting in
case of its thorough cleaning, replacement or, when the condition of the 1st stage blades of
the axial compressor is checked, are carried out in accordance with the following
technological instructions.
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72.23.00
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M601E On pages
M601E-21
401 to 405

(Manhours)
Removal and installation of the intake protective screen
2.00
1. Removal Refer to
Page 101
1.1 Cut and remove the binding wire connecting the middle
pairs of hooks of the compressor screen splicing.
Aid for compressor blade Clean cloth

inspection M601-913.9
Pincers of stainless steel 17 246.4
- 1.5 m
Flat pliers
Screwdriver
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M601E On pages
M601E-21
401 to 405

(Manhours)
2.00
1.2 Set the aid Dwg. No. 601-913.9 on the hooks free of the
binding wire so that both ends of the screen will be drawn
together - see Fig. 401.
Fig. 401
1.3 Cut and remove the binding wire from the remaining hooks,
remove the aid and uncouple the screen.
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M601E On pages
M601E-21
401 to 405

(Manhours)
2.00
1.4 Bend slightly two extreme right hooks of the lower part of
the screen by pliers so that their tips will contact each other -
see Fig. 402.
Slight bending of the hooks is necessary because they have

to be pushed through a narrow gap between the oil pipes of
the reduction gearbox.
Fig. 402
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M601E On pages
M601E-21
401 to 405

(Manhours)
2.00
1.5 Turn the screen along the perimeter of the holder so that its
end B - see Fig. 403 - may pass in between the oil pipe and
the fire-signalling device. The other end A should be pushed
through along the oil pipes. A screwdriver can be used as
an extension adapter to push the screen end along the
pipes - see Fig. 403.
Fig. 403
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M601E On pages
M601E-21
401 to 405

(Manhours)
2.00
1.6 Clean the intake channel and the screen - as removed - by

means of a clean cloth.
2. Installation
2.1 Push the A end of the clean screen in between the oil pipe
and the fire signalling device onto the perimeter of the
intake channel. Locate the screen splicing in its original
position.
2.2 Straighten the slightly bent hooks to their original shape.
2.3 Mount the aid No. M601-913.9 on the middle hooks and
draw the ends together.
2.4 Using a two-fold binding wire, join the two outer pairs of
hooks.
2.5 Remove the aid No. M601-913.9.
2.6 Join together the middle pairs of hooks with a two-fold

binding wire.
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M601E On pages
M601E-21
601

(Manhours)
Intake protective screen - inspection
0.25
1. Check the screen splicing wire. Refer to

Page 101
2. Check visually the condition of the screen. Remove impurities
and clean the outer side of screen using a clean cloth.
Clean cloth
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72.23.00
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72.30
COMPRESSOR
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RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

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Section - Section -
point point
72.30 „Record of 72.32.01 1 Jul 1, 2003

2 Jul 1, 2003
72.32.02 1 Jul 1, 2003
72.30 „Review of 2 Blank Jul 1, 2003
2 Blank Jul 1, 2003 72.32.03 1 Jul 1, 2003
2 Blank Jul 1, 2003
72.30 „Contents“ 1 Jul 1, 2003
2 Blank Jul 1, 2003 72.33.00 1 Jul 1, 2003
2 Blank Jul 1, 2003
72.30.00 1 Jul 1, 2003
2 Jul 1, 2003 101 Jul 1, 2003
3 Jul 1, 2003 102 Blank Jul 1, 2003
4 Blank Jul 1, 2003
201 Jul 1, 2003
72.31.00 1 Jul 1, 2003 202 Blank Jul 1, 2003
2 Blank Jul 1, 2003
401 Jul 1, 2003
101 Jul 1, 2003 402 Jul 1, 2003
102 Blank Jul 1, 2003 403 Jul 1, 2003
404 Blank Jul 1, 2003
201 Jul 1, 2003
202 Blank Jul 1, 2003 601 Jul 1, 2003
602 Blank Jul 1, 2003
601 Jul 1, 2003
602 Jul 1, 2003
603 Jul 1, 2003
604 Blank Jul 1, 2003
72.31.01 1 Jul 1, 2003

2 Blank Jul 1, 2003
72.31.02 1 Jul 1, 2003

2 Blank Jul 1, 2003
72.31.03 1 Jul 1, 2003

2 Blank Jul 1, 2003
72.32.00 1 Jul 1, 2003

2 Blank Jul 1, 2003

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CONTENTS
72.30.00 COMPRESSOR
72.31.00 AXIAL COMPRESSOR
- Troubleshooting
- Servicing
- Compressor 1st stage rotor blades - inspection
72.31.01 STATOR OF THE AXIAL COMPRESSOR
72.31.02 ROTOR OF THE AXIAL COMPRESSOR
72.31.03 AIR BLEED CASING
72.32.00 CENTRIFUGAL COMPRESSOR
72.32.01 CASING OF THE CENTRIFUGAL COMPRESSOR
72.32.02 REAR WALL
72.32.03 ROTOR OF THE CENTRIFUGAL COMPRESSOR
72.33.00 ENGINE MOUNTING SYSTEM
- Troubleshooting
- Servicing
- M601-907.9 engine mounts - replacement
- The M601-907.9 engine mounts - inspection of the rubber blocks
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COMPRESSOR
The compressor is the main part of the gas generator. It is of mixed type: two axial-flow
stages followed by one centrifugal stage. They are driven by the generator turbine. Owing to
the reverse flow configuration the sense of airflow through the compressor corresponds with
the direction of flight. The compressor is at the same time the main supporting part of the
engine. It bears the elastically supported pins for engine mounting in the airframe. The
dimensions of the centrifugal compressor determine the cross section of the engine.
The air supplied from the atmosphere is compressed in the compressor and delivered to the
combustion chamber for burning of the required amount of fuel.
The air supplied by the compressor flows through the channel of the intake casing where it
passes through the set of vanes with swirl required for the effective performance of the 1st
stage of the axial compressor. The axial compressor is of two-stage layout with fixed stator
blades adjustment. At the 2nd stage outlet, air is bled, through the openings on the drum
surface, for choking the labyrinth seal of the oil compartment of the elastically supported ball
bearing of the generator rotor in order to prevent oil leakage. Air is also bled through a
number of small windows in the stator casing in order to ensure surge free operation of the
compressor at low power ratings. Air is also fed from there for cooling the hot parts of the
engine as well as for choking the seal of the roller bearing of the power turbine rotor.
From the axial compressor, air flows to the centrifugal compressor impeller and, after that,
through the vane-less and van-diffusers. In the centrifugal compressor the largest part of air
compression takes place. By simple bend the radial direction of flow is changed to the axial
one. The helical flow is then directed to the axial direction by a row of straightening vanes
situated behind the air path bend.
In the bend at the van-diffuser vanes outlet, air is bled through the holes in the wall of the
channel to provide for the aircraft needs. From these holes, air is fed into a peripheral cavity
in the casing to the bleeding flange. The air is used as for cabin conditioning and as for
another aircraft needs.
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The compressor consists of:
- the axial compressor including the rotor support and the seal of the oil compartment of the
bearing in the intake casing and, of the air bleed for compressor proper operation;
- the centrifugal compressor with the connecting main shaft in between the centrifugal
compressor impeller and the generator turbine disk and, with air bleed for the needs of the
engine as well as of the airframe;
- the engine mounting system.
Longitudinal section of the compressor is presented in Fig. 1.
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COMPRESSOR - LONGITUDINAL SECTION

Fig. 1
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72.30.00
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AXIAL COMPRESSOR
The axial compressor is the front part of the mixed compressor; it consists of two stages. The
axial compressor sucks up the air from the intake channel directed into the axial direction by
a set of vanes in the intake casing and compresses the air. The compressed air from the
stator vanes of the second stage enters directly the centrifugal compressor impeller.
The axial compressor casing assembly is situated in the air-bleed casing. The rotor of the
axial compressor is a subassembly of the generator rotor.
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AXIAL COMPRESSOR
TROUBLE SHOOTING
When a fault is found on axial compressor at an engine within the warranty period, contact
the manufacturer's service department. For elimination of faults at engines after warranty
period contact organization authorized to engine technical services.
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AXIAL COMPRESSOR
SERVICING
Inspection of the rotor blades of the 1st stage of the axial compressor is carried out only in
extraordinary cases when there is reasonable suspicion of compressor defect, e.g. at
a sudden drop of engine power or at a radical change in engine parameters. We recommend to
carry out this inspection only after consultation with the manufacturer's service department.
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72.31.00
Page 202
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M601E On pages
M601E-21
601 to 603

(Manhours)
Compressor 1st stage rotor blades - inspection
1.2
1. Cut and remove the binding wire connecting the middle pairs
of hooks of the compressor screen splicing.
2. Set the aid Dwg. No. 601-913.9 on the hooks free of the
binding wire so that both ends of the screen will be drawn
together.
3. Cut and remove the binding wire from the remaining hooks.
4. Release the aid and open the screen for distance necessary
to insert the mirror of the aid inside the inlet channel.
5. Using the mirror and the torch check the leading edges of the
1st stage of axial compressor rotor blades for damage. Turn
by the compressor rotor using the ratchet for manual turning.
If some damage of leading edges has been found, contact
the Service Dpt. of engine manufacturer.
6. After the inspection has been finished restore the original
position of the protective screen. Mount the aid No.
M601-903.9 on the middle hooks and draw both ends
together.
7. Using a two-fold binding wire, join the two outer pair of hooks.
Remove the aid and join together remaining hooks by the
binding wire.
8. Record into the Engine Log Book the compressor blades
inspection and damage that has been found.
Torch or hand lamp Aid for compressor blade Clean cloth

inspection M601-913.9
Pincers of stainless steel 17 246.4
– 1.5 m
Flat pliers
Ratchet for engine turning
Torch
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M601E On pages
M601E-21
601 to 603

(Manhours)
1.2
For limits of acceptable damage of the axial compressor 1st

stage rotor blades ref. Fig. 601. They are as follows:
(a) Shallow cuts to depth 0.2 mm are acceptable on both

leading and trailing edges along their whole length.
(b) In the area „B“ (i.e. more than 15 mm from the blade rot) the
total number of cuts of depth up to 1 mm must not exceed
5 cuts (sum of cuts on both edges). The distance between
individual cuts in the same edge has to be at least 5 mm.
(c) Leading edge buckling in the „B“ area, of length max. 3 mm

and depth max. 1 mm (perpendicular to the blade profile) is
acceptable.
(d) Max. acceptable length of lost material area in leading edge

tip of all blades is 4 mm.
(e) Leading edge tip bend up to 45° is acceptable within the

length 3 mm. The number of blades damaged that way must
not exceed five.
(f) No cracks are permitted.
If further types of blade damage to those stated in Para (a)

through to (e) have been met, it is necessary to contact the
organization authorized to technical services.
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M601E On pages
M601E-21
601 to 603

(Manhours)
1.2
FIRST STAGE COMPRESSOR BLADE LIMITS

OF ACCEPTABLE DAMAGE
Fig. 601
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STATOR OF THE AXIAL COMPRESSOR
The stator assembly of the axial compressor is located in the casing of the axial compressor.
The casing of the axial compressor is a precise machined light-alloy casting. It is supported
by the inner flange in the air bleed casing. The second support forms a loose fit centering
shoulder. The inner part of the casing forms an outer wall of the air duct. Stator blades of
both stages are fastened by two pins. The outer pins with a shoulder are fixed in the casing
and fastened by means of nuts, secured against loosening. On the blades inner pins,
longitudinally as well as transversely split rings of the bushes of the inter-stage labyrinth
seals are mounted. The bushes feature a very soft metallic coating that allows for possible
contact of the rotor blade tips at greater displacements. The casing of the axial compressor is
divided along its longitudinal vertical plane, together with the entire inter-stage packing. Each
of both halves of the casing is completely independent. They are bolted together by means of
two longitudinal flanges. A certain number of bolts are precision fitted to secure steady
mutual position of both halves. The advantage of split casing is in easy mounting.
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ROTOR OF THE AXIAL COMPRESSOR
The main part of the axial compressor rotor is a drum including the 1st and 2nd stage disks.
The disks are electron beam welded together in their cylindrical parts. There is a stub pin
with a ball bearing supporting face on the front wall of the drum. Behind the bearing the oil
sprinkling ring is located on the pin. Behind the face shoulder, there is a labyrinth seal of the
bearing oil compartment. The sealing bush is made of soft metal. The seal is choked by the
air fed from the air bleed casing behind the axial compressor. The air prevents from oil
penetration in to the engine air path.
The ball bearing is seated in an elastic support. By means of elastic deformation of the
rectangular longitudinal beams of the support, damping of rotor vibrations, if any, is provided.
The elastic support is fitted to the inner hub in the intake casing. The bearing is lubricated by
means of two nozzles with pressure oil, and the return oil is scavenged through the return oil
manifold to the intake compartment of the oil pump.
Mounted to the inner hub of the intake casing is also fitted the bush of the labyrinth packing.
The 1st and 2nd stage rotor blades are mounted in their disks in skew dovetail grooves. They
are secured against displacement by means of retainer rings seated in slots on the disk rim
inner surface. The retainer rings fit, at the same time, into the corresponding slots in the
blades. In between the disks and behind the disk of the 2nd stage, the drum is provided by
labyrinth edges that form inter-stage seals. Behind the 2nd stage labyrinth seal, there are
openings on the drum surface for air bleeding to provide for choking the bearing oil seal. At
this end of the drum, a flange joint is provided, connecting the drum to the centrifugal
compressor impeller.
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AIR BLEED CASING
The air bleed casing provides the supporting system of the axial compressor casing. This is
mounted to the air bleed casing inner flange centering shoulder. At the opposite end of the
air bleed casing on its inner cylindrical part there is a supporting face for the shoulder of the
axial compressor casing. The air bleed casing is welded of metal sheet and turned parts
made of stainless steel.
The space between the air bleed casing and axial compressor casing is called the bleeding
compartment. Compressed air from the air duct flows to the bleeding compartment through
openings in the casing. To provide for surge free performance of the compressor it is
necessary to bleed a certain amount of air up to the corrected gas generator speed of
90 + 3 %. The axial compressor produces below the above presented speed, greater airflow
than the centrifugal one can suck. From the air bleed compartment air flows via an air bleed
valve to the engine nacelle compartment. The air bleed valve is described in section 75.
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CENTRIFUGAL COMPRESSOR
The centrifugal compressor is the second part of the mixed compressor. It consists of a
complete centrifugal stage. It is located, as a whole, in the centrifugal compressor casing.
The casing of the centrifugal compressor is a complex multi-purpose unit that serves, at the
same time, as the main supporting casing of the engine. In the centrifugal compressor, the
largest compression of air takes place. Air flows to the impeller directly from the axial
compressor outlet. In the centrifugal compressor impeller, air is partly accelerated, partly
compressed. Additional compression takes place in the diffuser.
In the bend at the diffuser vanes outlet, air is bled for aircraft needs through the openings in
the wall. The simple bend in the air duct and the row of straightening vanes downstream the
bend, change the helical airflow to the axial direction.
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CASING OF THE CENTRIFUGAL COMPRESSOR
The casing of the centrifugal compressor is multi-purpose unit.
The casing is composed of two main parts: a long tubular part of a large diameter and an
inner structural wall. The casing as a whole is welded of metal sheet and turned parts made
of stainless steel. The outer tubular part is a pressure vessel; it forms an outer wall of the
combustion chamber as well. At the same time, it is the main supporting part of the engine
and is furnished with peripheral flanges with centering shoulders. The peripheral flange on
the tubular part forms a parting plane of the engine; it joins together the generator and the
power section of the engine. The peripheral flange at the end of the structural wall is
connected to the supporting cone of the intake casing. From outside in the plane of the inner
wall supporting pads for engine mounts are welded on; the mounts are fastened to the
casing by bolts. To the inner wall that is one of two walls of the centrifugal compressor
diffuser the rear wall of the centrifugal compressor is mounted. Diffuser vanes form a
connecting link between the both walls.
In the bend of the diffuser duct between the trailing edges of the diffuser vanes, there are the
holes of small diameter through which air is bled to a special annular compartment on the
periphery of the centrifugal compressor casing. From the latter compartment, air is supplied
for air conditioning and for other needs of the aircraft.
On the tubular part of the casing, there are pads for mounting of igniters, of the fuel supply
manifold and for the air bleed for the fuel control system and for the control of the air bleed
valve.
On the inner baffle, at the end adjoining to the intake casing, there is a flange with centering
shoulder for the air bleed casing fastening. The flange of the impeller cover is mounted
between the flanges of the air bleed casing and centrifugal compressor casing.
The impeller cover forms an outer wall of the impeller duct and, at the same time, it is linked
by means of a shoulder with the axial compressor casing.
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REAR WALL
The centrifugal compressor rear wall is a multi-purpose unit and forms the second wall of the
diffuser duct. It has the configuration of a complex three-dimensional plate whose thickness
is proportional to the load. The wall is a pressure partition between the compressor and the
combustion chamber. It is made of stainless steel.
The diffuser vanes are fixed by pins in the holes in the rear wall. The diffuser vanes are
provided with threaded pins on both sides. The second pins are slid into the holes in the
transversal wall of the centrifugal compressor casing. The vanes are secured against angular
displacement by means of two pins. Air flows from the diffuser duct in radial direction; then is
bent to axial direction. However, it has a considerable swirl; for this reason, straightening
vanes are brazed on the outer part of the rear wall. The vanes direct the airflow to the axial
outlet into the combustion chamber.
Mounted to the rear wall adjoining the combustion chamber are a shield, fuel manifold and
bushes of the labyrinth seal of the main shaft.
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ROTOR OF THE CENTRIFUGAL COMPRESSOR
The impeller is the main part of the rotor of the centrifugal compressor. The main shaft links
the impeller of the centrifugal compressor with the disk of the generator turbine. The impeller
is integral with the inducer. It is machined from titanium alloy forging of high quality.
The impeller is provided with centering shoulders on both sides for flange connections to the
drum and main shaft. Fitted bolts which pass through the holes in the impeller, fasten the
impeller to the above components.
In order to provide for the required high compression ratio in the centrifugal compressor, the
air must be considerably accelerated. That is why the vanes are of a complex three-
dimensional configuration, from their leading edges up to the trailing edges at the impeller
outlet. For the same reason, two types of vanes we can find on the impeller. The main ones,
whose leading edges form the inducer, and the splitter vanes, which improve the flow in the
main vane channels in the outer part of the impeller, and thus ensure as uniform outflow from
the impeller as possible.
The main shaft transmits the power required for driving the rotor of the compressor from the
generator turbine. It is made of a forging of stainless steel. On both ends, it has flanges and
openings for the joints with both centrifugal compressor impeller and the disk of the
generator turbine. The bolts of the joint with the centrifugal compressor impeller are uniformly
tightened and their nuts are located inside the shaft in the place of increased diameter.
On the outer surface of the main shaft, there are the edges of labyrinth seals. The long
labyrinth seals the compartment of the inner flame tube from the space of the generator
turbine disk while the other labyrinths seal the compartment of the combustion chamber from
the space behind the impeller of the centrifugal compressor. The amount of air which passes
through the first labyrinth is directed through the main shaft openings and the through its
inside to cool the generator turbine. The main shaft flange is especially adapted for the
passage of cooling air.
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ENGINE MOUNTING SYSTEM
On the casing of the centrifugal compressor, engine mounts are fastened to three supporting
pads by means of screws and nuts. The mounts are made of light-alloy forgings. Mounting
pins supported by vulcanised rubber blocks connect the engine to the mounting ring of the
engine mounting system. The rubber blocks are efficient dampers of engine vibration that
would otherwise be transmitted to the airframe.
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ENGINE MOUNTING SYSTEM
TROUBLE SHOOTING
Con.
Ascertained defect Probable cause Manner of repair
No.
1. Strongly cracked surface of Material fault Change by a new one

the rubber part of the
mount
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72.33.00
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THE MOUNTING SYSTEM
SERVICING
Inspections of the engine mounts in the course of operation are performed at intervals shown
in the Airplane Maintenance Instructions. Inspection procedures are described in the
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72.33.00
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M601E On pages
M601E-21
401 to 403

(Manhours)
M601-907.9 engine mounts - replacement
2.00
Replacement procedure is identical for all mounts. If it is necessary Refer to

to replace all engine mounts, the replacement must be performed Page 101
successively; only one mount may be removed from the engine at a
time.
Dismantling
1. Sling the engine by its front lifting eye on a hand-operated

crane or similar suitable equipment. The sling must be
strained so that the engine is not lifted up or it does not sink
down during the pin mounting.
Manually operated crane Pincers Split pin

2.5x22 ČSN 02 1781.09
Screwdriver
Wrench s=17 mm
of stainless steel 17 246.4 -
Adapter
1.5 m
s=14 mm M601-9018.9
Torque spanner OMK 10
Flat pliers
72.33.00
Page 401
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M601E On pages
M601E-21
401 to 403

(Manhours)
2.00
NOTE: A mount may also be replaced without using a lifting

equipment provided you ensure proper position of the
engine required for installing the pin.
2. Using wrench s=17 mm, loosen the crown nut of the

mounting pin Dwg. No. M601.91-449.5 and with draw the pin.
3. Using the torque spanner and adapter s=14 mm, loosen

4 nuts of the mounts housing and remove the mount off the
engine.
Mounting
1. Slip the mount Dwg. No. M601.91-974 with its seating base
perfectly cleaned on the insulating shim and on four studs in
the mounting pad.
2. Slip 4 washers LN 5132 on studs, screw on 4 nuts LN 5409

and tighten them using a torque spanner with adapter;
fastening torque 25 ± 1.5 Nm as prescribed in the installation
drawing.
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M601E On pages
M601E-21
401 to 403

(Manhours)
2.00
3. Secure the nuts using binding wire.
4. Check visually proper position of the hole for the mounting pin
on the engine mounting ring and of the hole in the mount. If
not aligned, turn the engine carefully, using the lifting
equipment, in the required direction.
5. Slip the pin into the mount, slip the washer on and tighten the
nut by the prescribed torque 58.84 to 63.74 Nm (6.0 to
6.5 kpm) by torque spanner OMK 10, adapter s=17 mm,
included in the aircraft tool kit.
6. Secure the nut by a split pin.
72.33.00
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72.33.00
Page 404
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M601E On pages
M601E-21
601 to 602

(Manhours)
The M601 - 907.9 engine mounts
- inspection of the rubber blocks 0.25
1. Inspect visually the mount shock absorbers without dismantling. Refer to

Page 101
Check the condition of the rubber blocks - see Fig. 601. Inspect
for cracks or swelling. A rubber ring visible along the periphery
of the holes in of the mount housing (area A) represents no fault.
Fig. 601
Torch or portable lamp Clean cloth
72.33.00
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72.33.00
Page 602
Jul 1, 2003
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72.40
COMBUSTION CHAMBER
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RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

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Section - Section -
point point
72.40 „Record of
2 Jul 1, 2003
72.40 „Review of
2 Blank Jul 1, 2003
72.40 „Contents“ 1 Jul 1, 2003

2 Blank Jul 1, 2003
72.40.00 1 Jul 1, 2003

2 Jul 1, 2003
72.41.00 1 Jul 1, 2003

2 Jul 1, 2003
601 Jul 1, 2003

602 Jul 1, 2003
72.42.00 1 Jul 1, 2003

2 Jul 1, 2003
72.43.00 1 Jul 1, 2003

2 Blank Jul 1, 2003

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CONTENTS
72.40.00 COMBUSTION CHAMBER

72.41.00 FLAME TUBE
- Detailed visual inspection of the combustion chamber flame tubes using
endoscope
72.42.00 FUEL SUPPLY
72.43.00 SEALS AND SHIELD
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COMBUSTION CHAMBER
In the combustion chamber, which is located in the engine middle part, thermal energy is
released due to fuel burning. Thermal energy is then converted in the turbine in mechanical
work. The combustion chamber is of annular shape with reverse flow arrangement; this
results from the engine concept. It is characterized by small axial depth and enables
utilization of the space in radial direction demarcated by the dimension of the compressor.
The combustion chamber consists of the following parts:

- flame tube composed by the outer and inner parts,
- fuel supply,
- seals and shield.
Longitudinal section of the combustion chamber is shown in Fig. 1.
Air is supplied to the combustion chamber approximately in axial direction. Air enters the
inner compartment of the flame tube directly through the set of slots and holes made in the
flame tube wall. Another part of air, which also takes part in combustion of fuel, flows in the
flame tube through the hollows in the turbine nozzle guide vanes and through the holes in the
inner liner.
Fuel is fed by the fuel manifold to the fuel distributor from which it is sprayed by 4 nozzles
into a rotating ring that provides for atomisation of fuel and so for proper burning.
Combustion takes place in a space above the spray ring. This space is demarcated by the
radial walls of the outer and inner flame tubes. Secondary combustion and further mixing
with air takes place after the gas flow has been bent into axial direction.
Air leakage from the combustion chamber in the direction towards the compressor and
generator turbine is limited by labyrinth seals.
To prevent the compressor rear wall from warning caused by the thermal radiation and thus,
from its possible deformation, a shield made of metal sheet is inserted between the vertical
wall of the outer flame tube and the compressor. The shield, together with the fuel distributor
is fastened to the rear wall of the compressor.
Draining of fuel residues from the combustion chamber, that can occur, is described in section
73.
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COMBUSTION CHAMBER - LONGITUDINAL SECTION

Fig. 1
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FLAME TUBE
Fuel combustion, i.e. the process of heat release, takes place in the flame tube in the course
of fuel oxidation by air oxygen. Proper conditions are created through perfect atomisation of
the fuel fed by the spray ring and through appropriate air supply through the set of holes in
the outer and inner flame tubes. Air is supplied both into the primary zone in the space above
the spray ring and into the dilution zone in front of the generator turbine nozzle guide vane
ring.
The configuration of the inner flame tube and the arrangement of its holes - these are the
main factors for creation and stabilization of the reverse swirl in the primary zone of burning
which is required for safe function of the combustion chamber at all conditions that may
come into consideration in the course of engine operation. Stabilization of the process of
combustion is aided by the system of rectangular slots in the vertical wall of the outer flame
tube. Penetrating of combustion products or flame streaking from the primary zone above the
spray ring is prevented by sealing edges found on the inner as well as outer flame tubes
against the rotating fuel spray ring.
Fuel burning is completed in front of the plane of stub tubes inside the outer flame tube
through which the major amount of dilution air is being supplied into the middle of flow of hot
combustion products. The required temperature distribution at the generator turbine nozzle
guide vane ring entry is being ensured by the combustion chamber design.
All parts of the flame tube are made of refractory material.
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Outer flame tube
The outer flame tube forms the outer part of the combustion compartment. The front wall is
fitted with radial rectangular slots through which air flows into the zone of combustion above
the spray ring. Downstream the bend of the outer flame tube to the axial direction, there are
two holes for flame streaking from torch igniters into the combustion chamber. Further on, in
the direction towards the turbine, the outer flame tube features air supply holes for secondary
fuel burning and, further downstream, there is a system of riveted stub tubes for supply of
cooling air. Another amount of cooling air enters the inner compartment of the flame tube
through the holes found at the end of the outer flame tube.
At the front partition, the outer flame tube is fitted by means of centering shoulder and
peripheral recesses to the body of the fuel distributor by bayonet joint. On the other end, the
outer flame tube is centered on the centering shoulder and, at the same time, it is prevented
from turning by means of its cutouts that are axially slipped on 10 lugs of the generator
turbine nozzle guide vane ring. The entire outer flame tube is welded, with the exception of
the riveted stub tubes.
Inner flame tube
The inner flame tube forms the inner part of the combustion chamber. The skewed front wall
of the flame tube features large number of circular holes of various diameters through which
air flows to the primary zone above the spray ring. The metal sheet shell of the inner flame
tube is welded onto a cylindrical bushing which is on one half of its length provided in its
inside by soft lining. The lining forms, together with the rotating edges of the generator rotor,
a labyrinth seal.
On the other end of the cylindrical bushing a set of holes is provided. Through these holes air
flows from the inner compartment of the flame tube to the space in front of the seal. The
cylindrical bushing is a supporting part of the inner flame tube; it is fastened by a flange to
the generator turbine nozzle guide vane ring.
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M601E On pages
M601E-21
601 to 602

(Manhours)
Detailed visual inspection of the combustion chamber
flame tubes using endoscope
1. Remove torch igniter (refer to 74.30.00 TORCH IGNITERS –

Replacement of the M601-208.9 igniters).
2. Using endoscope inspect and evaluate condition of the inner
flame tube as shown below.
Further engine operation can be allowed acc. to Tables 601,
602 and Fig. 601.
3. After inspection install the torch igniter (refer to 74-30-00
TORCH IGNITERS - Replacement of the M601-208.9
igniters).
INNER FLAME TUBE – CRACK AREA LOCATION

Fig. 601
Endoskop Olympus
72.41.00
Page 601
Jul 1, 2003
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M601E On pages
M601E-21
601 to 602

(Manhours)
Detailed visual inspection of the combustion chamber
flame tubes using endoscope
Length of the crack Acceptable duration

of operation
0 to 50 mm 300 hrs
51 to 80 mm 200 hrs
81 to 120 mm 100 hrs
CRACKS ALONG THE WELD - LOCATIONS I AND II

Table 601
Crack description Acceptable duration

of operation
Cracks form closed circumference 0 hr

through holes of the partition
Crack between two holes 300 hrs

- up to 5 locations
Crack through three holes 200 hrs

- up to 3 locations
Crack through four holes 100 hrs

- 1 location
Crack through more than four holes 0 hr
Combined number and length of cracks allow shorter time of

operation.
CRACKS ON THE FACE PARTITION - LOCATION III

Table 602
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FUEL SUPPLY
Fuel is delivered through the fuel manifold to an annular cavity in the fuel distributor that
serves as a plenum chamber. From here fuel is fed to four fuel nozzles and injected at an
acute angle on the spray ring inner surface.
By this inner surface of the rotating spray ring, fuel is carried away and due to centrifugal
force is pushed into the radial holes drilled in the ring periphery. Fuel, when passed through
the holes, is atomised in a very fine mist that tends to form a perfect mixture with the
entrained air.
Fuel manifold
The fuel manifold passes through a bush fastened and sealed in the tubular part of the
centrifugal compressor casing. To prevent leakage of compressed air from the combustion
chamber, the manifold is sealed by rubber „O“ rings. The manifold is led to the fuel distributor
along the front vertical wall of the outer flame tube and is fastened to the fuel distributor by a
union nut.
Connection to the airframe fuel installation is ensured on the outer side of the engine. Easy
access and reliable inspection of the joint tightness is so enabled. The manifold is welded of
stainless material.
Fuel distributor
The fuel distributor fits - by its shoulder and segment-shaped lugs - the smaller ring of the
outer flame tube and so fixes its position in axial direction. In the shoulder, there is a set of
horizontal holes that feed air to the compartment at the spray ring entry. The fuel distributor
together with the flame tube shield and the body of the seal is fastened by screw to the
centrifugal compressor rear wall. By its small diameter forms a double-strip labyrinth seal that
limits the supply of air to the inner part of the spray ring. In the fuel distributor body in front of
the flange, there is a set of radial holes that enable the passage of air to the doubled
labyrinth seal behind the compressor. The fuel distributor is made of a stainless material.
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The spray ring
The spray ring ensures, through its rotation, atomising of the supplied fuel into a very fine
mist at any rating of engine operation. Fuel is fed to its inner part through approximately
tangentially adjusted nozzles of the fuel distributor and is forced, due to the centrifugal force,
into the holes in the outer surface of the ring. A certain amount of air is entrained together
with fuel. Air is fed into the inner space of the ring through a set of horizontal holes in the fuel
manifold shoulder. The ring is by means of the flat-thread screwed on the main shaft
connecting the compressor and the generator turbine. On the shaft, it is centered by means
of a split conical insert. The ring is made of refractory material.
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SEALS AND SHIELD
Seals
All seals are of the air-seal type, labyrinth layout. This type of seal is the most advantageous
for sealing of high-speed rotors at minimum losses. Air leakage from the combustion
chamber both in the direction to the turbine and to the compressor is minimized. In both
cases the edges are formed on the rotating shaft. The opposite stator parts are fitted with
soft linings made of heat resistant material. The lining material allows edges penetration into
the lining at great shaft displacement without their damage or without overheating.
The function of the labyrinth seal of the inner flame tube in front of the generator turbine has
already been described. The seal situated in the direction towards the compressor has two
parts. In between is the air bleed via the main shaft for generator turbine cooling. To prevent
disturbing of the airflow in the primary zone above the spray ring by the air supplied to the
seal, the air is supplied by means of a set of holes in the fuel distributor. Thus, seal is choked
mainly by the air drawn from the space behind the shield. The bush of the seal, fitted with
soft lining is centered by means of a flange and fastened to the centrifugal compressor rear
wall, together with the fuel distributor and the shield.
Shield
The shield of the combustion chamber protects the centrifugal compressor rear wall from the
heat radiation effects of the outer flame tube. The shield is slid on the fuel manifold and
fastened on its fastening bolts with a gap enabling supply of air for choking the doubled
labyrinth seal.
The shield is made of stainless steel sheet stiffened by pressed-in fins. A recess with an
opening for the fuel manifold to the fuel distributor is provided.
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72.43.00
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72.50
TURBINES
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RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

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MAINTENANCE MANUAL
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

Page 2
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Section - Section -
point point
72.50 „Record of
2 Jul 1, 2003
72.50 „Review of
2 Blank Jul 1, 2003
72.50 „Contents“ 1 Jul 1, 2003

2 Blank Jul 1, 2003
72.50.00 1 Jul 1, 2003

2 Jul 1, 2003
72.51.00 1 Jul 1, 2003

2 Jul 1, 2003
601 Jul 1, 2003

602 Jul 1, 2003
72.52.00 1 Jul 1, 2003

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

602 Blank Jul 1, 2003
72.53.00 1 Jul 1, 2003

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

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CONTENTS
72.50.00 TURBINES
72.51.00 GENERATOR TURBINE
- Detailed inspection of gas generator turbine nozzle guide vane ring using
endoscope
- Inspection of gas generator turbine rotor blades using endoscope
72.52.00 POWER TURBINE
- Detailed visual inspection of power turbine rotor blades using endoscope
72.53.00 COOLING AND TEMPERATURE MEASUREMENT
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TURBINES
Generator turbine is a part of the generator rotor. The power turbine is connected via the
connecting shaft and the reduction gearbox to the propeller shaft. The sense of rotation of
both turbine rotors is counterclockwise (viewed in the direction of the gas flow). The
generator rotor roller bearing is located between both turbines. Force transmission from this
support is effected via the power turbine nozzle guide vane ring.
Power turbine is overhung on a shaft supported in two bearings. Force transmission of this
arrangement is effected via the supporting cone of the outlet channel to the joint of outlet
liner with the reduction gearbox.
The turbines and other parts located in between the turbines are cooled by air from the
compressor assembly. This air is also used for balancing the generator rotor thrust and for
sealing the bearings against oil leakage.
The bearings are lubricated and cooled by pressure oil sprayed onto their inner rings. From
the bearings, oil is scavenged via the cooler to the oil tank.
At the generator turbine outlet, there are 9 group-connected thermocouples for interturbine
temperature monitoring.
The layout of the turbine assembly is shown in Fig. 1.
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TURBINES - LONGITUDINAL SECTION

Fig. 1
72.50.00
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GENERATOR TURBINE
The generator turbine consists of the stator formed by the nozzle guide vane ring, and the
rotor that consists of the bladed disk and of the rear shaft with a bearing.
The nozzle guide vane ring of the generator turbine consist of an integral cast part that forms
an inner and outer shell with 23 cast blades; turbine casing, inner baffle and thrust ring.
The guide vanes feature on the pressure side of the blade profile openings for cooling the
trailing edge.
The turbine casing is formed by the conical part of the casting projecting in a flange with a
bearing lug. The linkage to the nozzle guide vane ring of the power turbine ensure 18 screws
pressed into the flange of the generator turbine casing. The inner baffle is of complex
configuration and has a flange for mounting the inner flame tube.
The thrust ring is vacuum brazed to the outer shell of the casting and its periphery features
ten lugs for attachment the outer flame tube.
The generator turbine rotor itself consists of a disk and rotor blades secured by means of
hollow securing rivets enabling axial fastening of the blades. The blades are mounted
according to their weight so that the minimum possible initial unbalance of the rotor will be
achieved.
The disk of the generator turbine is made of forged heat-resistant alloy and has a central
opening that provides for the passage of cooling air. On both sides of the disk, there are
centering shoulders; above them are eight through-holes for bolts. On the compressor side,
there is a shoulder that serves for inspection of permanent deformation. The blades are
fastened to the disk rim by skewed three-edge fir-tree serrations.
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Generator turbine rotor blades are precision cast. For fastening in the disk, they are fitted
with three-tooth fir-tree roots extended into a short neck above which there is a base forming
a part of the gas channel. The rear part of the shaft is made of stainless steel. The front part
of the shaft is extended into a thin disk that serves for reducing the generator rotor thrust. On
the periphery of the disk there is a labyrinth seal. Behind the disk is a spiral oil seal and,
further a splined cylindrical pin for supporting the inner ring of the bearing. The inner bearing
ring is clamped by a ring nut secured by a dish-shaped lock of sheet metal. The rear shaft,
together with the rotor, is fastened to the compressor shaft by the eight bolts with special
nuts secured by safety locks of sheet metal. The bolts have shaped centering shoulders to
provide for cooling air passage. Between the bolt holes in the rear shaft, there are threaded
holes for balancing plugs.
72.51.00
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M601E On pages
M601E-21
601

(Manhours)
Detailed inspection of gas generator turbine
nozzle guide vane ring using endoscope
1. Remove one torch igniter (ref. 74.30.00 TORCH IGNITERS –

Replacement of the M601-208.9 igniters).
2. Using endoscope check and evaluate condition of vanes in

the nozzle guide ring.
Acceptable damages to vanes and shrouds of the nozzle

guide vane ring are nicks and pits of max. 0.5 mm depth and
area of max. 2 mm2. The heat corrosion of alitized layer or
cracking of this layer that is visible at endoscope inspection is
not acceptable. The layer of foreign material on vanes and
shrouds coming from unwanted Shoop process is acceptable
as far as it is fluently joined to the vane profile.
3. After endoscope inspection has been finished install the torch

igniter again.
Olympus endoscope
72.51.00
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WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
602

(Manhours)
Inspection of gas generator turbine rotor blades
using endoscope
1. After torch igniter removal and endoscope inspection of

nozzle guide vane ring have been finished check and
evaluate the condition of gas generator turbine rotor blades.
At inspection of individual blades use the manual turning of
gas generator rotor by means of the ratchet spanner.
NOTE: At manual turning of the rotor prevent from contact of

the endoscope head with the gas generator turbine
rotor blades.
Acceptable damages to the turbine rotor blades:
- Mechanical damage and deformations of depth of 0.5 mm

and area of max. 3 mm2 without sharp edges or cracks in
the area of blade leading edge in 1/3 of blade length from
the blade top.
- Mechanical damage of blade, as break, bend or crack on

any part of the blade is not acceptable.
2. After endoscope inspection has been finished install the torch

igniter again.
Olympus endoscope
72.51.00
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POWER TURBINE
The power turbine consists of the stator that includes, first of all, a nozzle guide vane ring
with bearings supporting system, and of the rotor.
The nozzle guide vane ring of the power turbine is made of refractory material and consists
of an inner and outer shell, nineteen guide vanes, power turbine casing, middle flange and a
conical wall with outer flange.
On the outer shell, there are nine bushings for thermocouples of the interturbine temperature
measuring device. Resistance-welded on the inner shell are the inner baffle with a generator
rotor bearing fastening flange and the shielding sheets. Other parts, with the exception of
guide vanes, are fusion-welded together. Guide vanes are made of metal sheet and
resistance-welded at trailing edges and brazed onto the shells.
The turbine casing has a cylindrical inner working surface. On the outer surface of the
casing, there are three stiffening ribs; two of which serve for mounting the sealing ring.
A groove is milled in the face of the middle flange. The gas generator turbine nozzle guide
vane ring boss is seated in this groove. Above the groove there are the holes for connecting
bolts.
To the middle flange, a sheet-metal conical wall with a flange for fastening on the outer
supporting engine casing is welded.
Centered on the flange of the inner wall are the seal bush and the rear generator bearing
housing. The seal bush forms a smooth part of the air and oil seals. Between them, there is a
set of holes coinciding with the holes in the inner flange for cooling airflow. The bearing outer
ring is installed in the rear bearing housing. The outer ring is secured by a retainer ring.
The bearing housing is closed by a cover fastened on the studs of the seal. Mounted on the
cover there are the pipes for oil supply and return. All joints which come into contact with oil
are sealed with special cement. The connection of oil pipes to the outer oil installation is
ensured by a union nut and a supporting ring. The tightness of the joint is secured by a cone
formed by an expanded end of a pipe.
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The pipe of oil supply has on its outlet a brazed-on union for its connection to the housing
cover. A brass nozzle is screwed on into the union so that the joint between the flange and
the cover will be not exposed to the internal pressure in the oil system.
The oil return pipe has a simple connecting flange brazed on its outlet end.
Both oil pipes pass through the hollows in the vanes of the power turbine nozzle guide vane
ring and are shaped so that safe distance between their surface and the parts through which
they pass will be provided.
Similarly as the oil pipes, the cooling air supply pipe is also passed to the space between the
turbines. This pipe reaches with its free end above the cover of the oil compartment. The
flange of the air pipe is so designed as to define the amount of the air supplied.
The inner space of the power turbine nozzle guide vane ring is separated from the power
turbine rotor by a deflector that is fastened by 12 bolts on its periphery. The deflector
features openings for the cooling air passage to the power turbine disk.
The space behind the power turbine rotor is separated from the space under the outlet
channel shell by a piston ring made of stainless steel.
The power turbine rotor itself consists of a disk, twenty-eight pairs of rotor blades and their
locks.
The disk is made of refractory material. Twenty-eight skewed symmetrical serrations are
made in the rim for blades fastening. Under the rim, from its front side, there is a shoulder for
inspection of permanent deformation. Around the centre of the disk, from its front side, there
is a shoulder for balancing and mounting. From the disk rear side, there is a massive
shoulder for centering on the shaft. Rotor blades are mounted in pairs in one fastening
serration. The total number of blades is fifty-six.
The blades feature a single sided three-tooth fir-tree root that turns into neck and lower base.
The blade terminates on its periphery by a shroud with two edges. Contact surfaces between
individual pairs are provided with hard metal. A sheet-metal lock provides for securing the
blade pair in the disk serration.
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The power turbine shaft is connected to the disk by eight bolts and special nuts secured by
dish-shaped sheet locks. The shaft is made of forged heat treated steel. On the side of its
connection to the power turbine disk, it is extended into a flange fitted on its outer periphery
with the edges of the labyrinth seal. The shaft is supported in two antifriction bearings. Thrust
of the power turbine rotor is taken by a ball bearing with a split inner ring. Located at the
flange, the roller bearing allows for thermal axial expansion of the shaft and of the stator. The
bearings are secured on the shaft by means of ring nuts secured by special locks. In the
shaft cavity, there is involute splining to provide for torque transmission by means of the input
shaft to the reduction gearbox.
The bearing housing is formed by a thin-walled bushing that holds outer bearing rings. The
outer ring of the roller bearing is secured by a special lock. The outer ring of the ball bearing
is fastened by means of a hollow ring bolt and secured by a special lock. Oil for the
lubrication of bearings is supplied from the reduction gearbox through forked pipe with
nozzles.
Sealing of the oil compartment around the rotating shaft is ensured by doubled labyrinth seal.
The seal and the bearing bushes are mounted on a common flange to the supporting cone of
the outlet channel. Oil return from the inner compartment of the roller bearing is secured by a
shaped pipe via the reduction gearbox casing.
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72.52.00
Page 4
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M601E On pages
M601E-21
601

(Manhours)
Detailed visual inspection of power turbine rotor blades
using endoscope
1. Remove one exhaust nozzle.
NOTE: Fasten the insert to the exhaust flange with two

bolts. Do not tighten them.
2. Using endoscope inspect blades of the power turbine.
Acceptable damages to blades:
a) Peripheral rubbing of both shroud strips is permitted.
b) Slight bends of both leading and trailing edges and shroud

strips are permitted.
Both break of the shroud strips and bends greater than 0.4
mm are not acceptable.
c) Mechanical damages, i.e. nicks and pits on the airfoil as

follows:
- size of max. 0.3 mm and depth of max. 0.1 mm in the

area of 5 mm under shroud
- size of max. 1.5 mm and depth of max. 0.3 mm in the

remaining area of the airfoil
3. After inspection and record completing install the exhaust

nozzle.
Olympus endoscope
72.52.00
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72.52.00
Page 602
Jul 1, 2003
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COOLING AND TEMPERATURE MEASUREMENT
Turbine cooling
The air supplied from the compressor is used for turbine cooling. The generator turbine
nozzle guide vane ring is cooled by air passing through the hollow guide vanes to the inner
flame tube. A certain amount of this air is bled through the holes in the blade pressure side
for cooling the guide vane trailing edges.
Air passing through the seal between the bush of the inner flame tube and the compressor
shaft cools the front face of the generator turbine disk and the rotor blades roots. Air flowing
from inside of the compressor shaft is divided, in front of the disk of the generator turbine,
into two streams. The one passes through the disk central opening, cools the disk inner
surface and leaves through the slots in the rear shaft flange to the space behind the disk.
The other stream is directed around the connecting bolts, cools this joint and joins the first
stream behind the rear shaft flange. Here, air cools the rear side of the generator turbine disk
and reduces the generator rotor thrust. A certain amount of this air passes through the
labyrinth seal of the rear shaft and the rest joins the gas flow at the generator turbine outlet.
Air passing through the labyrinth seal is directed through the holes above the flange of the
inner baffle of the power turbine nozzle guide vane ring, which it cools in space between the
turbines. Here, it is mixed with the air bled behind the second stage of the axial compressor,
cools outer surfaces of the bearing space and is fed, through the holes in the deflector, for
cooling the power turbine disk front face. A small amount of air is fed through the hollow
vanes of the power turbine nozzle guide vane ring under the outlet channel cover.
The rear side of the power turbine disk is cooled by the air bled behind the axial compressor,
too. This air is also used for sealing the labyrinth seal of the roller bearing of the power
turbine.
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Interturbine temperature measurement
Nine termocouples are used for temperature measurement in the stream of hot gas. They
are mounted by screws on the outlet channel cover. The termocouples are coupled by a
wiring that is a part of the engine installation.
Description of termocouple is presented in section 77. The location of termocouples is shown

in Fig. 1.
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1 - thermocouple
3 - bus line
THERMOCOUPLES BETWEEN TURBINES

Fig. 1
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Legend:
1 - shielded thermocouple
2 - bush
3 - mounting flange
4 - terminals
5 - sealing bushing
THERMOCOUPLES BETWEEN TURBINES

Fig. 1 – continued
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72.60
ACCESSORY GEARBOX
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RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

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Section - Section -
point point
72.60 „Record of 72.62.00 1 Jul 1, 2003

2 Jul 1, 2003 3 Jul 1, 2003
4 Blank Jul 1, 2003
72.60 „Review of
72.60 „Contents“ 1 Jul 1, 2003 801 Jul 1, 2003

2 Blank Jul 1, 2003 802 Jul 1, 2003
803 Jul 1, 2003
72.60.00 1 Jul 1, 2003 804 Jul 1, 2003
2 Jul 1, 2003 805 Jul 1, 2003
806 Jul 1, 2003
101 Jul 1, 2003 807 Jul 1, 2003
201 Jul 1, 2003 72.63.00 1 Jul 1, 2003

202 Blank Jul 1, 2003 2 Jul 1, 2003
401 Jul 1, 2003 72.63.10 1 Jul 1, 2003

402 Blank Jul 1, 2003 2 Jul 1, 2003
3 Jul 1, 2003
72.61.00 1 Jul 1, 2003 4 Blank Jul 1, 2003
2 Jul 1, 2003
3 Jul 1, 2003 72.63.20 1 Jul 1, 2003

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CONTENTS
72.60.00 ACCESSORY GEARBOX

- Troubleshooting
- Servicing
- Generator turbine speed transmitter - replacement
72.61.00 ACCESSORY GEARBOX ITSELF
72.62.00 DRIVE OF ACCESSORIES
- Troubleshooting
- Replacement of shaft packing rings of the starter-generator drive, hydraulic
pump drive, alternator gearbox drive and of the gas generator rotor and
propeller speed transmitters drive
72.63.00 THE ACCESSORY GEARBOX OIL SYSTEM
72.63.10 OIL TANK
72.63.20 OIL SYSTEM DE-AERATION
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ACCESSORY GEARBOX
The accessory gearbox serves for mounting and driving of engine and airframe accessories.
At the same time, it serves as an integral oil tank of the engine including the pumps and
other accessories of the oil system. It is located at the rear end of the engine behind the
baffle in the air duct at the compressor intake. It is well arranged and provides easy access
to the instruments.
The accessory gearbox is mounted to the compressor intake casing by a circular flange with
stud bolts and nuts.
The accessory gearbox is of an essentially cylindrical shape and its axis coincides with the
extended axis of the engine. The casing is open on its side adjacent to the compressor
casing and closed on the rear side. Thus, the casing in its inner compartment provides space
for the oil tank and driving gears. Inner capacity of the oil tank is increased thanks to the fact
that the lower part of the accessory gearbox is extended to a larger radius. On the rear face
accessories are mounted that are necessary for engine and aircraft operation and need
external drive. These are: the starter-generator, the hydraulic pump, the fuel pump, the fuel
control unit, the generator speed transmitter and an alternator including its gearbox. The
latter drive can be used also for gas generator rotor manual turning.
The drive is derived from the generator shaft and transmitted to the gears in the accessory
gearbox rear part by means of a quill-shaft.
Individual devices are driven permanently by spur gears. The driving shafts are supported by
antifriction bearings.
Mounted on the outer surface of the accessory gearbox are the accessories and devices for
monitoring, control and proper operation of the entire oil installation, i.e. the oil tank filler, oil
level gauge, oil temperature transmitter, pipe union for oil pressure measurement, magnetic
plugs, etc.
Longitudinal section of the accessory gearbox is presented in Fig. 1.
The casing consists of the following assemblies and units:

- the casing itself;
- the gear train;
- the oil system.
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ACCESSORY GEARBOX - LONGITUDINAL SECTION

Fig. 1
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ACCESSORY GEARBOX
TROUBLESHOOTING
When detecting a fault of an engine under warranty, call the manufacturer′s service
department. For elimination of faults at engines after warranty period contact organization
authorized to engine technical services.
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ACCESSORY GEARBOX
SERVICING
Procedures of inspection, replacement of accessories - if any - are described in the pertinent

sections as follows:
- fuel devices ..................... 73
- oil system ..................... 79
- ignition devices ..................... 80
- starter-generator ..................... 80
- manual turning ..................... 72
- alternator (airframe accessory) ..................... „Airplane Maintenance Manual“
As an exception, procedure for replacement of the generator turbine speed transmitter is

described in the following page.
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72.60.00
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M601E On pages
M601E-21
401

(Manhours)
Generator turbine speed transmitter - replacement
0.50
Replace the generator turbine speed transmitter in the same way See
as the propeller speed transmitter - see section 72.10.00, pages page 101
401 to 403.
For mounting the generator turbine speed transmitter fastening

nuts use special spanner No. M601-9015 or suitable spanner
s=9 mm.
Special spanner M601-9015
Spanner s = 9 mm
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72.60.00
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ACCESSORY GEARBOX ITSELF
The accessory gearbox casing is a casting of cylindrical configuration, with its horizontal axis
coinciding with the engine axis and its lower part extended. Along the periphery of its open
face, the casing is fastened by means of stud bolts and nuts to the compressor intake casing.
On the other face, there are the pads and drives for engine and airframe accessories.
The casing of the accessory gearbox forms in its inner compartment an oil tank. Only in the
rear part of the casing, separated by a circular cover, there is a housing for accessory drive
and gears.
The oil tank is located in the lower enlarged part of the casing and under the compartment of
the driving gears. The cover is fastened by means of screws on the lugs that are located on
the inner face of the casing in between the gear wheels.
The accessory gearbox casing is a magnesium alloy casting as well as the inner cover. With
exception of machined surfaces, the outer surface of the casing is painted with baking
enamel.
On the outer face of the accessory gearbox casing there are the pads with accessory drives
and a pad for alternator gearbox. The casing houses also the oil temperature transmitter,
elements for the adjustment of air pressure in the oil tank as well as an electromagnetic
signaller of metal chips in the oil drained from the accessory gearbox.
Along the periphery outside the accessory gearbox casing, on the left-hand side when
viewed in the direction of flight, there is a sump with a cap for filling the oil tank, the oil level
dipstick and the cover of the main oil filter.
Above the sump, there is a pad for mounting the minimum oil pressure transmitter and pad
for the engine oil system de-aeration. Above the engine centreline there is a lug for the rear
lifting eye and a vibration transmitter.
On the left-hand side, under the sump, there is an engine name plate (see subsection
72.02.00, Fig. 3).
On the upper right-hand side, there are lugs for fixing of kinematic linkage of engine control.
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On the lower part of periphery outside, there are lugs for mounting a bracket with the ignition
set, a pipe union with a strainer in the oil manifold to the feathering pump, a magnetic plug of
the oil tank, a strainer in the return part of the oil system from the generator turbine bearing
to the scavenge pump, and a pad for the minimum oil level signaller. The layout of
accessories and the location of the above devices on the accessory gearbox are shown in
Fig. 1.
On the outer surface of the casing, there are two levelling points in the horizontal axis and
one levelling point in the engine vertical axis in the bottom for proper positioning of the
engine in the engine nacelle. The levelling points are marked red.
Inside the accessory gearbox, on the inner side of the cover that separates the oil tank from
the gearing compartment, oil pumps and bodies of the de-aerating devices of the oil system
are mounted.
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Legend:
1 - Starter-generator 14 - Engine controls

2 - Hydraulic pump 16 - Strainer of return oil from GT
3 - Fuel pump 17 - Electromagnetic chip signaller
4 - Fuel control unit 18 - Strainer at the feathering pump inlet screw
union
5 - Speed transmitter 19 - Pipe union for the oil pressure transmitter
6 - Alternator gearbox 20 - Oil feeding union from the engine to the cooler
7 - Oil temperature transmitter 21 - Oil return union from the cooler to the engine
9 - Oil filter cover 22 - Screw of adjustment of air pressure in the
accessory gearbox
10 - Ignition set 23 - Air pressure tap at the accessory gearbox
(for ground testing only)
11 - Lifting eye 24 - Magnetic plug in the oil tank
(valve for oil draining from the tank)
12 - Engine name plate 25 - Minimum oil level transmitter
13 - Minimum oil pressure transmitter 26 - Blinding plug
LAYOUT OF ACCESSORIES ON THE ACCESSORY GEARBOX

Fig. 1
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DRIVES OF ACCESSORIES
DESCRIPTION AND OPERATIONS
Accessories necessary for engine running and monitoring are located on the rear face of the
accessory gearbox. The centre lines of all these devices are parallel to the engine axis.
The drive of accessories is derived from the generator rotor. The gearings located in the rear
compartment of the accessory gearbox are driven by a quill-shaft. This shaft passes through
a channel connecting the compressor intake duct to the gearing compartment. The
connecting channel passes through the centre of the oil tank. The gears are completely of
spur gearing type. Schematic diagram of the gear train is presented in Fig. 1.
Drives are provided for the following accessories:

- starter-generator
- hydraulic pump
- fuel pump
- fuel control unit
- generator speed transmitter
- alternator - including its gearbox
In the oil tank, on the inner side of the gearing, there is a scavenge oil pump, fitted to the
drive of the generator speed transmitter. On the drive of the alternator gearbox, there is
located the pressure pump of the engine oil system. After having removed a cover from the
alternator fastening pad, the drive can be used for manual turning by the generator rotor by
means of a turning ratchet.
The gearing housing itself is located inside the accessory gearbox casing. It is separated
from the oil tank from the inner side by a circular cover sealed along its periphery by a rubber
„O“ ring. The cover is mounted on the inner side of the accessory gearbox casing to the
several lugs located in the spaces between the gears. Due to this arrangement, the cover is
also set in the prescribed position with respect to the accessory gearbox casing.
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Tooth faces are all casehardened; mostly they are ground. The gears driving the starter
generator are made of two pieces. Other gears and double-gears are made of one piece.
All gears are supported in antifriction bearings of standard dimensions. Between the bearings
and the accessory gearbox casing or the cover the bushes are secured against turning.
Rotating shafts of the drives are sealed by shaft packing rings made of fluoro-carbon rubber.
Flanges and bushes are packed by rubber „O“ rings of fluoro-carbon rubber, flat packing or a
special sealing paste, if need be.
Gear wheels as well as bearings are mostly lubricated by oil mist. Pressure oil is fed through
nozzles only to the bearings and to engaging teeth of the high-speed pinion and the driving
gear of the starter-generator as well as to the shaft packing rings on the shafts of the starter-
generator drive, hydraulic pump drive and the alternator gearbox drive.
The driving shafts are fitted with bearing surfaces for torque transmission (slots, squares).
They are made of heat treated steels. In addition, the splining on the starter-generator drive
is case-hardened to achieve longer service life.
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Legend:
1 − Drive from the gas generator shaft

2, 3 I − Starter-generator drive
4, 5 II − Hydraulic pump drive
6, 7 III − Fuel pump drive
8 IV − Fuel control unit drive
9 − Idle gear
10 V − Drive of the speed transmitter
11 VI − Drive of the alternator gearbox
12 − Scavenge oil pump
13 − Pressure oil pump
14 − Driving quill-shaft
15, 16 − Alternator drive
SCHEMATIC DIAGRAM OF THE GEAR TRAIN

Fig. 1
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DRIVES OF ACCESSORIES
TROUBLESHOOTING
Con. Established defect Probable reason Remedy

No.
Oil drops from a drive Shaft packing ring faulty. Replace the shaft packing
flange at a shaft packing ring according to
ring after one-hour technological instruction
operation. 72.62.00,
pages 801 to 807.
NOTE:
If surrounding surfaces
seem only to be greasy,
the shaft packing ring is not
considered faulty.
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72.62.00
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M601E On pages
M601E-21
801 to 807

(Manhours)
Replacement of shaft packing rings
of the starter-generator drive, hydraulic pump drive,
alternator gearbox drive and of the gas generator rotor
and propeller speed transmitters drive
1. Mounting the shaft packing rings - General.
1.1 Prior to their mounting, all packing rings should be visually

checked, with particular attention to:
a) quality of the sealing edge
b) tightening of the spring joint and seating of the spring in the

slot
c) possible damage due to handling or storing
d) outside diameter - dimension and quality
e) warranty validity
M601-9028.7 Remover Lock washers 5.2 LMN 3290
M601-9023.7, M601-9024.7 Drivers Lock washers 6.2 LMN 3290
M601-9025.7, -9026.7 and -9027.7 Mandrels Packing M601-5122.7
At engines manufactured after July 1, 1990: Lapping paper

M601-9030.6 Driver and M601-9029.6 Mandrel
Acetone
Beginning from September 1, 1997 the
Plastic grease Ciatim 221
individual mounting aids are replaced by new
(AeroShell Grease 15, 15A)
assembly Dwg. No. M601-509.5 for shaft
packing rings installation, that involves the Caulking compound Hylomar
mounting aids Dwg. No. M601-5010.5, -5011.5,
-5012.5, -5013.5, -5015.5, -5016.5, -5017.5 for
dia 12, 14, 20 and 22 mm.
With the exception of M601-9028.7, these aids

are delivered only on a special order in the
board tool set from January 1, 1991.
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M601E On pages
M601E-21
801 to 807

(Manhours)
1.2 Prior to mounting, it is necessary to check up the dimensions of

the hole into that the packing is to be mounted. The hole should
have chamfered edge with a radius to prevent rubber on the
packing periphery to be cut.
1.3 Prior to mounting, the shaft packing rings should be soaked in oil
approved for engine operation for at least 24 hours.
1.4 The shaft packing ring should be forced into the bush or casing
evenly along its periphery in order to avoid crossing and
damaging. When mounting the shaft into the packing ring in the
direction from the outer face of the packing ring the chamfered
edge on the shaft is sufficient. When mounting it from the opposite
side, it is necessary to use an auxiliary pin by means of that the
inner diameter of the packing ring (sealing edge) is extended up
to the shaft diameter. The shaft packing ring is then slid from the
auxiliary pin on the shaft. The bush, the auxiliary pin as well as the
shaft should be coated in the course of mounting with a thin layer
of plastic grease Ciatim 221 (AeroShell Grease 15, 15A). After the
mounting of packing rings has been completed, the entire
accessible surface of the shaft around the packing ring should be
coated with the same thin layer of plastic grease from the
accessible side. Take care that grease gets into the place of
contact of the packing ring with the shaft. In the case of the
double-edge packing, the space in between the edges should be
also filled up.
CAUTION: IF WASHING THE CASING WITH PETROL,
PETROL MUST NOT GET CLOSE TO THE
PACKING RING.
1.5 The dirty driving shaft must be cleaned with a lapping paper. All
sticking impurities must be removed. The movement of the
lapping paper on the shaft can be in the direction of shaft rotation
only - never move the paper on the shaft in the longitudinal
direction. After cleaning with the lapping paper the shaft is to be
cleaned with acetone. When the shaft is fully dry coat it with a thin
layer of plastic grease CIATIM 221 (AeroShell Grease 15,15A).
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M601E On pages
M601E-21
801 to 807

(Manhours)
2. Replacement of the packing ring of the starter-generator

drive
2.1 Remove the starter-generator in accordance with

technological instruction 80.11.00, page 401.
2.2 Unlock 4 lock washers on the packing ring bush bolts.

Remove bolts and using two force-off bolts pull out the
packing ring bush as well as packing ring from accessory
gearbox.
2.3 Drive out the packing ring from the bush (do not damage the
bush) through holes at a face of the bush. Use the M601-
9028.7 hook, if need be.
2.4 According to the procedure 1.1 to 1.5, force on a new

packing ring into clean bush (wash with acetone possible
remainders of the old Hylomar caulking compound, wash
contact surfaces of the bush at the accessory gearbox).
Clean the drive shaft with lapping paper and acetone, coat
the dried shaft with plastic grease Ciatim 221 (AeroShell
Grease 15, 15A).
2.5 Coat contact surfaces of the bush at the accessory gearbox,

the contact surface of the bush as well as a new M601-
5122.7 packing ring with the Hylomar caulking compound.
Slide the auxiliary pin on the drive shaft and beforehand
prepared bush with packing ring mount back to the
accessory gearbox. Remove auxiliary pin.
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M601E On pages
M601E-21
801 to 807

(Manhours)
2.6 Mount the starter generator according to technological

NOTE: An enlarged G 22/40/7 – FKM (dia 22 mm) instead of

former G 20/38/7 – FKM (dia 20 mm) shaft packing ring
is used at the starter-generator drive from July 1, 1990.
New aids for dia 22 mm are used for the replacement of
this shaft packing ring. Ref. page 801: Tools and
Fixtures.
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M601E On pages
M601E-21
801 to 807

(Manhours)
3. Replacement of the shaft packing ring of the hydraulic pump

drive
3.1 Using a socket wrench, loosen the connecting sleeve of the

hydraulic pump and remove the hydraulic pump.
3.2 Using the M601-9028.7 fixture, force off the packing ring.
Clean the drive shaft with lapping paper and acetone. Clean
also the bush from possible remainders of the old packing.
3.3 In order to improve the access to the shaft it is possible to

remove the spacer for hydraulic pump fastening when 4
bolts are removed.
3.4 Mount the packing ring according to procedure presented in

para 1.1 to 1.5, using presented aids.
3.5 Mount the spacer, tighten the bolts and lock it. Mount the
hydraulic pump and tighten the tightening sleeve.
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M601E On pages
M601E-21
801 to 807

(Manhours)
4. Replacement of the shaft packing ring of the alternator

gearbox drive
4.1 Using a socket wrench, loosen the connecting sleeve of the

alternator. Remove the alternator.
4.2 Unlock 4 nuts M5 and remove the M601-5015.6 bush of the

shaft packing ring by means of force-off bolts.
4.3 Remove shaft packing ring from the bush and mount a new
one according to the procedure 1.1 to 1.5 (page 801, 802).
4.4 Check packing ring LN-5359, mount the bush of the shaft
packing ring back to the box using auxiliary pin. Tighten the
bush of the shaft packing ring and lock 4 nuts.
4.5 Mount alternator, tighten the connecting sleeve of the

alternator.
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M601E On pages
M601E-21
801 to 807

(Manhours)
5. Replacement of the shaft packing rings of the speed

transmitters drive (located on the accessory gearbox and
the reduction gearbox)
5.1 Dismantle the speed transmitter in accordance with

technological instruction 72.10.00, page 401, 402.
5.2 Force off the packing ring using aid M601-9028.7. Clean the
drive shaft with lapping paper and acetone. The bush
should also be cleaned from possible remainders of the old
packing ring.
5.3 Mount the packing ring according to the procedure 1.1 to

1.5 using presented aids.
5.4 Mount the speed transmitter according to technological

instruction 72.10.00, page 402, 403.
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THE ACCESSORY GEARBOX OIL SYSTEM

The inner space of the accessory gearbox casing is divided into two independent
compartments.
Between the wall of the compressor casing and the cover of the accessory gearbox, there is
the compartment of the oil tank that represents a larger part of the inner space. The
arrangement is obvious from Fig. 1 in section 72.63.10.
The gears compartment is located between the outer wall of the accessory gearbox (item 8)
and the accessory gearbox (item 9). This compartment is connected, by means of a
connecting channel, to the compartment of the compressor shaft bearing that is located in
the centre of the intake casing wall. The compressor shaft bearing as well as the bearings of
the accessory gearbox casing are lubricated by means of nozzles. The compressor shaft
bearing is lubricated by two nozzles that feed lubricating oil directly into the ball bearing
cage. The gearing, i.e. gear wheels and bearings, is lubricated mostly by oil mist that results
from oil sprinkled by a nozzle into the gear mesh between the driving shaft of the generator
rotor and the driving shaft of the starter generator. Oil is supplied to the above nozzles via a
common protective strainer. The bearings of the central drive are lubricated by means of a
separate nozzle. The shaft packing of the drives of the starter generator and the hydraulic
pump are cooled by pressure oil fed by special nozzles.
Return oil runs down to a common sump in the casing of the accessory gearbox. To ensure
oil draining by gravity from the compressor shaft bearing under all permitted banks of the
engine, both shaft bearing compartments are connected, apart from the connecting channel,
also by means of a drain pipe leading to the lower part of the casing of the accessory
gearbox. From this compartment, common scavenging by one stage of the scavenge pump
is ensured.
The bearing and the gears of the alternator gearbox are lubricated by oil splashing. Oil is fed
by a nozzle to the cover of the case. Oil cools down the shaft packing ring of the alternator
drive and flows through a system of channels to the bearings and gears. From the gear
wheels compartment, oil returns through the bushing to the gearing part of the accessory
gearbox.
Oil circulation within the entire oil system is ensured by pumps located in the inner
compartment of the oil tank and mounted on the cover of the accessory gearbox casing.
Pumps are driven by driving shafts from the gearbox.
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The pressure oil pump is designed as a single-stage gear-wheel pump with rigid faces. Pins
of the gear wheels rotate. They are integral with the gear wheels. The pins are lubricated by
pressure oil through channels in the housing. Fastened by screws on the suction side of the
pump is a short suction pipe fitted with a rough protective strainer that prevents from
penetration of larger-sized foreign objects into the pump. The pump outlet is designed so that
the pump housing forms a sleeve and the oil filter jacket with a pressure reducing and by-
pass valves are closely plugged into the sleeve.
The scavenge pumps are designed similarly but three independent stages are housed in a
single housing with a single drive. The driving pin forms a part of the gear wheel, driven
wheels rotate on a fixed pin. Suction is independent for each of three stages while the outlet
is common.
The pumps ensure scavenging of the oil compartments of the reduction gearbox, of the
generator turbine bearing and the accessory gearbox. The common outlet is led through the
rear wall of the accessory gearbox to the cooler. The scavenge pump is lubricated by
pressure oil that is fed to the fixed pin through a pipe from the pressure oil supply of the
engine. All three stages are protected by strainers accessible from the engine outer side (see
section 79).
After passing through the cooler; the return oil is fed by a pipe to the oil tank. There is a loop
on the pipe that becomes partially filled with air when the engine is at rest, and prevents oil
from flowing out of the tank towards the cooler even if the cooler is disconnected from the
engine. The inner compartment of the oil tank houses also other elements of the oil tank
installation, e.g. the oil filter jacket with a by-pass valve and a pressure reducing valve of
pressure oil and connecting pipes.
The oil filter jacket is located in the upper part of the accessory gearbox. The filtering
cartridge is being inserted into the cover from the outer side of the engine (see section 79).
Inside the jacket, there is a valve body with two valves:
- Oil pressure reducing valve is located in front of the filter. It controls maximum pressure in
the oil system by by-passing of excessive oil from the pressure branch back to the oil tank
(see section 79).
- Oil filter by-pass valve that allows by-passing the main filter element, when it becomes
clogged, directly to the engine oil system in order to ensure inevitable cooling and
lubrication of the engine.
There is no need to adjust both valves during the operation.
72.63.00
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OIL TANK
The oil tank is located in the rear part of the engine, in the inner compartment of the
accessory gearbox. The outer circumference and the face of the tank are formed by the
casting of the accessory gearbox casing and by the inner cover. The other face of the oil tank
is formed by the wall of the compressor intake duct. In the middle of the oil tank, there is a
cylindrical compartment, through that passes the input shaft to the accessories driving gear
train.
The tightness of the oil tank with respect to the gear compartment and to the ambient
atmosphere is ensured by rubber „O“ rings and flat packing. Sealing varnish or sealing paste
Hylomar is used for additional sealing of some joints and preventing from electrochemical
corrosion.
Total capacity of the oil tank is some 12 litres. For normal operation of the engine, the oil tank
contains 5.5 to 7 litres of oil. The oil charge in the tank is being checked by means of a
dipstick located, together with the filling orifice and the oil filter cover, in a sump in the upper
left-hand part of the circumference of the accessory gearbox. The prescribed oil quantity is
marked on the oil dipstick.
When filled up, oil installation contains some 11 litres of oil. During normal operation of the
engine, oil is partially dispersed in the engine, i.e. in the cooler, main oil filter, propeller
control unit, propeller itself, pipes and in all engine compartments that are oil lubricated.
The orifice used for filling oil in the oil tank is fitted with a fixed strainer that is to prevent
penetration of larger-sized impurities into the oil tank. For closing of this orifice, an
independent cap with rubber packing is provided. The cap is connected to the sump edge by
a chain on that it hangs during oil tank filling.
A magnetic plug in the oil tank bottom checks the presence of magnetic chips in the oil that
can deposit on it during operation. When the magnetic plug is screwed off, i.e. in the course
of its inspection, the hole is automatically closed by a sealing valve, preventing thus from oil
escape out of the tank.
Oil drainage from the tank is performed by means of screwing on a special drainage adapter
instead of the magnetic plug (ref. 75.50.00).
72.63.10
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During engine running, oil is sucked from the oil tank by a pressure pump that is located
directly in the oil tank on the cover between the tank and the accessory gearbox. The suction
pipe of the pump is located at a certain height above the bottom so that in the case of
accidental oil escape, a non-exhaustible quantity of some 2 litres of oil will remain in the tank.
This quantity is sufficient for safe propeller feathering by an electric feathering pump of the
propeller unit. Inlet orifice of the feathering pump is situated above the tank bottom. Oil
enters the feathering pump through a strainer located in the lower part of the accessory
gearbox. Thus the sludge deposited on the tank bottom is prevented from entering the pump.
The calming of oil turbulence is ensured by a system of partitions in the lower part of the oil
tank.
Scavenge oil is returned to the oil tank from the cooler through a pipe union from that oil
mixed with air is brought below the oil level in the tank.
Excess air released from the return oil is directed via pressure control valve into the gearing
compartment. From there, it is directed, together with the air brought into the gearbox from
the labyrinth seal of the compressor bearing via a centrifugal deaerator in the generator
drive, to the atmosphere.
72.63.10
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Legend:
1 - Filler orifice 9 - Accessory gearbox cover
2 - Oil dipstick 10 - Compressor intake casing
3 – De-aerator body 11 - Connecting channel
4 - Magnetic plug 12 - Strainer of the generator turbine bearing
5 - Pressure oil pump 13 – De-aerator pad
6 - Scavenge oil pump 14 - Compressor bearing
7 - Return manifold 15 - Minimum oil quantity transmitter
8 - Accessory gearbox
I. Maximum working oil level in the tank

II. Minimum working oil level in the tank
III. Non-exhaustible quantity of oil in the tank
Fig. 1
72.63.10
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72.63.10
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OIL SYSTEM DE-AERATION
De-aeration of the engine oil system is carried out centrally from the gearing compartment of
the accessory gearbox.
The compartment of the generator turbine bearing and the common oil compartment of the
reduction gearbox and the power turbine rotor are not de-aerated. Working pressures in both
these compartments are close to atmospheric pressure; excess air and oil vapours are
exhausted by the scavenge oil pumps simultaneously with oil suction.
Air is fed into the oil tank together with oil returned from various oil compartments. This air is
directed to the gearing compartment through a control valve located on the cover of the gear
casing. At a new engine, such an over-pressure is adjusted by means of this valve in the oil
tank, depending on the pump performance so that oil leakage into the compressor will be
prevented.
Air is brought into the gearing compartment; on the one hand, through the above valve and,
on the other hand, from the compressor bearing compartment where it penetrates via the
labyrinth seal.
The de-aerator is located in the gearing compartment and forms a part of the starter-
generator drive shaft. Oil is separated from air in the separator due to centrifugal force during
the passage of the air mixture with oil particles through the gap in the dual toothed wheel.
After air is cleaned in the de-aerator, it is directed through the upper part of the
circumference of the accessory gearbox to the engine surface and, from there, through an
airframe installation pipe below the engine, beyond the engine nacelle.
72.63.20
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72.63.20
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72.90
EXHAUST SYSTEM
WALTER a.s.
MAINTENANCE MANUAL
RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE

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Section - Section -
point point
72.90 „Record of
2 Jul 1, 2003
72.90 „Review of
2 Blank Jul 1, 2003
72.90 „Contents“ 1 Jul 1, 2003

2 Blank Jul 1, 2003
72.90.00 1 Jul 1, 2003

2 Jul 1, 2003
72.91.00 1 Jul 1, 2003

2 Jul 1, 2003
72.92.00 1 Jul 1, 2003

2 Jul 1, 2003
72.93.00 1 Jul 1, 2003

2 Jul 1, 2003

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CONTENTS
72.90.00 EXHAUST SYSTEM

72.91.00 OUTLET DUCT
72.92.00 OUTLET CHANNEL LINER INCLUDING THE CONTAINMENT RING
72.93.00 POWER TURBINE ROTOR SUPPORT ASSEMBLY
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EXHAUST SYSTEM
From the given layout follows, the engine outlet channel assembly forms a connecting and
supporting link between the generator and reduction gearbox, through that combustion
products are directed from the power turbine to the atmosphere. The inner compartment of
the outlet channel is used, at the same time, for supporting the rotor of the power turbine.
The exhaust system consists of the following main subassemblies:

- outlet duct
- outlet channel liner with a containment ring
- power turbine rotor support assembly.
The outlet channel extends into removable exhaust bends that description is to be found in
section 78.
The outlet duct and the support of the power turbine rotor are located in the outlet channel
liner that forms the actual supporting and connecting part of the reduction gearbox with the
centrifugal compressor casing. At the same time, the liner forms outer surface of the entire
outlet assembly of the engine.
Combustion products flow from the power turbine through the outlet duct and exhaust bends
to the atmosphere. To prevent from engine overheating in the nacelle, the outlet channel
liner is heat-shielded from the outlet duct by an air layer that maintains the casing
temperature within acceptable limits.
The oil compartment of the support of the power turbine rotor is also heat-shielded from the
heat radiating from the outlet duct by an air-insulating gap and by an insulation shield.
Longitudinal section of the engine outlet channel is presented in Fig. 1 and Fig. 2.
72.90.00
Page 1
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ENGINE OUTLET CHANNEL - LONGITUDINAL SECTION

WALTER M601E
Fig. 1
72.90.00
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OUTLET DUCT
The outlet duct directs combustion products from the power turbine outlet through the
exhaust bends to the atmosphere. Hot combustion products flow from the power turbine via
the outlet duct entry part that forms a diffuser in a plenum chamber and then from the side
throats - through two exhaust bends - in atmosphere. The throats are welded to the basic
rotational body approximately horizontally. On the turbine side, the outlet duct features a
massive flange that serves as the inner containment ring. The inner cylindrical surface of the
flange serves as a sealing contact surface for the piston rings that are located on the flange
of the power turbine nozzle guide vane ring. Leakage of combustion products into inner
compartment of the outlet channel liner is so prevented. Welded on the inner cylindrical
surface of the outlet duct on the turbine side, the inner flange forms a labyrinth seal that also
prevents combustion products from entering the compartment of the outlet channel liner.
The outlet duct is telescopically supported on the ends of its lateral outlet throats by means
of inserts fitted to the outlet channel liner. Telescopic supports of the throats and sufficient
room around the outlet duct provide for the possibility of thermal expansion in all directions.
The outlet duct is welded of stainless steel.
NOTE: The WALTER M601E-21 and the WALTER M601E engines manufactured after
January 1, 1998 are equipped with a new model of the outlet duct with low pressure
loss. This new model of the outlet duct is presented in Fig. 2.
72.91.00
Page 1
Jul 1, 2003
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MAINTENANCE MANUAL
ENGINE OUTLET CHANNEL - LONGITUDAL SECTION

WALTER M601E-21
WALTER M601E manufactured after January 1, 1998
Fig. 2
72.91.00
Page 2
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MAINTENANCE MANUAL
OUTLET CHANNEL LINER INCLUDING

THE CONTAINMENT RING
The outlet channel liner is a structural element of the engine and a connecting link between
the reduction gearbox and the generator part of the engine.
It consists of a metal-sheet cylinder that turns into a truncated cone towards the reduction
gearbox - and of a front and rear flanges.
The liner has two throats ended with flanges and protruding from the basic rotational shape
on both sides approximately in horizontal plane. The outlet channel liner is divided in
longitudinal plane to allow for mounting the rotationally non-symmetrical outlet duct into the
liner. The longitudinal parting plane is approximately vertical. The two halves of the outlet
channel liner are fastened together by means of welded-on longitudinal strips, bolts and self-
locking nuts. On the cylindrical part of the casing there are pads for pipe unions of oil supply
and drainage from the compartment of the generator turbine bearing, cooling air supply to
the turbine compartment, mounting of thermocouples for interturbine temperature
measurement, drainage from the inner compartments of the outlet system, mounting of the
engine actuation bracket and pins for fastening the containment ring.
The front circular flange and centering shoulder of the outlet channel assembly is fastened by
means of bolts and nuts to the power turbine rotor housing and to the reduction gearbox
casing. The rear circular flange of the outlet channel liner, together with the flange of the
power turbine nozzle guide vane ring, is fastened to the flange of the centrifugal compressor
casing.
The casing is welded of stainless steel.
72.92.00
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Containment ring
The containment ring is a device that prevents escape of debris of the power turbine rotor
blades beyond the engine compartment and, thus beyond the engine nacelle in the case of
power turbine blades failure. Welded-on along the periphery of the containment ring there
are 6 sleeves for mounting pins.
The containment ring is mounted in the inner compartment of the outlet channel liner above
the power turbine rotor.
Fastening to the outlet channel liner is ensured by means of six pins that are telescopically
plugged into the containment ring sleeves. Fastening of the pins is ensured by flanges
welded on the outlet channel liner. The pins are fastened to the flanges by bolts. The pins
can be shifted on the bearing surface of the welded-on flanges to facilitate their mounting.
The containment ring as a whole is made of stainless steel. The pins are made of high-
strength, stainless steel and these surfaces that come into contact with the sleeves of the
containment ring are nitridized.
Inserts
The exhaust bends are mounted on the flanges of the lateral throats of the outlet channel
liner by means of bolts and nuts. Inserted between the exhaust bend flanges and the throats
of the outlet channel liner are inserts that telescopically fix the outlet duct with the outlet
channel liner. The inserts contain a rectangular flange with a rectangular frame welded-on
perpendicularly. The fixed position of the inserts and, thus, of the outlet duct, with respect to
the outlet channel liner is ensured by two semi-spherical bosses on the flange of each insert.
The bosses fit into the holes in the flanges of the outlet channel liner throats. By position of
the bosses on the inserts and, consequently, by position of the holes on the outlet channel
liner mistaking of both inserts on the engine is prevented.
The inserts are made of stainless steel.
72.92.00
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POWER TURBINE ROTOR SUPPORT ASSEMBLY
The power turbine rotor is supported in a cone-shaped supporting casing that transmits
forces from the rotor bearings to the joint of the reduction gearbox with outlet channel liner.
Inner compartment of the supporting casing forms a part of the reduction gearbox oil
compartment. The supporting casing of the power turbine rotor is configured as a truncated
cone that turns, in its lower part, into a cylinder. Circular flanges are welded on both ends of
the casing. Inside, metal sheet conical partitions are welded on the jacket that forms a
sufficiently rigid casing system. In this part, the casing is provided by flanges for the power
turbine bearing housing. Also welded on the jacket of the casing in its inner compartment
there are the grips for clamping the oil supply pipe. This is branched towards the two
bearings of the power turbine rotor. Another pipe serves for scavenging oil accumulated
during the climbing flight from the compartment between the roller bearing and the labyrinth
seal. Another pipe that supplies air for choking the labyrinth seals is permanently clamped by
a clip to the jacket of the casing in its inner compartment. To prevent oil leakage on the side
of the power turbine, inner compartment of the casing is sealed by labyrinth seals that are
choked by the air supplied by the above pipe. The air supplied chokes also the seal in the
direction to the turbine and improves cooling of the power turbine disk. On the extending side
of the conical jacket, the supporting casing is clamped and centered, together with the casing
of the reduction gearbox to the outlet channel liner.
The power turbine bearing housing including the labyrinth seal body is clamped and centered
on the narrow end of the conical jacket.
The power turbine bearing housing is welded of stainless steel.
72.93.00
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Insulation shield
Protection of the inner oil compartment of the power turbine rotor bearing housing from the
heat radiation from outlet duct is ensured by an air insulation gap and by an insulation shield.
The insulation shield is of a conical shape turning into a cylinder. The outer jacket is made of
stainless steel foil and has an irregularly undulated configuration. The inner jacket is made of
stainless steel sheet. It serves as a supporting part of the insulation shield. A basalt fibre and
a glassy microfibre blanket are inserted between the two jackets to increase heat-insulating
effect. The insulation shield is slid on and frontally supported by a grip of the outlet channel.
On the other end, the insulation shield - after adjusting the necessary axial clearance - bears
on the heads of bolts that are pressed into the flange of the outlet casing.
72.93.00
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73
FUEL SYSTEM
WALTER a.s.
MAINTENANCE MANUAL
RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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Section - Section -
point point
73 „Record of 73.12.00 1 Jul 1, 2003
2 Jul 1, 2003 3 Jul 1, 2003
4 Blank Jul 1, 2003
73 „Review of
2 Jul 1, 2003 402 Jul 1, 2003
3 Jul 1, 2003
4 Blank Jul 1, 2003 73.20.00 1 Jul 1, 2003
2 Jul 1, 2003
73 „Contents“ 1 Jul 1, 2003 3 Jul 1, 2003
2 Jul 1, 2003 4 Jul 1, 2003
5 Jul 1, 2003
73.00.00 1 Jul 1, 2003 6 Jul 1, 2003
2 Jul 1, 2003 7 Jul 1, 2003
8 Jul 1, 2003
73.10.00 1 Jul 1, 2003 9 Jul 1, 2003
2 Blank Jul 1, 2003 10 Jul 1, 2003
11 Jul 1, 2003
101 Jul 1, 2003 12 Blank Jul 1, 2003
102 Blank Jul 1, 2003
73.21.00 1 Jul 1, 2003
201 Jul 1, 2003 2 Jul 1, 2003
202 Blank Jul 1, 2003 3 Jul 1, 2003
4 Jul 1, 2003
73.11.00 1 Jul 1, 2003 5 Jul 1, 2003
2 Blank Jul 1, 2003 6 Jul 1, 2003
7 Jul 1, 2003
101 Jul 1, 2003 8 Jul 1, 2003
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10 Jul 1, 2003
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602 Jul 1, 2003 101 Jul 1, 2003
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73.21.00 201 Jul 1, 2003 73.21.00 523 Jul 1, 2003
202 Blank Jul 1, 2003 524 Jul 1, 2003
525 Jul 1, 2003
301 Jul 1, 2003 526 Jul 1, 2003
302 Jul 1, 2003 527 Jul 1, 2003
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530 Jul 1, 2003
401 Jul 1, 2003 531 Jul 1, 2003
402 Jul 1, 2003 532 Jul 1, 2003
403 Jul 1, 2003 533 Jul 1, 2003
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537 Jul 1, 2003
501 Jul 1, 2003 538 Jul 1, 2003
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510 Jul 1, 2003 547 Jul 1, 2003
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518 Jul 1, 2003 555 Jul 1, 2003
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Section - Section -
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73.21.00 801 Jul 1, 2003 73.22.00 801 Jul 1, 2003
802 Jul 1, 2003 802 Jul 1, 2003
803 Jul 1, 2003
901 Jul 1, 2003 804 Blank Jul 1, 2003
902 Jul 1, 2003
903 Jul 1, 2003 901 Jul 1, 2003
904 Jul 1, 2003 902 Jul 1, 2003
903 Jul 1, 2003
73.22.00 1 Jul 1, 2003 904 Jul 1, 2003
2 Jul 1, 2003
3 Jul 1, 2003 73.30.00 1 Jul 1, 2003
4 Jul 1, 2003 2 Blank Jul 1, 2003
5 Jul 1, 2003
6 Blank Jul 1, 2003
101 Jul 1, 2003

102 Blank Jul 1, 2003
201 Jul 1, 2003

202 Blank Jul 1, 2003
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Page 4
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CONTENTS
73.00.00 FUEL SYSTEM

- General
73.10.00 FUEL SUPPLY SYSTEM

- Troubleshooting
- Servicing procedures
73.11.00 FUEL MANIFOLD

- Troubleshooting
- Fuel system - check on tightness
73.12.00 FUEL DRAINAGE

- M601-830.7 drain valve - replacement
73.20.00 FUEL CONTROL SYSTEM

- General
- Function
- Function of individual circuits of the fuel control system
73.21.00 FUEL CONTROL UNIT

- General
- Description
- Troubleshooting
- FCU de-preservation
- De-aeration of the LUN 6590.05-8 fuel control unit
- LUN 6590.05-8 fuel control unit - replacement
- Permitted adjustment of FCU fitted on the engine which can be performed by
trained - in personnel of the user
- Adjustment of engine starting
- Adjustment initial phase of engine starting
- Adjustment of the ground idling speed
- Adjustment of the speed controlled by speed governor
- Permitted adjustment of the FCU fitted on the engine which can be performed
by personnel of organization appointed to FCU services
- Adjustment in case of slow acceleration up to approximately nG = 90 %
- Adjustment of acceleration in case of in-flight surging in the range of nG = 80 to
100 %
- Adjustment in case of slow acceleration above nG = 88 %
- Adjustment of the generator altitude idling speed
- Adjustment of the emergency circuit
- Adjustment of engine starting by means of adjustment
of the pressure difference valve on the automatic starting unit
73 „CONTENTS“
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- Adjustment of the ground idling speed when the possibilities of permissible

adjustment by means of elements 40 and 39 have been exhausted
- Adjustment of the fuel flow rate increase at the start of acceleration
- Adjustment of the acceleration time
- Adjustment of the generator acceleration
- Adjustment of maximum fuel flow
- Procedure in case of acceleration terminated by large overshooting of the
generator speed
- Check and adjustment of maximum generator speed by means of the
technological stop
- Operations which are allowed to be performed on the FCU
- Preservation and storage of the FCU
73.22.00 FUEL PUMP

- General
- Description
- Troubleshooting
- De-preservation of the fuel pump
- LUN 6290.04-8 fuel pump - replacement
- Washing and check of the fuel strainer after 300 hours of operation
- Operations permitted to be performed on the fuel pump
- Preservation and storage of the fuel pump
- Measures to be taken during breaks in the fuel pump operation

73 „CONTENTS“
Page 2
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FUEL SYSTEM
GENERAL
The engine fuel system ensures fuel supply and distribution to individual units taking part in
the control of engine operation and in the power rating control as well. This is put into effect
by changes in fuel supply to the combustion chamber. The fuel system includes also control
devices that directly control the engine power ratings.
The fuel system consists of:
– the fuel supply system which includes individual assemblies starting with the pipe union
for fuel supply to the engine up to the drainage of unburnt fuel from the engine,
– the fuel control unit itself which directly controls the engine power,
– devices for checking the monitored variables of the fuel system.
Full schematic diagram of the fuel system appears in Fig. 1.
73.00.00
Page 1
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Legend:
1 - Fuel control unit 10 - Bushing
2 - Fuel pump 11 - Fuel manifold
3 - Fuel manifold 12 - Transfer tube
4 - Preservation pipe union 13 - Drain valve
5 - Bypass manifold 14 - Transfer tube
6 - Protective shield 15 - Transfer tube
7 - Torch igniter 16 - Fuel inlet
8 - Inner radial transfer tube 17 - Fuel pressure transmitter
9 - Transfer tube 18 - Fuel manifold
FUEL SYSTEM
Fig. 1
73.00.00
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FUEL SUPPLY SYSTEM
From the airframe installation, fuel is fed via the inlet pipe union to LUN 6290.04-8 fuel
pump that is fastened on the face of the accessory drive box. From the pump outlet it is fed,
through a transfer tube, to LUN 6590.05-8 fuel control unit that is fastened close to the fuel
pump on the accessory drive box. Some fuel from the pump is then directed, via a fuel
metering valve that is integral with the fuel pump, and via an electromagnetic cut-off valve
that is also an integral part of the fuel pump, to a manifold. This manifold passes through
the bushing of the rear air baffle and, then, terminates at the two torch igniters located on
the combustion chamber liner.
The torch igniter serves for the ignition of the mixture of atomised fuel with air in the
combustion chamber when engine starting. For this purpose a mixture of fuel and air is
ignited by a low-voltage sparking plug.
See section 80 for detailed description of the torch igniter.
The required quantity of fuel, as determined by the position of the engine control lever, is
directed from the fuel control unit through a manifold to the inlet adapter of the inner radial
transfer tube that is connected, through another adapter, to the fuel distributor.
The hose of airframe installation transmitter is connected to this engine tube by means of
tee. The manifold is protected in the space above the compressor inlet screen by drainage
protective shield.
The fuel distributor serves for supply of fuel to individual nozzles that feed fuel in the
atomising ring fitted to the generator shaft inside the annular combustion chamber
compartment. Perfectly atomized by the atomising ring fuel is then burned in the
combustion chamber. See section 72.42.00 for detailed description of the fuel supply to the
combustion chamber.
73.10.00
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73.10.00
Page 2
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FUEL SYSTEM
TROUBLESHOOTING
If the trouble occurs whose elimination by the user’s personnel is not allowed, contact the
organization appointed to FCU technical services.
73.10.00
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73.10.00
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FUEL SYSTEM
SERVICING PROCEDURES
Servicing of individual parts of the fuel system is presented in sections related to those
parts.
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73.10.00
Page 202
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FUEL MANIFOLD
Connecting elements between individual units of the engine fuel system are formed as
exclusively seamless thin-walled pipes made of stainless steel. Joints between individual
pipes and other units are mostly formed by means of union nuts, sleeves and conically
expanded pipe ends forced by union nuts onto the outer cone of the opposite pipe union;
other joints are formed by means of flanges, adjustable adapters or cones that are vacuum -
brazed with the pipe.
In order to prevent undesirable vibration of the fuel pipes, holders are provided that fasten
the pipe to the engine surface. The holders are formed from suitably shaped metal sheet
made of stainless steel shaped as a sleeve in that the pipe is seated in rubber packing.
Amongst the parts of fuel manifold special attention is to be paid to the pipe with protective
jacket that feeds fuel from the fuel control unit to the fuel distributor. Its protective jacket
prevents from fuel leakage - if any - into the compressor intake. It consists of the fuel pipe
itself that is made of stainless steel. This pipe bears on one of its ends a union nut for
connection with opposite flow adapter. The outer pipe forms a protective jacket.
Concentricity of the pipe and the jacket is achieved by brazing a number of segments onto
the inner pipe. Each segment has a milled cutting on its outer periphery that ensures free
passage between individual compartments. The space between the jacket and the pipe
becomes thus connected through the above mentioned milled cuttings in the segments, with
the compartment of the threaded joint on one of pipe end. The compartment of the threaded
joint is formed by a sliding bush sealed by rubber „O“ rings on one end.
Longitudinal shift of the bush is required in order to provide access to the union nut during
assembling. When fitted, the bush is secured by a screw.
The protective compartment that surrounds the fuel pipe and its threaded joint is thus
separated from the compressor intake. Should, therefore, the tightness of the fuel pipe or of
its joint fail, leaking fuel fills the protective compartment and flows out through a drain hole
in the outer jacket. It is thus prevented from entry in to the compressor intake.
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FUEL MANIFOLD
TROUBLESHOOTING
Con.
Trouble Probable cause Remedy
No.
1. Leakage of dismantleable Loose joints Tighten the joints

joints of the fuel system
Faulty packing Replace packing
(see chapter 72.03.00,
pages 301 to 305)
2. Leaky manifold Mechanical damage Replacement of the

manifold
Material fatigue
(see chapter 72.03.00,
pages 301 to 305).
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M601E On pages
M601E-21
601 to 603

(Manhours)
Fuel system - check on tightness
0.25
General: Refer to
Page 101
Fuel system check on tightness is to be performed on the cold
engine when the oil temperature is higher than −20 °C.
If the oil temperature is lower than −20 °C, before fuel system
check on tightness the engine must be preheated in compliance
with chapter 72.03.00.
Ensure that all joints are clearly visible during this check. Check
visually each joint shown in the schematic diagram of the fuel
system presented in Fig. 601. When in doubt as to the joint
tightness, clean the spot by a clean cloth and check if any stain
appears on the cloth. If necessary, check tightness with a finger
of your hand. Wash your hands with warm water and soap
immediately.
Electric torch or Clean cloth

portable lamp
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M601E On pages
M601E-21
601 to 603

(Manhours)
0.25
1. Check visually tightness of the drain branch joints. Inspect the

drainage of the outlet casing - item (1) on the diagram of the
fuel installation; the flange on the drain valve - item (2), the
flange between the drainage adapter and the drain pipe - item
(3).
2. Check visually tightness of the joints of manifold supplying

fuel to torch igniters - item (4), of the pipe union on the baffle -
item (5) and of the pipe union on the fuel pump - item (6).
3. Check visually tightness of the joints of the fuel supply

manifold between the fuel control unit and the fuel distributor -
items (7) and (8).
4. Check visually tightness of the joints of the drainage system

of the fuel devices - items (13) and (14).
5. Check visually tightness of the joints between the pipes and

the fuel devices - items (9), (10), (11), and (12).
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M601E On pages
M601E-21
601 to 603

(Manhours)
0.25
Fig. 601
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FUEL DRAINAGE
The fuel drainage system is a sub-system to the fuel system. According to the source, waste
fuel can be divided into three types. There are - fuel from possible leakages in the
compartments of shaft sealings of the drives of fuel control devices; unburnt fuel drainage
after unsuccessful starting; and, fuel from the fuel distributor, fuel supply manifold and inner
compartments of the fuel control unit (connected to the supply manifold of the fuel
distributor). This fuel is drained if the engine is shutdown by the control lever of the fuel shut-
off valve.
In the case of unsuccessful starting, unburnt fuel mostly accumulates in the lowest part of the
combustion chamber jacket; some fuel passes then further through turbines and
accumulates in the lowest part of the outlet channel from where it flows out through a hole in
the outlet channel wall into the outlet casing. Certain amount of unburnt fuel comes into
outlet casing directly via the push fit collar of the outlet channel in the power turbine nozzle
guide vane ring.
From the combustion chamber jacket bottom, the accumulated fuel is brought via the pipe
union directly to the drain valve and, from there, to the common drainage outlet. Fuel
accumulated in the outlet casing is directed via a pipe to the drain valve body where it joints
the fuel from the combustion chamber jacket and flows through the above pipe to the
common drainage outlet.
Drain fuel from the outlet casing is not affected by the function of the drain valve. In the
valve, the fuel only joints the fuel from the combustion chamber jacket.
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The drain valve in the drainage branch from the combustion chamber jacket is closed
automatically by increased air pressure following engine starting. The drain valve consists of
the upper and lower valve body that are held together by means of four bolts. An inlet
adapter is provided on the upper body that is made of stainless steel; by means of this
adapter, the entire valve is fastened to the adapter assembly of the combustion chamber
jacket. Pressed-in in the lower body that is made of light alloy, is a flat seat of heat-treated
stainless steel. A disk valve bears on this valve seat. The disk valve is supported by a helical
spring made of stainless steel. In the „open“ position, the spring forces the valve onto the
lower surface of the upper body. The required through-flow passage between the seat and
the lower edge of the valve is so provided. To improve the guidance of the disk valve made
of stainless steel, a tri-edged shank is formed in the valve axis that is push fitted in the
centering hole of the upper body.
In the initial position - position „open“ - fuel flows through the adapter of the upper cover via
the valve seat to the compartment below the valve and from there, together with the fuel from
the outlet casing, it leaves through a common outlet channel via a transfer tube to the
common drainage sump.
Pressure increase following engine starting, enables drainage of the last remainder of fuel
from the combustion chamber jacket. When 30 % of the gas generator speed is reached,
pressure force in the combustion chamber jacket exceeds the spring force and the valve
closes. When generator speed drops below 30 % during the engine shutdown, the valve
opens again.
The drain valve sectional view is presented in Fig. 1.
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Legend:
1 Upper body I Fuel drainage from the combustion chamber jacket
2 Disk valve II Fuel drainage from the outlet jacket
3 Lower body III Common exit of waste fuel
4 Seat
5 Spring
6 Combustion chamber jacket
DRAIN VALVE
Fig. 1
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M601E On pages
M601E-21
401 to 402

(Manhours)
M601-830.7 drain valve - replacement
1.00
1. Removal See
Page 101
1.1 Unlock the hollow bolt of the drainage manifold. Using
spanner s=14 mm, release the bolt and unscrew it.
1.2 Using a caulking chisel or screwdriver, unlock 4 nuts of

the drainage manifold flanges on the drain valve. Using
spanner s=7 mm, loosen and unscrew the nuts.
1.3 Using spanner s=19 mm, loosen and unscrew the drain
valve.
Hammer Binding wire dia 0.63 mm

Spanners s=7 mm, s=14 mm,
- 0.4 m
s=19 mm
Lock washers
Caulking chisel
4.2 LDN 3290-4 - 4 pcs
Screwdriver
Flat pliers
Pointed side nippers
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M601E On pages
M601E-21
401 to 402

(Manhours)
M601-830.7 drain valve - replacement
1.00
2. Installation
2.1 Screw the drain valve including the sealing ring on so that
the axis of the valve inlet flange will be parallel with the
engine axis and the flange with lesser hole will be facing
forwards after tightening.
2.2 Install the drainage manifold with its packing. Using

spanner s=7 mm, tighten 2 nuts on the flange, screw the
hollow bolt into pipe eye and tighten it using spanner s=14
mm.
2.3 Install the drain valve including its packing and tighten
2 nuts on the flange using the spanner s=7 mm.
2.4 Lock all joints.
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FUEL CONTROL SYSTEM
GENERAL
The engine fuel control system ensures, due to its design and functional parameters, the fuel
supply in such a quantity and of quality characteristics that provide for optimum degree of
engine function under the circumstances and conditions of operation that are described in
tactical and technical specifications.
The fuel control system of the engine consists of two independent devices:
- LUN 6290.04-8 fuel pump
- LUN 6590.05-8 fuel control unit.
The pump and the control unit are mutually connected by two manifolds. One of them is used
for supply of fuel required for ensuring the function of the control elements and for attaining
the demanded outlet characteristics of the fuel supply to the engine. The other serves for the
by-pass fuel flow from the control unit back to the pump inlet.
The fuel pump ensures the fuel flow rate to the fuel control unit and the fuel pressure
required for satisfying all required functions of the fuel control system. The fuel control unit
features several control sub-systems (starting circuit; circuit for the metering needle pressure
difference control - depending on the flight altitude; automatic speed governor; acceleration
and deceleration control unit; controls for engine power rating setting; device protecting the
engine from exceeding critical parameters; emergency circuit for the control of fuel supply to
the engine) that enable, in their interaction, matching of characteristics of the fuel pump and
of the fuel control unit so that the desired functional properties of the engine will be attained.
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List of designation
Gp fuel flow rate l/hr

nG generator speed rpm
nGvoln generator idling speed rpm
nGmax generator maximum speed rpm
nČ pump speed rpm
nR speed of the fuel control unit rpm
τ time sec
p2* total pressure at the compressor outlet MPa
p1 aircraft ambient pressure measured in the compartment of baroboxes kPa (torr)
pH aircraft ambient pressure kPa (torr)
pČ fuel pressure at the pump outlet MPa
pČ1 fuel pressure at the main metering needle entry MPa
pČ2 fuel pressure at the automatic starting device needle outlet MPa
pd fuel pressure in the drainage manifold MPa
pk constant fuel pressure MPa
pm fuel pressure under the feedback diaphragm MPa
pr control pressure MPa
ps fuel pressure at the pump inlet MPa
ps1 fuel pressure at the pump inlet at transient ratings MPa
pt fuel pressure at entry to nozzles MPa
pv fuel pressure at the main metering needle outlet MPa
pv1 fuel pressure level held by the pressurizing valve MPa
pz fuel pressure at the torch igniters inlet MPa
px control pressure MPa
tH ambient temperature °C
H flight altitude m (km)
NO emergency circuit
α1 angle of setting of the engine control lever of the fuel control unit °
α2 angle of setting of the lever of the mechanical shut-off and drain valve °
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Basic characteristics of the fuel control unit (FCU)
Designation LUN 6590.05-8
Drive from the engine
Gear ratio - control unit drive / generator speed 0.12237
Sense of rotation when viewed from the side of the drive clockwise
FCU mass max. 14 kg
Required input of the FCU 0.5 kW (informatively)

135
FCU speed at idling (engine control lever position α1 = 0) 2690+ rpm
FCU speed at take-off rating (α1 = 55° - elastic stop) 4487±20 rpm
+135
Maximum speed limited by the speed governor at the reverse 4330 -22 rpm
thrust rating
+20
Overspeed of the FCU at maximum contingency rating in 120 rpm
comparison with adjusted max FCU speed
+5
Fuel flow rate at starting Gp = 41.5 l/hr
+4
Fuel flow rate at idling Gp = 78 -3 l/hr
Fuel flow rate limited by the FCU at p1 = 101.325 kPa, α1 = 55° Gp = 327±5 l/hr
+10
Fuel flow rate limited by the FCU at the reverse thrust rating, Gp = 225 l/hr
α1 = -55°
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Basic characteristics of the fuel pump
Designation LUN 6290.04-8
Drive from the engine
Gear ratio - fuel pump/generator speed 0.11965
Maximum fuel pump speed 4454 rpm
Sense of rotation when viewed from the side of the drive counterclockwise
Fuel pump mass max. 3.0 kg
Required input of the fuel pump 1.5 kW (informatively)
Fuel pump delivery
at nČ = 700+20 rpm
pČ = 0.5+0.05 MPa
pS = 0.07MPa (overpressure) min. 215 l/hr
at nČ = 4500+50 rpm
pČ = 2-0.1 MPa
pS = 0.07MPa (overpressure) min. 1000 l/hr
Constant fuel flow valve delivery for the torch igniters
at nČ = 700+20 rpm
pZ = 0.15 ± 0.01 MPa max. 100 cm3/min
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FUEL CONTROL SYSTEM
FUNCTION
The engine fuel control system provides for:
– The supply of fuel for starting on the ground as well as in flight up to the altitude
H = 4,200 m.
– The control of the steady power ratings that correspond with adjusted gas generator
speed by change in the fuel flow rate within corresponding limits for air speed V = 0 up
to 450 km/h and flight altitudes H = 0 up to 8,500 m.
– Controlled acceleration and deceleration within the range from idle up to the take-off
rating on the ground as well as in flight.
– Supply of fuel to the engine when used the max. contingency rating - after overcoming
elastic stop in the position of the engine control lever α1 = 55°.
– Engine protection by change in fuel flow rate due to the intervention of the integrated
electronic limiter unit in case of exceeding monitored values of engine parameters as
determined by the engine manufacturer (maximum torque on the propeller shaft, inter-
turbine temperature, maximum generator speed, maximum speed of the propeller
shaft and dITT/dt gradient).
– Emergency manual control of fuel supply to the engine by means of the shut-off valve
lever shifting within angles α2 = 25° to 85° with the electromagnetic valve of the
emergency circuit switched on.
– With the lever of the shut-off valve shifted into position „STOP“, reliable and fast
interruption of the fuel supply to the engine with simultaneous fuel drainage from the
fuel distributor; this is also valid for emergency control of fuel supply to the engine.
– Closing of fuel supply to the engine in rest, but when the booster pumps are on; even
in the case when the mechanical shut-off valve is in open position.
– The control of fuel supply to the engine operating at reverse thrust rating and the
protection from exceeding maximum engine speed during the reverse thrust rating in
operation.
– Fuel supply that is required for igniting by the torch igniters at engine starting.
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FUNCTION OF INDIVIDUAL CIRCUITS OF THE FUEL CONTROL SYSTEM

(Ref. the diagram on the page 11 of this chapter.)
Engine equipment:
Fuel control unit: LUN 6590.05-8
Fuel pump: LUN 6290.04-8
Fuel pump
The fuel pump (item 1) delivers sufficient quantity of fuel of required pressure to the fuel
control unit via the fuel filter (item 3) that is integral with the pump. For safety reasons, a
maximum fuel pressure valve (item 2) is incorporated at the pump outlet. In case of
undesirable pressure increase at the pump outlet, the latter valve by-passes fuel to the pump
inlet. The pump includes also a pressure reducing valve (item 48) that ensures the supply of
fuel to the torch igniters during the initial phase of the starting cycle. Reliable and stable
functioning of the pressure reducing valve is achieved thanks to the parameters of the other
two components included in this circuit - damper (item 49) and non-return valve (item 51).
The device is put into effect by switching on the electromagnetic valve (item 46) that opens
the orifice of the nozzle. The required quantity of fuel of pressure (pZ) flows through the
nozzle to the torch igniters.
Starting
The starting cycle is fully automated and the supply of fuel to the engine is controlled by
pressure at compressor outlet (p2*). Fuel is delivered via pipe union „G“ to the compartment
above the diaphragm of the automatic starting device (control elements 40, 41, 50). The
position of the starting needle is determined by the value of control pressure (p2*). Thanks to
the constant pressure gradient valve (control element 39), the constant pressure gradient
(pČ1 - pČ2) is being maintained on the starting needle. The quantity of fuel delivered via the
automatic starting device is augmented by the fuel delivered via the main metering needle
(item 38) that is controlled by the gas generator speed governor (items 23, 24) from the idle
speed.
The initial starting quantity of fuel is determined by the position of the control element 50.
Maximum fuel quantity controlled by the starting automatic device itself and the gas
generator idle speed in flight are determined by the position of the control element item 40.
The course of the starting characteristic is determined by the position of the control element item 41.
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Selection of the engine power rating and automatic maintaining of the selected rating
The selection of the rating is effected by means of the engine control lever (item 22). The
maintaining of the selected rating is ensured through the control of the fuel supply to the
engine by means of the speed governor (items 23 and 24). When selecting a rating that is
determined by the position of the engine control lever (item 22) on the shaft of that there is a
cam of the speed governor (item 26) and a cam of the sleeve (item 34) of the main metering
needle (item 38), the following other components of the control assembly are being shifted
due to their kinematic interlinkage: the sleeve (item 56) of the main metering needle and the
speed governor lever (item 25). This results in a change in load of the spring of the speed
governor. New steady gas generator speed is so set (the speed of the fuel control unit is
derived from the gas generator speed).
The centrifugal speed sensor (item 23) controls, via the blade relay (item 24), the magnitude
of the fuel control pressure (pX) and thus the position of the main metering needle (item 38)
whose steady position is adjusted so that the supply of fuel will correspond to the engine
consumption at the selected rating. When the speed is different from the selected one, the
centrifugal speed sensor processes this difference, changes the control pressure (pX) and the
latter adjusts the main metering needle new position required for ensuring the fuel supply for
maintaining the selected rating.
On the main metering needle, the constant pressure difference (pČ1 - pV) is maintained. This
is adjusted with respect to the ambient pressure (pH) that is being entered in the control unit
through pipe union „F“. The pressure difference control unit (items 9 to 15) controls, via the
blade relay (item 11), the servomotor (item 4) that by-passes the excess amount of fuel
supplied by the gear pump (item 1) to the pump inlet. Thus, the pressure difference (pČ1 - pV)
on the main metering needle (item 38) is controlled.
The pressure difference control unit (items 9 to 15) corrects with the change of the pressure
(pH) the pressure difference on the main metering needle so that the proper acceleration at
various flight altitudes will be ensured. The pressure difference is changed automatically with
ambient pressure (pH) variation.
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The control of engine acceleration and deceleration
Acceleration (change in the fuel supply at transient ratings) is time controlled. With shifting
the engine control lever (item 22), the load of the spring of the speed governor increases and
the main metering needle (item 38) shifts for increased fuel supply to the engine.
The increase of the fuel supply to the engine is ensured by controlling the speed of the shift
of the main metering needle. With shifting the needle (item 38), its differential piston
displaces the fuel via two hydraulic dampers (items16 and 17).
The required acceleration characteristic is achieved by selecting suitable resistance of

hydraulic dampers and by setting the time of opening the second hydraulic damper (item 17).
This is effected by the position of the main metering needle (item 38). To provide for a fast
initial increase in the fuel supply, a hydraulic accumulator (item 29) is included into the circuit
of hydraulic dampers (items 16 and 17). For the stabilization of the transition process and for
the control of the speed of displacement of the main metering needle, a diaphragm stabilizer
is included into the circuit of hydraulic dampers (items 16 and 17). This acts, via the blade
relay (item 24) of the speed governor, on the pressure (pX) that controls the main metering
needle position. The speed of displacement of the main metering needle (item 38) does not
change with the flight altitude but the pressure difference (pČ1 - pV) in its control cross-section
decreases and so does the fuel supply to the engine.
Deceleration is controlled by means of a hydraulic damper (item 18) in the branch of constant
pressure (pk) that is applied to the differential piston of the main metering needle.
Engine protection in case of monitored parameters exceeding
Sensors for monitored parameters exceeding are mounted on the engine. These sensors are
of electric type. If a certain monitored parameter exceeds its maximum magnitude that is
adjusted in the integral electronic limiter unit, to the integral electronic limiter unit that
generates an electric signal is directed the electrohydraulic transducer (items 28 and 45)
situated on the fuel control unit.
The electrohydraulic transducer discharges fuel from the pressure branch (pX) of the main
metering needle (item 38). This shifts in the direction of reduced fuel supply to the engine.
The reduction of the fuel supply to the engine is proportional to the excess of the value
monitored.
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Interruption of the fuel supply to the engine and draining the residual fuel from the fuel
distributor when the engine is shut-down by the lever of the mechanical shut-off valve
(items 30 and 31)
With the lever (item 30) of the shut-off valve (item 31) in position STOP, the fuel control unit
stops the fuel supply to the engine (pipe union D) and simultaneously, drains the fuel
distributor. This is put into effect by draining residual fuel from the fuel distributor to the
drainage (pipe union C). With the lever (item 30) in this position, fuel is prevented from
entering the engine; the fuel that penetrated due to the clearances of the valve (item 31) is
also directed to the drainage.
The needle of the mechanical shut-off and drain valve (item 31) is fitted with a hydraulically
controlled shut-off valve (item 52) that provides for automatic engine starting without any
additional handling. When the mechanical shut-off and drain valve (item 31) is open and the
engine is at the rest fuel does not enter the engine before pressure reaches the value
determined by the adjustment of the shut-off valve (item 52) - even though the booster
pumps are in operation.
Emergency control of the fuel supply to the engine by means of the emergency circuit
If the fuel control unit fails, the pilot directs an electric signal to the solenoid (item 43) that
actuates the two-way valve (item 42). All the fuel delivered by the fuel pump is fed to the
emergency circuit. The emergency circuit consists of the solenoid (item 43), two-way valve
(item 42) and the valve (item 32) that closes the fuel supply (pV1) and holds constant
pressure difference on the needle of the shut-off valve (item 31). The valve of the constant
pressure difference (pČ1NO - pt) (item 32) of the emergency circuit holds the constant pressure
difference on the throttling groove of the emergency circuit. This is put into effect when the
excess the fuel is by-passed to the pump inlet (pS).
The throttling groove of the emergency circuit made in the needle of the shut-off and drain
valve (item 31) enables that the pilot can select the required engine power rating by setting
appropriate position (α2) of the control lever (item 30). However, when controlling the fuel
supply by means of the emergency circuit, the pilot must check essential engine parameters
(speed, inter-turbine temperature, propeller shaft torque, pressures, etc.) and set them by
change in the position (α2) of the lever (item 30). With the emergency circuit switched on,
engine starting can be effected within the range of angles α2 = 25° to 40° of the lever (item
30). The interruption of the fuel supply to the engine with simultaneous draining of residual
fuel (as described in the preceding para) is ensured as well.
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Maximum contingency rating
An elastic stop (item 47) is fitted at an angle α1 = 55° on the engine control lever (item 22) in
the fuel control unit. The elastic stop can be overcome when applying greater force. After the
elastic stop has been overcome, with the engine control lever in position α1 = 60°+2° (fixed
stop), the fuel control unit provides for maximum contingency power of the engine.
Reverse thrust rating
The design of the fuel control unit with respect to the control mechanism for the reverse
thrust rating selection (range of the engine control lever (item 22) from α1 = 0° to α1 = -55°),
the shape of the cam of the sleeve (item 34) and that of the cam of the speed governor (item
26) make it possible to control the fuel supply to the engine at reverse thrust rating and to
prevent from exceeding maximum engine speed during this rating.
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SCHEMATIC DIAGRAM OF THE FUEL CONTROL SYSTEM
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FUEL CONTROL UNIT
GENERAL
The LUN 6590.05-8 fuel control unit forms a part of the fuel system of the engine.
Together with the fuel pump, the FCU provides for the supply of fuel to the engine during:
– starting
– steady ratings
– transient ratings
– max. contingency rating
– reverse thrust rating.
The FCU incorporates devices that provide for:
– engine protection from exceeding critical parameters
– emergency control of fuel supply to the engine
– reliable and fast fuel supply cut-off with simultaneous drainage of fuel from the fuel
distributor
– fuel supply cut-off in case that the engine is at rest and booster pumps on even with
the shut-off and drain valve in open position.
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DESCRIPTION
The FCU consists of two housings that incorporate independent subassemblies (barostatic
governor of pressure difference, electro-hydraulic transducer, electromagnetic valve) that are
interconnected by corresponding channels. As a whole, they form a compact unit with
optimum functional, technological and operational parameters.
The FCU is actuated by two control levers:
– the FCU main control lever for setting engine ratings
– the lever of the mechanical shut-off and drain valve that serves, in case of emergency
circuit operation, for emergency control of engine ratings.
The FCU features a number of control elements some of that can be used in operation
for trimming the characteristics to optimum values.
By the fuel manifold adapters the FCU is coupled - through the manifolds - to the fuel pump,
fuel distributor, drainage and pressure at the compressor outlet. The FCU is fitted with four
de-aeration valves. The FCU flange is of the form of an annular segment. There are four
holes for bolts that fasten the FCU to the accessory drive casing at 4 o’clock position as
viewed from the rear. Fastened to the flange is the centering cover of the seal through that
the splined shaft of the centrifugal speed governor rotor passes axially.
At FCU preservation by means of the preservation agent a special adapter must be screwed
on the FCU outlet pipe union. Thus the penetration of the agent into the engine is prevented.
The agent flows into a prepared container. The same adapter can be used at FCU
de-preservation. The adapter is a part of the aircraft tools kit.
The LUN 6590.05-8 FCU consists of:
1. Starting control unit (control elements 40, 41, 50).
2. Constant pressure difference valve of the starting control unit (control element 39).
3. Centrifugal speed governor with fuel temperature compensator (items 23, 24, 25, 55;
control elements 19, 20, 27).
4. Acceleration control unit (control elements 16, 17).
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5. Jet operated plate valve for engaging the second acceleration level (control element 7).
6. Hydraulic accumulator (control element 29).
7. Technological stop for engine adjustment, see 73.21.00, Page 531.
8. Elastic stop permitting the transition to the maximum contingency rating (control element
47).
9. Constant pressure difference valve of the emergency circuit (control element 32).
10. Constant pressure valve (item 8).
11. Proportional flow control unit - barostatic control unit (control elements 9, 15; items 10,
11, 12, 13, 14).
12. Servo-assisted by-pass valve of the pressure drop control unit (item 4).
13. Differential piston with the main metering needle (control elements 5, 44; item 38).
14. Pressure level holding valve for FCU operation (control element 36).
15. Deceleration unit (item 18).
16. Mechanical shut-off and drain valve (items 30, 31).
17. Hydraulic actuated shut-off valve (item 52).
18. Electro-hydraulic transducer (items 28, 45).
19. Actuating mechanism for power rating setting (items 22, 25, 26, 33, 34, 35, 36).
20. Emergency circuit actuating solenoid (item 43).
21. Two-way valve for engaging the emergency circuit and disengaging the main control
circuit (item 42).
22. Metering needle for manual control of fuel supply if the emergency circuit is on (items 30,
31).
23. De-aeration valves (items 6, 21, 53, 54).
Numbering corresponds to diagrams presented in 73.20.00, Page 11 and 73.21.00, Page 4.
Individual parts of the FCU are described in the subsequent text.
73.21.00
Page 3
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
LUN 6590.05-8 FUEL CONTROL UNIT
The layout of control elements that can be used by the engine manufacturer
or by the aircraft user for FCU adjustment; the layout of de-aeration valves.
73.21.00
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MAINTENANCE MANUAL
ad 1. Automatic starting unit
consists of a profiled needle passing through a bushing. The position of the needle
and thus the area of the flow cross-section formed by the profiled part of the needle,
is controlled by the adjustment of control parameters - i.e. pressure (p2*) at the
compressor outlet that is applied to the diaphragm; spring load (controlled by control
element 41); adjustment of the lower stop (control element 50) and the upper stop
(control element 40).
ad 2. Constant pressure difference valve of the automatic starting unit
consists of a jet operated plate valve. By its design, the plate is connected to a rubber
diaphragm. By control element 39, the required pressure difference for ensuring
optimum function of the automatic starting unit is set by loading the tension spring of
the diaphragm.
ad 3. Centrifugal speed governor with a fuel temperature compensator
The centrifugal speed governor consists of several basic subassemblies, as follows:
– the fork of the centrifugal speed governor, include the governor weights;
– the bracket, include the bearing support and the bearing
– bimetallic compensator ensuring speed correction depending on the temperature of

fuel;
– speed governor spring;
– the speed governor cam;
– maximum speed lever and adjusting screw;
– idling speed lever and adjusting screw;
– the blade relay of the speed governor and the feedback diaphragm.
The fork of the centrifugal speed governor is supported in a bearing; it has two
governor weights whose centrifugal force generated during their rotation is transmitted
by the pin to the support of the bearing seated in the bracket. Axial thrust of the rotating
weights is balanced by the change of the force of the governor spring resulting from the
position (angular displacement) of the speed governor cam. Following any interference
in the equilibrium, the cross-sectional area of flow passage of the blade relay of the
speed governor is changed - as well as the fuel supply to the generator. Then the
equilibrium conditions are restored.
73.21.00
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MAINTENANCE MANUAL
ad 4. Acceleration unit
consists of two adjustable dampers of similar design.
Main parts of these dampers are
- slide valve with spiral groove and tapered surface,
- sleeve with inlet and outlet ports.
ad 5. Jet operated plate valve
activates at a selected and adjusted position of the main metering needle, the second
stage of acceleration. The hemispherical plate bears by its flat surface on the nozzle
face. Thrust is ensured by a spring bearing on a lever that is in contact with the plate.
ad 6. Hydraulic accumulator
consists of two springs with a rubber diaphragm in between them. The damping effect
can be adjusted by an adjusting screw.
ad 7. Technological stop for engine adjustment
This is a cap nut of special design that is screwed on the screw of elastic stop when
adjusting the engine.
ad 8. Elastic stop enabling transition to maximum contingency power
The elastic stop consists of a stop held in the body by means of a special ball lock.
An adjusting nut makes it possible to adjust the force required to overcome the stop.
The stop screw serves for setting the position of the stop to correspond to the
maximum contingency power rating. Installed behind the stop screw there is a seal with
a foil that serves for the indication of the use of the maximum contingency power rating.
A transport locking nut is screwed on the stop to prevent undesirable shifting of the
stop during handling operations prior to putting the engine into operation.
ad 9. Constant pressure difference valve of the emergency circuit
consists of a slide valve, sleeve and spring.
The slide valve is designed so as to act as a constant pressure difference valve on the
passage section of the groove of the emergency circuit as well as a by-passing
servomotor in case of emergency control of the supply of fuel to the engine.
The spring force determines the magnitude of the pressure difference.
73.21.00
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MAINTENANCE MANUAL
ad 10. Constant pressure valve
consists of a slide valve, spring and sleeve.
The required magnitude of fuel pressure can be adjusted by the spring force.
ad 11. Proportional fuel flow control unit
This barostatic control unit is designed as a separate housing that is fastened to the
FCU by three bolts. The following subassemblies are built in the housing of the
barostatic control unit:
a) A blade relay include barometric correction and a feedback diaphragm
b) A stabilization device
c) A diaphragm pressure drop sensor of the nozzle-flap type
d) A pressure drop adjusting screw.
ad 12. Servomotor
consists of a differential slide valve and a sleeve.
Two profile grooves are made on the smaller diameter of the slide valve. Through
these grooves, fuel is fed to the by-pass. The larger diameter of the slide valve is
fitted with a rubber collar. A calibrated nozzle is screwed in the slide valve.
ad 13. Differential piston include the main metering needle
The differential piston forms a common design subassembly with the main metering
needle that features two symmetrically situated profiled grooves. In the bottom part of
the needle is a sleeve that is connected by a kinematic link to the main control lever.
The sleeve controls the maximum fuel supply at given angle of the main control lever.
The equilibrium position of the main metering needle is determined by pressures
acting on the differential piston surface whose control pressure compartments are
sealed by means of rubber collars.
ad 14. FCU pressurizing valve
comprises a slide valve with two types of through-flow openings, a sleeve and
a spring.
ad 15. Deceleration unit
is designed as a packet damper.
Individual plates with small diameter holes are fitted into the sleeve in such a way that
plates with a hole made in the axis alternate with plates with holes outside the axis.
Spacing rings are inserted in between the plates.
73.21.00
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MAINTENANCE MANUAL
ad 16. Mechanical shut-off and drain valve
consists of the following main parts: a slide valve, a sleeve and an actuating
mechanism.
The slide valve features the holes to ensure the performance of required functions.
The position of the slide valve that is housed in the sleeve can be selected by turning
a lever linked with a pinion meshing with a rack on the slide valve itself.
- Hydraulic actuated shut-off valve is a part of the slide valve.
- When the electromagnetic valve of the emergency circuit is on, the subassembly
performs the function of the metering needle for manual control of fuel supply (see
ad 22.).
ad 17. Hydraulic actuated shut-off valve
is situated on one end of the slide valve of the mechanical shut-off and drain valve.
It is of a nozzle-flap type. The flap is guided by a ball journal. To ensure perfect

tightness, rubber is vulcanized into the groove on the flap head. The spring is
adjusted by means of washers so that required force will be achieved.
ad 18. Electrohydraulic transducer
The electrohydraulic transducer controls pressure (pX) in the compartment of the main
metering needle and thus its position. Thus the fuel supply is dependent on the
control signal from the integrated electronic limiter unit. It is designed as an
independent subassembly mounted on the FCU body. It is of two parts: the
electromagnet circuit and the control blade valve circuit. These parts are mechanically
interlinked and mutually sealed. The electromagnet consists of a four-pole permanent
magnet that generates strong magnetic flux in air gaps of the pole shoes. The
armature surrounded by two coils with appropriate windings orientation obtains flux
that corresponds to the control current in the coils and the polarity of the magnet. This
is why the armature turns in this magnetic field depending on the magnitude of the
control signal and turns by the blade valve. The turning of the armature and of the
blade valve lever is mutually linked by a rigid mechanical link by means of an axle.
Two counteracting helical springs on the blade valve lever act against the force of the
magnetic circuit. To limit the overall travel of the blade valve, stop screws are fitted in
the upper pole shoe. Adjustment and initial setting of the blade valve position is
performed by adjusting screws in the cover of electrohydraulic transducer. To protect
the nozzle and the blade valve from impurities, a local strainer is built in the
transducer housing.
73.21.00
Page 8
Jul 1, 2003
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MAINTENANCE MANUAL
ad 19. Mechanism for power rating setting
consists of the main actuating lever, a speed governor cam and a cam of the main
metering needle (flow control cam).
Both cams are fixed on the shaft of the main actuating lever. To achieve the required
characteristics, mutual position of the two cams should be adjusted.
The speed governor cam bears on the roller of the lever that determines the speed
governor spring force depending on the position (turning) of the main actuating lever.
The flow control cam contour is made in the form of a groove. A roller that is a part of
the lever follows the groove. The position of the sleeve changes with the position of
the main actuating lever. Thus the max. possible travel of the main metering needle is
determined and this way the max. area of control cross-section in the groove of the
main metering needle is determined as well.
ad 20. Electromagnet for activating the emergency circuit
consists of a jacket made of soft magnetic material. A fork and a coil are closely fitted
in the jacket. The coil winding is made of copper wire with polyesterimide insulation.
The coil outlets are soldered to connector terminals marked A and V. The fork and the
coil are attached to the jacket by pins and, moreover, encased in hot poured epoxy
resin mixed with ground fused quartz.
Complete armature is closely fitted into the coil with the jacket. Its position is
controlled by a spring that pushes the armature until it bears on the closing nut. The
complete valve (with the hemisphere) and the stop screw are attached to the
armature by means of a thread and pin.
The electromagnet is mounted into the housing opposite to the nozzle. It is sealed
against nominal pressures up to 2.0 MPa. It opens within less than 0.1 sec at 20 V DC.
ad 21. Two-way valve for activating the emergency circuit and disengaging the main control
circuit
consists of a slide valve and a sleeve.
The slide valve has the form of a differential piston. Working ports are drilled in the
slide valve shank of smaller diameter.
In the axis of the slide valve shank of larger diameter there is a nozzle. On its
circumference there are labyrinth seal grooves.
Depending on the position of the slide valve in the sleeve (electromagnet on or off)
fuel is supplied either to the main or emergency branch of the fuel control unit.
73.21.00
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MAINTENANCE MANUAL
ad 22. Metering needle for manual fuel supply when the emergency circuit is on
The needle is identical with that of the shut-off and drain valve. However, in addition
to the shut-off and drain functions, the needle performs also the metering function,
depending on the position (turning) of this valve actuating lever. For this purpose, two
profiled throttling grooves are made opposite to each other on the valve surface.
ad 23. De-aeration valves
There are four de-aeration valves on the FCU.
The body of the de-aeration valve is formed by a pipe union. A sealing steel ball is
inserted into the cylindrical recess with a seat. The ball is forced into the seat by the
load of a spring. The de-aeration valves are closed by knurled cap nuts.
73.21.00
Page 10
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MAINTENANCE MANUAL
FUEL CONTROL UNIT
TROUBLESHOOTING
If the trouble occurs whose elimination by the user’s personnel is not allowed, contact the
organization appointed to FCU technical services.
73.21.00
Page 101
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MAINTENANCE MANUAL
73.21.00
Page 102
Jul 1, 2003
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MAINTENANCE MANUAL
FUEL CONTROL UNIT
SERVICING TECHNOLOGY
Work Page
FCU de-preservation 301 to 302
De-aeration of the LUN 6590.05-8 fuel control unit 303 to 304
LUN 6590.05-8 fuel control unit - replacement 401 to 406
Permitted adjustment of the FCU fitted on the engine that can be 501 to 513
performed by trained-in personnel of the user 528 to 533
Permitted adjustment of the FCU fitted on the engine that can be 514 to 560
performed by personnel of organization appointed to FCU services
Permitted operations on the FCU 801 to 802
Preservation and storage of the FCU 901 to 903
Measures to be taken during breaks in FCU operation 904
73.21.00
Page 201
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MAINTENANCE MANUAL
73.21.00
Page 202
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
301 to 302

(Manhours)
FCU de-preservation
1.00
FCU de-preservation is performed according to its intended See

application. Page 101
Procedure:
1. Unpack the FCU on a clean bench.
2. Put the FCU into a shallow tub (dish) and de-preserve its
surface using a brush wetted in clean petrol.
Having removed all preservation oil, dry the FCU by clean

and dry air stream of 0.1 to 0.5 MPa (1 to 5 kp/sq cm)
pressure.
Following outer de-preservation, remove all blinding plugs of

both inlet and outlet sockets.
Brush Compressed air

0.1 to 0.5 MPa
Shallow tub
(1 to 5 kp/sq.cm)
100/500x500 mm
Petrol - 2 litres
73.21.00
Page 301
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
301 to 302

(Manhours)
FCU de-preservation
1.00
3. Depending on the FCU application, inner de-preservation is

performed as follows:
3.1 If the FCU is to be installed on the engine, inner

de-preservation is performed together with the engine.
3.2 If the FCU is to be checked for performance test or for other

testing, it should be mounted on a test stand and flushed for
2 to 5 minutes with any kind of fuels permitted in technical
specifications.
3.3 Following inner de-preservation, all orifices, both inlet and

outlet ones, must be fitted with blinding plugs with sealing
rings.
4. Enter the reason and date of de-preservation in the FCU

log. The entry should be confirmed by the signature of the
person in charge.
73.21.00
Page 302
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WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
303 to 304

(Manhours)
De-aeration of the LUN 6590.05-8 fuel control unit
0.50
1. Unlock and manually unscrew the knurled closing nuts of the See
fuel control unit de-aeration valves. (items 53 and 54, ref. fig. Page 101
in section 73.21.00, page 4)
2. Screw manually the M601-915.9 de-aeration adapters on the

de-aeration valves. Push the adapter hoses into the waste
fuel container.
3. Open the fire-protection cock, switch on the board booster

pump and push the starter button. Leave the shut-off valve
closed.
4. After switching off the starter, leave the board booster pump
switched on and check whether clean fuel free of air bubbles
flows out from the hoses of the de-aeration adapters.
5. If the fuel is clean, switch board booster pump off; unscrew

the de-aeration adapters.
Pointer side nippers Binding wire dia 0.63 mm

Flat pliers
- 0.6 m
Fuel container
- capacity 5 litres
De-aeration adapter
No. M601-915.9 - 2pcs
73.21.00
Page 303
Jul 1, 2003
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MAINTENANCE MANUAL
M601E On pages
M601E-21
303 to 304

(Manhours)
De-aeration of the LUN 6590.05-8 fuel control unit
0.50
6. Screw closing nuts on the de-aeration valves of the fuel

control unit.
7. Unclock and manually unscrew the knurled closing nuts of

the other two de-aeration valves (items 6 and 21; ref.
section 73.20.00, page 4).
8. Screw de-aeration adapters on the de-aeration valves.

Push the adapter hoses into the waste fuel container.
9. Switch on the board booster pump - without starter

operation. The shut-off valve remains closed.
10. Check whether clean fuel free of bubbles flows out from
the hoses.
11. Then, switch the board booster pump off and close the
fire-protection cock.
12. Unscrew both de-aeration adapters.
13. Screw on and lock the closing nuts on the de-aeration

valves.
NOTE: As far as 4pcs of de-aeration adapters are available,

FCU de-aeration is possible to carry out through all 4
de-aeration valves at the same time.
73.21.00
Page 304
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 406

(Manhours)
LUN 6590.05-8 fuel control unit - replacement
3.00
1. Removal See
Page 101
1.1 Prior to removal, preserve the fuel control unit to be
removed (ref. 73.21.00, pages 901 to 903)
1.2 Release manually the lock of the fuel shut-off valve pull rod.
1.3 Using a screwdriver, unlock the tab washer and using the
spanner s=8 mm, unscrew the nut of the pull rod pin of the
engine control lever on the fuel control unit. Pull out the pin
including the pull rod.
1.4 Unlock and manually release the nuts of the plugs of the
emergency circuit valve and of the electro-hydraulic
transducer. Pull the plugs out.
Spanners s=8; 14; 15; 17; 19; Washer 5.2 ONL 3288.2
22 mm
Socket spanner s=7 mm of stainless steel 17 246.4
M601-941.4 -1m
Flat eye spanner 14x14

M601-9101
Spanner 145-PM30
Flat pliers
Pointer side nippers
Screwdriver
73.21.00
Page 401
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 406

(Manhours)
3.00
1.5 Unlock and disconnect the following hoses and pipes:
- fuel supply hose from the airframe installation, using

spanner s=22 mm
- the M601-822.9 fuel by-pass manifold, using spanner

s=22 mm
- the M601-823.9 fuel transfer tube to the fuel control unit

(first using spanner s=19 mm, release the union nut on
the fuel pump and then using spanner s=17 mm, release
the banjo bolt of the adjustable pipe union of the fuel
control unit)
- the M601-871.6 air supply tube to fuel control unit: both

on the device and on the engine, using spanner
s=15 mm
- the M601-854.6 fuel drain pipe from the fuel control unit
and fuel pump, using spanner s=15 mm
- the M601-845.6 pipe for the fuel supply to the fuel

distributor, using spanner s=17 mm
1.6 Using flat eye spanner s=14 mm, release and unscrew 4
self-locking nuts that fasten the fuel control unit to accessory
drive casing.
1.7 Pull the fuel control unit in the direction to the fireseal
bulkhead off the driving shaft and studs.
73.21.00
Page 402
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MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 406

(Manhours)
3.00
2. Installation
2.1 Prior to installation de-preserve the fuel control unit outer

surface, check the seals and using spanner No. 145-PM30
check the smooth turning of the driving shaft, of the engine
control lever and of the shut-off valve as well. Clean the
flange bearing surface and remove the blinding plug.
2.2 Coat slightly the driving shaft, the centering shoulder and all
pipe unions by engine oil. Check the rubber sealing ring on
the centering shoulder of the drive.
2.3 Slide the fuel control unit into the driving splines and on the
studs. If required, turn the drive by means of manual turning
by the generator rotor.
2.4 Secure the fuel control unit by the fastening the self-locking
nut on the right upper screw and fit the pipe for fuel
distributor supply Dwg. No. M601-845.6 to the control unit
pipe union and tighten it slightly, using spanner s=17 mm.
2.5 Using flat eye spanner s=14 mm, screw on and tighten other
self-locking nuts.
2.6 Using spanner s=17 mm, tighten the union nut of the fuel
supply pipe to the M601-845.6 fuel distributor and lock it by
means of binding wire.
73.21.00
Page 403
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MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 406

(Manhours)
3.00
2.7 Connect and secure the following pipes and hoses:
- the M601-854.6 fuel drain pipe to the fuel control unit

and to the fuel pump, using spanner s=15 mm
- the M601-871.6 air feed tube to the fuel control unit
- the M601-823.9 fuel inlet manifold to the fuel control

unit (tighten slightly both joints, then tighten the banjo
bolt by spanner s=17 mm and finally, the union nut by
spanner s=19 mm
- the M601-822.9 fuel by-pass tube by spanner s=19 mm
- fuel inlet hose from the airframe installation, by the

spanner s=22 mm
2.8 Connect and secure the emergency circuit plugs and

electrohydraulic transducer plugs.
2.9 Using the 146-PM2001 centering pin check the position of

the engine control lever scale on the FCU in comparison
with the FCU body. The position of the hole in the scale at
the angle of −27o must correspond with the hole in the
FCU body.
2.10 The 146-PM2001 centring pin insert into the hole in the
engine control lever on the FCU and at the same time into
the hole on the scale at the angle of +15°. The scale line
on the pointer must correspond with the „0“ mark on the
scale. If some disagreement appears, bend the pointer to
reach the agreement.
73.21.00
Page 404
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MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 406

(Manhours)
3.00
2.11 Using spanner s=8 mm screw the pin of the pull rod of the
engine control lever in the lever eye and secure it by
means of a lock washer.
2.12 Install the airframe pull rod to the fuel shut-off valve.
2.13 Fuel control unit - de-preservation and de-aeration
- screw the preservation adapter on the preservation pipe

union on the FCU instead of the plug. Slide the hose on
the flow adapter and the other end put into the
container
- open the airframe fire cock, switch on the airframe

booster pump and open the fuel shut-off valve
- carry out the dry motoring run
- close the fuel shut-off valve, switch off the airframe

booster pump and close the airframe fire cock
- remove the preservation adapter and screw on the plug

instead of it. Lock the plug by a lockwire
- de-aeration is to be performed in accordance with

technological instruction 73.21.00, pages 303 to 304.
73.21.00
Page 405
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 406

(Manhours)
3.00
2.14 Enter the replacement of the fuel control unit in the Engine
Log Book and into corresponding logs. Blind all holes on
the dismantled instrument.
2.15 Check engine actuation:
- adjustment of the V3 clearance; (ref. 76.10.00, pages

502 to 503)
- adjustment of the basic (zero) position of the engine

control lever; (ref. 76.10.00, page 501)
- adjustment of the length of the airframe pull rod; (ref.

76.10.00, page 504)
- adjustment of the lever travel for manual propeller pitch

setting; (ref. 76.10.00, page 505)
- adjustment of the reverse power; (ref 76.10.00, pages

512 to 514)
- adjustment of the actuation lever of the fuel shut-off

valve (ref. 76.10.00, pages 509 to 511)
2.16 Check the operational ability of the torque limiter in

accordance with technological instructions, section
77.15.00, pages 501 to 502.
2.17 Check and adjust the on and off points of the automatic
feathering switch on the engine control lever in accordance
with technological instructions, section 76.10.00, pages
506 and 507.
73.21.00
Page 406
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
PERMITTED ADJUSTMENT OF THE FCU FITTED ON THE ENGINE

THAT CAN BE PERFORMED BY TRAINED - IN PERSONNEL OF THE USER
− Adjustment of engine starting − control elements 41, 50

(ref. 73.21.00, Pages 502 to 507)
− Adjustment of the ground idling speed − control element 19

(ref. 73.21.00, Pages 508 to 510)
− Adustment of the speed controlled by speed − control element 27

governor (ref. 73.21.00, Pages 511 to 513)
− Check and adjustment of maximum generator − control element 27

speed by means of the technological stop (ref. 73.21.00, Pages 558 to 560)
− Check and adjustment of the reverse thrust power − control element 8

(ref. 76.10.00, Pages 512 to 514)
− Check on operation of the elastic stop − control element 47

(ref. 73.21.00, Pages 528 to 533)
73.21.00
Page 501
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
502 to 505

(Manhours)
Adjustment of engine starting
0.50
Adjustment of engine starting is to be performed using control See

element (in the subsequent text - element) 41, see Fig. 501, in Page 101
the following cases:
a) Starting is slow with tendency to generator speed sticking

below the idling speed or it actually sticks. In this case, the
adjusting screw (in the subsequent text - screw) (2) of
element 41 should be turned clockwise.
b) Starting is fast with a tendency to excessive inter-turbine

temperature growth.
In this case, screw (2) of element 41 should be turned

counterclockwise.
See Fig. 502 for changes in the starting characteristics

when using element 41 for adjustment.
Spanner s=8 mm Seal N 9910 (or user’s seal)
Spanner 3 No. 146-PM 160 Wire dia 0.63 mm

of stainless steel 17 246. 4
Flat pliers
- length 250 mm
Pincers
73.21.00
Page 502
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
502 to 505

(Manhours)
0.50
Procedure:
1. Using pliers, remove the seal and locking wire from element
41.
2. Using spanner s=8 mm, loosen nut (1) so that screw (2) will
be turned in both directions. When loosening nut (1), hold
screw (2) using spanner 3 No. 146-PM 160 in its initial
position.
3. Using spanner 3 No. 146-PM 160, turn screw (2) in the

required direction until obtaining the desired starting
characteristics. Turning screw (2) clockwise results into faster
starting, turning it counterclockwise results into slower
starting. Turning screw (2) through ± 1 turn results into fuel
supply change app. ∆Gp ± 8 litres per hour.
4. With respect to the initial setting by the FCU manufacturer, it

is permitted to turn screw (2) maximum by 2 turns
clockwise/counterclockwise.
5. Having completed the adjustment, tighten nut (1) using

spanner s=8 mm. When tightening nut (1), screw (2) should
be held in adjusted position by means of spanner 3 No.
146-PM 160. Having tightened nut (1), secure element 41 by
wire dia 0.63 mm and seal.
6. Enter the adjustment performed, its magnitude and date into

the log of the device concerned. The entry is to be confirmed
by the signature of the person in charge.
73.21.00
Page 503
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
502 to 505

(Manhours)
0.50
Control element 41 for adjustment of engine starting

Control element 50 for adjustment the initial phase of engine starting
Fig. 501
73.21.00
Page 504
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
502 to 505

(Manhours)
0.50
Turning element 41 counterclockwise

Initial setting
Turning element 41 clockwise
GP
+∆GP
−∆GP
GP
p*2 - pH
Change in starting characteristics
as adjusted by means of element 41
Fig. 502

Initial setting
GP
+∆GP
GP −∆GP
p*2 - pH
Change in starting characteristics
as adjusted by element 50
Fig. 503
73.21.00
Page 505
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
506 to 507

(Manhours)
Adjustment initial phase of engine starting
0.50
If the required change concerns only the initial phase of the See
starting characteristics, adjustment is carried out by the control Page 101
element (in subsequent text - element) 50, see Fig. 501.
Turning the adjusting screw (in the subsequent text - screw) (4)
clockwise results into increased initial quantity of fuel for starting.
Initial inter-turbine temperature growth becomes steeper.
Turning screw (4) counterclockwise results into decreased initial

quantity of fuel for starting. Initial growth of inter-turbine
temperature becomes slower.
See Fig. 503 for the change in the characteristics of initial

quantity of fuel for starting as adjusted by means of element 50.
Procedure:
1. Using pliers, remove the seal and locking wire of element 50.
2. Using spanner s=12 mm, loosen and then fully unscrew cap
nut (5).
Flat pliers Seal N 9910 (or user’s seal)

Spanners s=8 mm; s=12 mm
length 200 mm
Pincers
73.21.00
Page 506
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
506 to 507

(Manhours)
Adjustment initial phase of engine starting
0.50
3. Using spanner s=8 mm, loosen nut (3) so that screw (4) will
be turned in both directions. When loosening nut (3), screw
(4) should be held in initial position by means of spanner 4
No. 146-PM 161.

required direction until the process of starting is optimum.
Turning screw (4) clockwise, the supplied fuel quantity is

increased while by turning it counterclockwise, it is
decreased.
Turning screw (4) through approximately 0.5 turn represents

a change in initial quantity Gp approximately by ± ∆Gp = 3
litres per hour.
5. With respect to initial setting by the FCU manufacturer,

screw (4) is allowed to be turned through 1 turn

be held in the adjusted position by means of spanner 4
No. 146-PM 161.
7. Screw cap nut (5) on screw (4) and tighten it using spanner
s=12 mm. After tightening, secure element 50 by wire
dia 0.63 mm and seal.

the log of the device concerned.
Confirm the entry by the signature of the person in charge.
73.21.00
Page 507
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
508 to 510

(Manhours)
Adjustment of the ground idling speed
0.50
Adjustment of the ground idling speed by means of control See

element (in subsequent text - element) 19, see Fig. 504, is Page 101
performed when the ground idling speed of the engine is low or
high provided the angle α1 of main FCU lever is set in position
α1 = ±3°.
See Fig. 505 for the change in the ground idling speed resulting
from adjustment by element 19.
Procedure:
2. Using spanner s=8 mm, loosen the nut (1) so that adjusting
screw (in subsequent text - screw) (2) will be turned in both
directions.
When loosening nut (1), hold screw (2) in its initial position by
spanner 3 No. 146-PM 160.

Spanner s=8 mm
length 150 mm
Pincers
73.21.00
Page 508
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
508 to 510

(Manhours)
0.50

required direction until the prescribed magnitude of the
ground idling speed is reached.
If speed should be increased, turn screw (2) clockwise, if it

should be decreased, turn screw (2) counterclockwise.
Turning screw (2) through 1 turn results in a change in the

generator speed by some 2.5 %.
4. With respect to initial setting by the FCU manufacturer, screw

(2) may be turned through 1.5 turn
5. Having finished the adjustment, tighten the nut (1) using

be held in the adjusted position by means of spanner 3
No. 146-PM 160.
6. Having tightened nut (1), secure element 19 by wire

7. The adjustment performed, its magnitude and date should be

entered in the log of the device concerned.
The entry should be confirmed by the signature of the person

in charge.
73.21.00
Page 509
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
508 to 510

(Manhours)
0.50
Control element 19 for adjustment of the ground idling speed

Fig. 504

Initial setting
nG
+∆nGvoln.
−∆nGvoln. ~5°
α1
Change in characteristics of the ground idling speed resulting
from adjustment by the element 19
Fig. 505
73.21.00
Page 510
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
511 to 513

(Manhours)
Adjustment of the speed controlled by speed governor
0.50
Adjustment of the speed controlled by the speed governor is See

performed by control element (in subsequent text - element) 27, Page 101
see Fig. 506.
A change in its position results in a change in the governor

intervention characteristics that turns either to decreased or
increased speed with respect to initial setting, depending on the
sense of element 27 turning.
This adjustment is used in case of the required additional

adjustment of maximum generator speed.
See Fig. 507 for changing characteristics of the speed controlled

by speed governor when performing adjustment by element 27.
CAUTION: AFTER FCU REPLACEMENT THE SPEED

CONTROLLED BY SPEED GOVERNOR MUST BE
PREADJUSTED BY MEANS OF TECHNOLOGICAL
STOP (REF. 73.21.00, PAGES 566 TO 568).
Pincers Wire dia 0.63 mm

Spanner s=17 mm
length 200 mm
Spanner 5 No. 146-PM 162
73.21.00
Page 511
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
511 to 513

(Manhours)
0.50
Procedure:
2. Using spanner s=17 mm, loosen the cover nut (in subsequent
text - nut) (1) so that screw (2) will be turned in both
directions. When loosening nut (1), screw (2) should be held
in its initial position by means of spanner 5 No. 146-PM 162.
3. Using spanner 5 No. 146-PM 162, turn screw (2) in required

direction until prescribed magnitude of maximum speed
limited by the governor is reached.
By turning screw (2) clockwise, maximum speed increases.

By turning screw (2) counterclockwise, maximum speed
decreases.
Turning screw (2) through 1 turn results in a change in

maximum speed by some 3.5 %.
4. With respect to the initial setting performed by the FCU

manufacturer, screw (2) is permitted to be turned through
1 turn clockwise/counterclockwise.
5. Having completed the adjustment, tighten nut (1) by means of

be held in adjusted position by means of spanner 5
No. 146-PM 162.
6. After having tightened nut (1), secure element 27 by wire

7. Enter the adjustment performed, its magnitude and date in

the log of the instrument concerned.
73.21.00
Page 512
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
511 to 513

(Manhours)
0.50
Control element 27 for the adjustment of the speed controlled by

the speed governor
Fig. 506

Initial setting
nG +∆nGmax.
−∆nGmax.
α1
Change in characteristics of the speed controlled by the speed
governor when adjusted by the element 27.
Fig. 507
73.21.00
Page 513
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
PERMITTED ADJUSTMENT OF THE FCU FITTED ON THE ENGINE THAT CAN BE

PERFORMED BY PERSONNEL OF ORGANIZATION APPOINTED TO FCU SERVICES
- Adjustment of engine starting - control elements 41, 50

(ref. 73.21.00, Pages 502 to 507)
- Adjustment of the ground idling speed - control element 19

(ref. 73.21.00, Pages 508 to 510)
- Adjustment of the speed controlled by the speed - control element 27
governor (ref. 73.21.00, Pages 511 to 513)
- Check and adjustment of maximum generator - control element 27
speed by means of the technological stop (ref. 73.21.00, Pages 558 to 560)
- Check and adjustment - control element 8
of the max. reverse thrust power (ref. 76.10.00, Pages 512 to 514)
(ref. 73.21.00, Pages 528 to 533)
- Acceleration characteristics - control elements 7, 17
(ref. 73.21.00, Pages 515 to 523)
- Adjustment of the generator altitude idling speed - control element 40
(ref. 73.21.00, Pages 524 to 527)
- Adjustment of the emergency circuit - control element 32
(ref. 73.21.00, Pages 534 to 536)
- Adjustment of engine starting by means - control element 39
of adjustment of the pressure difference valve (ref. 73.21.00, Pages 537 to 541)
on the automatic starting unit
- Adjustment of the ground idling speed when the - control element 33
permitted adjustment by elements 40 and 39 (ref. 73.21.00, Pages 542 to 544)
has been exhausted
- Adjustment of the fuel flow rate increase - control element 29
at the start of acceleration (ref. 73.21.00, Pages 545 to 547)
- Adjustment of the acceleration time - control element 20
(ref. 73.21.00, Pages 548 to 550)
- Adjustment of the generator acceleration - control element 16
(ref. 73.21.00, Pages 551 to 553)
- Adjustment of maximum fuel flow - control element 5
(ref. 73.21.00, Pages 554 to 556)
73.21.00
Page 514
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
515 to 517

(Manhours)
Adjustment in case of slow acceleration
up to approximately nG = 90 % 1.00
CAUTION: The following procedure must be carried out by See

qualified personnel with the organization appointed Page 101
to FCU technical services.
In case of a low increase of speed up to the change in the rate of

growth (approximately up to nG = 90 % ) at H = 0 km to H = 3 km,
adjustment is effected by means of control element (in
subsequent text - element) 7, see Fig. 508.
Turning the element 7 clockwise results in steeper acceleration

while turning it counterclockwise leads to slower acceleration.
See Fig. 509 for changes resulting from adjustment by means of

the element 7.

Spanner s=17 mm
length 150 mm
Pincers
73.21.00
Page 515
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
515 to 517

(Manhours)
Procedure:
1. Using pliers, remove the seal and locking wire from the
element 7.
text - nut) (2) so that control screw (in subsequent text -
screw) (1) will be turned in both directions. When loosening
nut (2), hold screw (1) in its initial position using spanner 4
No. 146-PM 161.
3. Using spanner 4 No. 146-PM 161, turn screw (1) clockwise
until reaching the prescribed acceleration time.
Turning screw (1) through ± 1/2 turn results in the following
changes: acceleration time by ∆τ = ±0.75 sec (for H = 0 km)
and ±0.4 sec (for H = 3 km); fuel flow rate by ∆Gp
approximately ±10 litres per hour at H = 0 km.
In case of too steep nG growth, turn screw (1)
counterclockwise.
4. With respect to initial adjustment performed by the FCU
manufacturer, max. 1/2 turn clockwise/counterclockwise is
allowed. This concerns screw (1).
spanner s=17 mm. When tightening nut (2), hold screw (1) in
the adjusted position by means of spanner 4 No.
146-PM 161.
6. Secure the element 7 by means of wire dia 0.63 mm and
seal.
7. Enter the adjustment performed, its scope and date in the log
of the adjusted device.
73.21.00
Page 516
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
515 to 517

(Manhours)
Control element 7 for acceleration adjustment

Fig. 508

Initial setting
−∆τ τ +∆τ
GP
+∆GP
−∆GP
τ
Change in the acceleration characteristics resulting
from adjusting the element 7
Fig. 509
73.21.00
Page 517
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
518 to 521

(Manhours)
Adjustment of acceleration in case of in-flight surging
in the range of nG = 80 to 100 % 1.00
CAUTION: THE FOLLOWING PROCEDURE MUST BE See

CARRIED OUT BY QUALIFIED PERSONNEL WITH Page 101
THE ORGANIZATION APPOINTED TO FCU
TECHNICAL SERVICES.
When in-flight surging occurs in the range of nG = 80 to 100%,

acceleration adjustment is performed by means of control
Turning the element 17 clockwise results into longer acceleration

time while turning it counterclockwise leads to steeper
acceleration.
See Fig. 511 for changes in the acceleration characteristics

resulting from adjusting the element 17.
Flat pliers Seal No. 9910 (or appointed

organization seal)
Wire dia 0.63 mm
Spanner s=10 mm
Pincers
length 250 mm
73.21.00
Page 518
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
518 to 521

(Manhours)
Procedure:
17.
2. Using spanner s=10 mm, loosen and unscrew the cap nut (1).
3. Using spanner s=10 mm, loosen the nut (2) to enable turning
the adjusting screw (3) in both directions. When loosing the
nut (2) hold the screw (3) by the spanner 4 No. 146-PM 161
in its initial position.
4. Turn the screw (3) by the spanner 4 No. 146-PM 161 in the
direction corresponding to the demanded change in
acceleration as follows:
a) Acceleration is short in time, but there is still a time

reserve.
In this case, turn the screw (3) clockwise (acceleration

time is increased) until satisfactory acceleration is
achieved.
b) There is no reserve in time:
In this case, turn screw (3) clockwise and check the

acceleration time.
If it is longer than prescribed by technical specifications

perform final adjustment by means of the element 7 in
accordance with the technological instruction 73.21.00,
pages 515 to 517.
Turning screw (3) by ±1 turn results in a change in

acceleration time by ∆τ = ±0.2 sec at H = 0 to 3 km.
73.21.00
Page 519
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
518 to 521

(Manhours)
5. With respect to the initial adjustment performed by the fuel

control unit manufacturer, it is allowed to turn screw (3) max.
2 turns clockwise or counterclockwise.
6. After having completed adjustment using spanner s=10 mm

tighten the nut (2). When tighten the nut (2) hold the screw (3)
in adjusted position by the spanner 4 No. 146-PM 161.
7. Screw the cap nut (1) on and tighten it using spanner

s=10 mm.

seal.
9. Enter the adjustment performed, its scope and date into the
log of the adjusted device.
73.21.00
Page 520
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
518 to 521

(Manhours)
Control element 17 for acceleration adjustment

Fig. 510

Initial setting
−∆τ τ +∆τ
GP
τ
Change in the acceleration characteristics resulting
from adjusting the element 17
Fig. 511
73.21.00
Page 521
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
522 to 523

(Manhours)
Adjustment in case of slow acceleration above nG = 88 %
1.00

TECHNICAL SERVICES.
In case of slow generator speed growth above the breaking point

of nG growth rate (above nG = 88 %) at H = 0 to 3 km, adjustment
is performed by means of control element 17, see Fig. 510.
When turning the element 17 clockwise, acceleration is slower

while counterclockwise turning results in steeper acceleration.

resulting from adjustment by means of the element 17.
Flat pliers Seal N 9910 (or appointed

organization seal)
Wire dia 0.63 mm
Spanner s=10 mm
Pincers
length 250 mm
73.21.00
Page 522
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
522 to 523

(Manhours)
Adjustment in case of slow acceleration above nG = 88 %
1.00
Procedure:
1. Using the pliers, remove the seal and locking wire from the
element 17.
2. Using spanner s=10 mm, loosen and unscrew the cap nut (1).
3. Using spanner s=10 mm, loosen the nut (2) to enable turning
the adjusting screw (3) in both directions. When loosing the
nut (2) hold the screw (3) by the spanner 4 No. 146-PM 161
in its initial position.
4. Using spanner 4 No. 146-PM 161 turn the screw (3) CCW at
slow nG growth until the required nG growth will be achieved.
In case of too fast nG growth, turn the screw (3) clockwise.
Turning screw (3) by ±1 turn results in a change in acceleration
time by ∆τ = ±0.2 sec (for H = 0 to 3 km).
5. With respect to the initial adjustment performed by the FCU
manufacturer, the screw (3) is allowed to be turned by max. 2
turns clockwise/counterclockwise.
6. After having completed the adjustment, using spanner
s=10 mm tighten the nut (2). When tighten the nut (2), hold
the screw (3) in adjusted position by the spanner 4
No. 146-PM 161.
7. Screw the cap nut (1) on and tighten it using spanner
s=10 mm.
seal.
73.21.00
Page 523
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
524 to 527

(Manhours)
Adjustment of the generator altitude idling speed
1.00

TECHNICAL SERVICES.
Adjustment of the generator altitude idling speed is performed by

means of control element (in subsequent text - element) 40, see
Fig. 512.
Turning the element 40 clockwise results in increased fuel flow

rate (altitude idling speed is increased) while turning it
counterclockwise leads to decreased fuel supply (altitude idling
speed is decreased).
See Fig. 513 for changes in the characteristics of the generator

altitude idling speed resulting from adjustment by means of
element 40.
Flat pliers Seal N 9910 (or appointed

organization seal)
Pincers
Wire dia 0.63 mm
Spanners s=8; 12 mm
length 200 mm
73.21.00
Page 524
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
524 to 527

(Manhours)
1.00
Procedure:
elements 40 and 50.
2. Using spanner s=12 mm, loosen and then unscrew the cap
nut (3).
3. Using spanner s=12 mm, loosen nut (1) so that stop (2) will
be turned in both directions.
When loosening the nut (1), hold the stop (2) in its initial
position using spanner s=8 mm.
4. Using spanner s=8 mm, turn the stop (2) in the required
direction to achieve the prescribed generator altitude idling
speed.
When turning stop (2) clockwise, fuel flow rate is increased
and so does the altitude idling speed while when turning stop
(2) counterclockwise fuel flow rate is decreased and so does
the generator altitude idling speed.
Turning the stop (2) by 1/2 turn results in a change in fuel
flow rate by approximately 12 litres per hour.
manufacturer, it is allowed to turn stop (2) by max. 1/2 turn
clockwise and counterclockwise.
6. After having completed the adjustment, tighten the nut (1)
using spanner s=12 mm. When tightening the nut (1), hold
the stop (2) in the adjusted position by means of spanner s=8
mm.
7. After having completed adjustment according to item 4, it is
necessary to carry out correction by means of the element
50. Correction is carried out in accordance with items 8 to 10.
73.21.00
Page 525
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
524 to 527

(Manhours)
1.00
8. Using spanner s=8 mm, loosen the nut (4) so that screw
(5) may be turned in both directions. When loosening the
nut (4), hold the screw (5) in the adjusted position by
means of spanner 4 No. 146-PM 161.
9. Using spanner 4 No. 146-PM 161, turn the screw (5)
through the same angle but in the opposite direction as
was applied to the stop (2) according to item 4.
10. After having completed the correction, tighten the nut (4)
using the spanner s=8 mm while holding the screw (5) in
the adjusted position by means of the spanner 4
No. 146-PM 161.
11. Screw the cap nut (3) on the screw (5) and tighten it using
the spanner s=12 mm.
12. Secure the elements 40 and 50 by means of wire
13. Enter the adjustment performed, its magnitude and date

into the log of the adjusted device.
CAUTION: AFTER HAVING ADJUSTED THE FUEL FLOW

RATE SUPPLY BY MEANS OF THE ELEMENT 40,
ACCELERATION CHARACTERISTICS SHOULD
BE CHECKED ON THE GROUND (H = 0 KM).
FINAL TRIMMING OF ACCELERATION, IF

REQUIRED, TO BE CORRESPONDING IN TIME
TO THE CHARACTERISTICS PRIOR TO THE
ADJUSTMENT, SHOULD BE PERFORMED IN
ACCORDANCE WITH THE TECHNOLOGICAL
INSTRUCTION.
73.21.00
Page 526
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
524 to 527

(Manhours)
1.00
Control element 40 for altitude idling speed adjustment

Fig. 512

Initial setting
nG
α1 = 0° = const
H
Changes in the characteristics of the altitude idling speed
resulting from adjusting by means of the element 40
Fig. 513
73.21.00
Page 527
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
528 to 533

(Manhours)
Check on operation of the elastic stop - control element 47
0.70
Elastic stop designated as control element (in subsequent text - See

element) 47, see Fig. 514, is used if the maximum contingency Page 101
power rating is necessary.
The conditions for its application are described in the aircraft

flight manual.
If required, check on operation of the elastic stop (in subsequent

test - stop) and its adjustment at the manufacturer’s or in
operation is allowed.
Check on operation of the stop and its adjustment is performed

with the engine at rest.
Aid No. 146-PM 2002 Seal of the personnel of

approved organization
Screwdriver
Wire dia 0.63 mm
Pincers
Flat pliers
length 150 mm
73.21.00
Page 528
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
528 to 533

(Manhours)
0.70
Procedure:
1. Check whether the nut (4) that serves as a transportation lock

is screwed on the adjustable stop of the max. reverse thrust
rating (8) under the technological stop (7).
If the nut (4) is screwed on the stop (5) (as it is shown in

Fig. 514), it should be screwed off that stop.
NOTE: Nut (4) is set aside or else it may be screwed on the

adjusting screw (8) under the technological stop (7).
element 47. Using a screwdriver, screw off the seal support
(9) from the stop body (14) and remove the seal (12) and the
washer (13).
3. Force on the control lever in the cockpit as corresponds to

torque Mk = 280 ±35 Ncm (28 ±3.5 kpcm) on the lever (10).
By this torque the sleeve (2) will be shifted over the green
mark on the stop body (14) to bear on the nut (3).
With the element 47 in this position, the main actuating lever

of the FCU may be shifted up to angle α1 = 63° as maximum.
Owing to this intervention, maximum gas generator speed

can be increased by 2.7 to 3.2 %.
Sector 55° to 63° is marked red on the scale (11).
73.21.00
Page 529
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
528 to 533

(Manhours)
0.70
4. Torque Mk required in order to overcome resistance of the

stop as well as for adaptation of torque Mk to the engine
control system can be adjusted by the adjusting nut (6).
Turning the adjusting nut (6) clockwise or counterclockwise

by 1/4 of a turn results in an increase or decrease in Mk by
approximately 30 Ncm (3 kpcm).
5. With respect to the initial adjustment performed by the

manufacturer, adjusting nut (6) is permitted to be turned by
max. 1/2 turn clockwise/counterclockwise.
6. After having completed the adjustment, the element 47

should be made ready by means of the aid No.
146-PM 2002 as follows:
6.1 Unscrew the screw of the aid No. 146-PM 2002 so that its
face will be approximately in the same plane with the face of
the recess in the yoke of the aid.
6.2 Pull out manually the spring loaded central pin until the
claws of the yoke of the aid can be slipped behind the
recess „0“ of the sleeve (2).
6.3 Push the central pin into the hole in the stop body (14) as
far as it bears on the stop (5). Screw manually the screw on
the aid so that the stop (5) will snap into its initial (ready)
position (corresponding to the take-off rating).
6.4 Remove aid No. 146-PM 2002 as follows: Unscrew the

screw on the aid as far as to be able, when pulling out
(manually) the pin, to remove the aid from the stop.
73.21.00
Page 530
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
528 to 533

(Manhours)
0.70
6.5 Insert the washer (13) and the seal (12) into the stop body
(14) and using a screwdriver, screw and tighten the seal
support (9).
NOTE: The washer (13) and the seal (12) can be coated
with approved grease before insertion into the stop
body (14) to facilitate the assembly.
7. After having brought the stop to a ready position, secure
adjusting nut of the elastic stop (6) by means of wire dia
0.63 mm and seal it using a seal of the approved
organization.
8. Enter (in corresponding sheets) the following into the log of
the device:
- how many times the stop has been applied;
- number of turns and sense of turning of the adjusting nut (6)
CAUTION:
PRIOR THE ENGINE IS RELEASED FOR FLIGHT
OPERATION, CHECK WHETHER THE NUT (4)
(TRANSPORT LOCK) IS SCREWED ON THE
ADJUSTABLE STOP OF MAX. REVERSE THRUST
RATING (8) UNDER THE TECHNOLOGICAL STOP.
IF THE NUT (4) IS SCREWED ON THE STOP (5), IT IS
NECESSARY TO REMOVE IT AND TO SCREW IT ON
THE ADJUSTABLE STOP (8) UNDER THE
TECHNOLOGICAL STOP (7) IS TO BE SCREWED.
WHEN REMOVING THE FCU FROM THE ENGINE
(PRIOR TO ITS SHIPMENT FOR CHECKING, ETC. TO
THE MANUFACTURER), THE NUT (4) MUST BE
SCREWED ON THE STOP (5) AS A TRANSPORTATION
LOCK, SEE FIG. 514.
73.21.00
Page 531
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
528 to 533

(Manhours)
0.70
Distance adjusted
by FCU manufacturer
TECHNOLOGICAL AND ELASTIC STOPS

Fig. 514
73.21.00
Page 532
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
528 to 533

(Manhours)
0.70
Legend to Fig. 514

(TECHNOLOGICAL AND ELASTIC STOPS):
1 - seal
2 - sleeve
3 - jam nut
4 - jam nut
5 - stop of the take-off rating
6 - adjusting nut of the elastic stop
7 - technological stop
8 - adjustable stop of the max. reverse rating
9 - seal support
10 - engine control lever
11 - scale
12 - seal
13 - washer
14 - stop housing
The jam nut (4) is introduced in FCU transport position.
73.21.00
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M601E-21
534 to 536

(Manhours)
Adjustment of the emergency circuit
0.70

TECHNICAL SERVICES.
Adjustment of the emergency circuit is performed by means of

control element (in subsequent text - element) 32, see Fig. 515.
By means of this element, fuel supply to the engine controlled by

the emergency circuit can be increased or decreased.
During the adjustment it should be kept in mind that at idling

(α2 = 40°) the effect of adjustment by means of the element 32 is
four times less intensive than at the take-off rating.
See Fig. 516 for the change in the fuel supply characteristics
when the engine is controlled by the emergency circuit as
adjusted by the element 32.
NOTE: The emergency circuit is adjusted at FCU manufacturer

so that it is satisfactory for all engines. This adjustment is
not practised in flight operation.
Spanner s=8 mm Seal N 9910 (or appointed

organization seal)
Wire dia 0.63 mm
Flat pliers
Pincers
length 150 mm
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M601E On pages
M601E-21
534 to 536

(Manhours)
0.70
Procedure:
1. Using pliers, remove the seal and locking wire of the element
32.
2. Using spanner s=8 mm, loosen the cap nut (1) and then
unscrew it from adjusting screw (in subsequent text - screw)
(3).
3. Using spanner 3 No. 146-PM 160, hold screw (3) in the
adjusted position and, using spanner s=8 mm, loosen nut (2)
so that screw (3) will be turned in both directions.
4. Using spanner 3 No. 146-PM 160, turn screw (3) in that
direction, that results into the prescribed engine rating.
Fuel supply is increased when turning screw (3) clockwise
and decreased when turning it counterclockwise.
Each turn of screw (3) changes maximum fuel supply by
some 2.5 litres per hour provided the lever is in position
α2 = 40° and, by some 10 litres per hour if the lever is in
position α2 = 85°.
5. With respect to initial setting performed by the FCU
manufacturer, it is permitted to turn screw (3) through 1 turn
clockwise or counterclockwise.
be held in the adjusted position by means of spanner 3 No.
146-PM 160.
7. Screw the cap nut (1) on screw (3) and tighten it using
spanner s=8 mm.
8. Having tightened cap nut (1), secure the element 32 by
means of wire dia 0.63 mm and seal.
9. Enter the performed adjustment, its magnitude and date into
the log of the device concerned.
Confirm the entry by the signature of the personnel of
appointed organization.
73.21.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
534 to 536

(Manhours)
0.70
Control element 32 for adjustment of the emergency circuit

Fig. 515

Initial setting
GP
40° 85° α2
Change in the characteristics of the emergency circuit resulting
from adjustment by means of the element 32
Fig. 516
73.21.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
537 to 541

(Manhours)
Adjustment of engine starting by means of adjustment of
the pressure difference valve on the automatic starting unit 1.00

TECHNICAL SERVICES.
Adjustment of the pressure difference valve on the automatic
starting unit is performed by means of the control element (in
Turning the adjusting screw (in subsequent text - screw) (2) of
element 39 clockwise results in increased pressure difference
(starting is faster), turning it counterclockwise results in
decreased pressure difference (starting slows down).
See Fig. 518 for changes in the starting characteristics resulting
from adjustment by means of the element 39.
CAUTION: ADJUSTMENT BY MEANS OF ELEMENT 39 MAY
BE APPLIED ONLY AFTER HAVING EXHAUSTED
THE POSSIBILITIES OF PERMISSIBLE
ADJUSTMENT BY THE ELEMENT 41.
AFTER HAVING COMPLETED ADJUSTMENT BY
MEANS OF ELEMENT 39, THE INFLUENCE ON
ALTITUDE IDLING SPEED MUST BE
COMPENSATED BY MEANS OF ELEMENT 40
ACCORDING TO PARA 2 OF THIS
TECHNOLOGICAL INSTRUCTION.
Spanner 4 No. 146-PM 161 Seal N 9910 (or appointed

organization seal)
Wire dia 0.63 mm
Pincers
Flat pliers length 200 mm
Spanners s=8; 12; 17 mm
73.21.00
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WALTER a.s.
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M601E On pages
M601E-21
537 to 541

(Manhours)
Adjustment by means of element 39 is performed as follows:

a) If the starting cycle is too fast, maximum permissible inter-
turbine temperature is exceeded or such temperatures are
reached that indicate that permissible temperature might be
exceeded; turn screw (2) counterclockwise.
b) If the starting cycle is slow and there is a danger of generator
speed sticking at speed lower than is the ground idling speed,
or if speed sticking already occurred, turn screw (2)
clockwise.
Procedure:
1. Using pliers, remove the seal and locking wire from the
element 39.
text - nut) (1) so that screw (2) may be turned clockwise as
well as counterclockwise. When loosing the nut (1) hold
screw (2) in adjusted position using spanner 5 No.
146-PM 162.
required direction to attain prescribed starting values.
Turning the screw (2) clockwise by 1 turn results in an
increase in Gp approximately by 6 litres per hour while turning
it counterclockwise by 1 turn results in a decrease in Gp by
approximately 6 litres per hour.
manufacturer, screw (2) is permitted to be turned max. by 1
turn clockwise and counterclockwise.
5. Having completed the adjustment, tighten the nut (1) using
spanner s=17 mm. When tightening the nut (1), hold screw
(2) in the adjusted position by means of spanner 5 No.
146-PM 162.
6. Having tightened the nut (1), secure the element 39 by
73.21.00
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WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
537 to 541

(Manhours)
Paragraph 2.
Compensation of the generator altitude idling speed when
adjusting by the element 39 is performed by means of adjusting
Procedure:
2.1 Using pliers, remove the seal and locking wire from
elements 40 and 50.
2.2 Using spanner s=12 mm, loosen and unscrew the cap nut
(3).
2.3 Using spanner s=12 mm, loosen the nut (1) so that stop (2)
may be turned in both directions.
When loosening the nut (1), hold the stop (2) in its initial
position, using spanner s=8 mm.
2.4 Using spanner s=8 mm, turn the stop (2) in the opposite
direction and by one half of angle that was before adjusted
on the element 39.
2.5 After having completed the compensation, tighten the nut
(1) using spanner s=12 mm. When tightening the nut (1),
hold the stop (2) in the adjusted position by means of
spanner s=8 mm.
2.6 After completing adjustment according to item 2.4, it is
necessary to perform correction by means of element 50.
Correction is performed in accordance with items 2.7
through 2.9.
2.7 Using spanner s=8 mm, loosen the nut (4) so that the screw
(5) may be turned in both directions.
When loosening the nut (4), hold the screw (5) in the
adjusted position by means of spanner 4 No. 146-PM 161.
73.21.00
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MAINTENANCE MANUAL
M601E On pages
M601E-21
537 to 541

(Manhours)
2.8 Using spanner 4 No. 146-PM 161, turn the screw (5) by
the same angle but in the opposite direction as it was done
with the stop (2) when performing compensation according
to item 2.4.
2.9 After having completed the correction, tighten the nut (4)
using spanner s=8 mm and hold simultaneously screw (5)
in the adjusted position by means of spanner 4 No.
146-PM 161.
2.10 Screw the cap nut (3) on screw (5) and tighten it using
spanner s=12 mm.
2.11 Secure the elements 40 and 50 by means of wire

CAUTION: AFTER HAVING ADJUSTED THE FUEL FLOW

RATE BY MEANS OF THE ELEMENT 40, IT IS
NECESSARY TO CHECK THE GROUND
ACCELERATION CHARACTERISTICS (H = 0 KM).
FINAL ADJUSTMENT OF TIME FOR

ACCELERATION IF REQUIRED IN ORDER TO
GET APP. THE SAME TIME AS AT THE INITIAL
CHARACTERISTICS - IS TO BE PERFORMED IN
ACCORDANCE WITH THE TECHNOLOGICAL
INSTRUCTION.
3. Enter the adjustment performed, its scope and date into

the log of the adjusted device.
Confirm the entry by the signature of the person of

appointed organization.
73.21.00
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WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
537 to 541

(Manhours)
Control element 39 for the adjustment of engine starting

Fig. 517

+ adequate compensation by elements 40 and 50
Initial setting
+ adequate compensation by elements 40 and 50
GP
p*2 - pH
Changes in the engine starting characteristics
when performing adjustment by means of the element 39
Fig. 518
73.21.00
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WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
542 to 544

(Manhours)
when the possibilities of permissible adjustment by means 1.50
of elements 40 and 39 have been exhausted

TECHNICAL SERVICES.
Adjustment of the ground idling speed by means of control
element (in subsequent text - element) 33, see Fig. 519, is
performed only after the possibilities of adjustment by means of
elements 40 and 39 have been exhausted.
Adjustment by means of element 33 changes the position of the
main metering needle and thus changes the supplied fuel flow
rate Gp.
If the ground idling speed is lower due to increased fuel
consumption Gp of the engine and fuel flow rate as controlled by
means of the main metering needle is not enough to attain idling
speed, adjusting screw (in subsequent text - screw) (2) of
element 33 is to be turned clockwise.
CAUTION: AFTER HAVING COMPLETED ADJUSTMENT BY
MEANS OF ELEMENT 33, IT IS NECESSARY TO
CHECK ENGINE STARTING AND, IF REQUIRED,
ADJUST THE STARTING CYCLE USING
ELEMENTS 50 AND 41 IN ACCORDANCE WITH
THE TECHNOLOGICAL INSTRUCTION.
See Fig. 520 for changes in the characteristics of the ground
idling speed when performing adjustment by means of element
33.
Spanner 5 No. 146-PM 162 Seal N 9910 (or user’s seal)

Spanner s=17 mm Wire dia 0.63 mm
Flat pliers
length 200 mm
Pincers
73.21.00
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WALTER a.s.
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M601E-21
542 to 544

(Manhours)
Procedure:
2. Using spanner s=17 mm, loosen the union nut (in subsequent
text - nut) (1) so that screw (2) can be turned clockwise as
well as counterclockwise. When loosening nut (1), hold screw
(2) in its initial position using spanner 5 No. 146-PM 162.

required direction to attain the necessary fuel supply.
Turning screw (2) by 1 turn clockwise results in increased Gp

by approximately 12 litres per hour.

manufacturer, it is allowed to turn screw (2) by max. 1 turn
clockwise.

using spanner s=17 mm.
When tightening nut (1), hold the screw (2) in the adjusted
position by means of spanner 5 No. 146-PM 162.
6. After having tightened the nut (1), secure the element 33 by

Confirm the entry by the signature of the person of appointed

organization.
73.21.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
542 to 544

(Manhours)
Control element 33
for adjustment of the fuel supply characteristic
Fig. 519
Initial setting
GP
+∆Gp
p*2 - pH
Changes in the fuel supply when the ECL
is in position of the ground idling speed resulting
Fig. 520
73.21.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
545 to 547

(Manhours)
Adjustment of the fuel flow rate increase
at the start of acceleration 0.50

TECHNICAL SERVICES.
Adjustment of the fuel flow rate increase at the start of

acceleration by means of control element (in subsequent text -
element) 29, see Fig. 521, is performed in the following cases:
a) If the fuel flow rate increase at the start of acceleration is

excessive and results in excessive interturbine temperature of
if compressor surging occurs.
In this case, adjusting screw (in subsequent text - screw) (3)

of element 29, is to be turned clockwise.
b) If the fuel flow rate increase at the start of acceleration is

small and results in slow nG rise after shifting the engine
control lever and acceleration as a whole is slow.
In this case, screw (3) of element 29 is to be turned

counterclockwise.

when performing adjustment by means of element 29.

organization seal)
Spanner s=8 mm
Wire dia 0.63 mm
Flat pliers
Pincers length 150 mm
73.21.00
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MAINTENANCE MANUAL
M601E On pages
M601E-21
545 to 547

(Manhours)
Procedure:
29.
text - nut) (1) and then unscrew it.
3. Using spanner s=8 mm, loosen the nut (2) so that screw (3)
can be turned in both directions. When loosening the nut (2),
hold the screw (3) in its initial position by means of spanner 3
No. 146-PM 160.
4. Using spanner 3 No. 146-PM 160, turn the screw (3) in the
required direction so as to achieve the prescribed
acceleration time.
Turning screw (3) by 1 turn clockwise will delay the start of
acceleration ∆τ by approximately 0.2 s; turning screw (3) by
1 turn counterclockwise will shorten the start of acceleration
by approximately 0.2 sec.
manufacturer, screw (3) is permitted to be turned max. by 1
turn clockwise/counterclockwise.
When tightening the nut (2), hold the screw (3) in the adjusted
position by means of spanner 3 No. 146-PM 160.
7. Screw the nut (1) on the screw (3) and tighten it using
spanner s=8 mm.
8. After having tightened the nut (1) secure the element 29 by
73.21.00
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WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
545 to 547

(Manhours)
Control element 29 for adjustment

of the fuel flow rate increase at the start of acceleration
Fig. 521

Initial adjustment
GP
τ
Changes in the characteristics of acceleration resulting
Fig. 522
73.21.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
548 to 550

(Manhours)
Adjustment of the acceleration time
0.33

TECHNICAL SERVICES.
Adjustment of the acceleration time by change in the stabilizer
spring load is performed by means of control element (in
Adjustment by means of the element 20 is performed in the

following cases:
a) Acceleration as a whole is fast - the adjusted acceleration

characteristics does not suit the engine.
In this case, screw (2) of element 20, is to be turned

clockwise.
b) Acceleration as a whole is slow - the adjusted acceleration

characteristics does not suit the engine.

counterclockwise.
NOTE: Adjustment by means of element 20 changes also the

transition to the steady rating, what can result in
greater gas generator speed overshooting.

organization seal)
Spanner s=17 mm
Wire dia 0.63 mm
Flat pliers
73.21.00
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WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
548 to 550

(Manhours)
0.33
c) At the end of acceleration, significant speed overshooting occurs

and the number of overshoots exceeds 3.
In this case, screw (2) is to be turned clockwise. This kind of
adjustment is performed only when the acceleration at H=3 km
takes less than 4 sec.
See Fig. 524 for changes in the acceleration characteristics when
performing adjustment by means of element 20.
Procedure:
1. Using pliers, remove the seal and locking wire from element 20.
2. Using spanner s=17 mm, loosen the union nut (in subsequent text -
nut) so that screw (2) can be turned clockwise and
counterclockwise.
When loosening the nut (1), hold the screw (2) in its initial position
using spanner 5 No. 146-PM 162.
3. Using spanner 5 No. 146-PM 162, turn the screw (2) in the required
direction to attain the prescribed acceleration time.
Turning the screw (2) by 1/4 turn clockwise results in slower
acceleration by approximately 0.75 sec; turning it by 1/4 turn
counterclockwise results in shorter acceleration by approximately
0.75 sec.
The above changes in the acceleration time refer to H = 0 km.
manufacturer, it is permitted to turn screw (2) by max. 1/4 turn
5. After having completed the adjustment, tighten the nut (1) using
spanner s=17 mm. When tightening the nut (1), hold the screw (2)
in the adjusted position using spanner 5 No. 146-PM 162.
6. After having tightened the nut (1), secure the element 20 by means
of wire dia 0.63 mm and seal.
7. Enter the adjustment performed, its scope and date into the log of
the adjusted device.
organization.
73.21.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
548 to 550

(Manhours)
0.33
Control element 20 for adjustment of the acceleration time

Fig. 523

Initial adjustment
GP
τ
Changes in the characteristics of the acceleration time resulting
Fig. 524
73.21.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
551 to 553

(Manhours)
Adjustment of the generator acceleration
0.70

TECHNICAL SERVICES.
Adjustment by means of control element (in subsequent text -
element) 16, see Fig. 525, is performed in the following cases:
a) Generator acceleration in its initial phase (up to

approximately 90 %) is slow - unsuitable adjustment.
In this case, adjusting screw (in subsequent text - screw) (3)

of element 16, is to be turned counterclockwise.
b) Generator acceleration in its initial phase (up to
approximately 90 %) is fast:
- setting unsuitable for the engine
- danger of compressor surging
- increase in inter - turbine temperature

clockwise.
See Fig. 526 for changes in the generator acceleration resulting

from adjustment by the screw (3) of element 16.

organization seal)
Flat pliers
Wire dia 0.63 mm
Spanner s=10 mm
73.21.00
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MAINTENANCE MANUAL
M601E On pages
M601E-21
551 to 553

(Manhours)
0.70
Procedure:
2. Using spanner s=10 mm, loosen the cap nut (in subsequent
text - nut) (1) and then unscrew it.
3. Using spanner s=10 mm, loosen the nut (2) so that screw (3)
can be turned clockwise as well as counterclockwise. When
loosening the nut (2), hold screw (3) in the adjusted position
by means of spanner 4 No. 146-PM 161.
4. Using spanner 4 No. 146-PM 161, turn the damper (3) in the
required direction so as to attain the prescribed generator
acceleration.
Turning the damper (3) by 1 turn clockwise slows off the
acceleration of the generator approximately by ∆τ = +0.4 sec
while turning it by 1 turn counterclockwise makes the
generator acceleration shorter approximately by -0.5 sec.
The above magnitudes of ∆τ are valid for H = 0 km.
5. With respect to the initial setting performed by the FCU
manufacturer, it is permitted to turn damper (3) through 1.5
turn clockwise and 1 turn counterclockwise.
the screw (3) in the adjusted position using spanner 4 No.
146-PM 161.
7. Screw on the nut (1) and tighten it using spanner s=10 mm.
8. After having tightened the nut (1) secure the element 16 by
73.21.00
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MAINTENANCE MANUAL
M601E On pages
M601E-21
551 to 553

(Manhours)
0.70
Control element 16 for adjustment of initial phase

of generator starting at acceleration
Fig. 525

Initial adjustment
-∆τ +∆τ
GP
τ
Changes in acceleration characteristics resulting
Fig. 526
73.21.00
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WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
554 to 556

(Manhours)
Adjustment of maximum fuel flow
1.00

TECHNICAL SERVICES.
Adjustment of maximum fuel flow is performed by means of the

control element (in subsequent text - element) 5, see Fig. 527.
Adjustment by means of the element 5 is performed in cases

where maximum generator speed cannot be reached due to
insufficient fuel flow rate (the max. gas generator speed cannot
be adjusted by means of element 27).
Turning element 5 counterclockwise results in increased fuel

supply.
See Fig. 528 for changes in the maximum fuel supply

characteristics due to adjustment by means of element 5.

organization seal)
Spanner s=10 mm
Wire dia 0.63 mm
Flat pliers
Pincers
length 150 mm
73.21.00
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MAINTENANCE MANUAL
M601E On pages
M601E-21
554 to 556

(Manhours)
1.00
Procedure:
1. Using pliers, remove the seal and locking wire from element 5.
text - nut) (1) so that screw (2) will be turned in both
directions. When loosening nut (1) hold screw (2) in its initial
position using spanner 4 No. 146-PM 161.
3. Using spanner 4 No. 146-PM 161, turn the screw (2)

counterclockwise until the desired fuel supply has been
reached.
Turning screw (2) through 1 turn results in a change in the

fuel flow rate by approximately 10 litres per hour provided
α1 = 55° (max.).
4. With respect to initial adjustment performed by the FCU

manufacturer, max. 1.5 turn counterclockwise is allowed.

the screw (2) in the adjusted position using spanner 4 No.
146-PM 161.

seal.

the log of the adjusted instrument.

organization.
73.21.00
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WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
554 to 556

(Manhours)
1.00
Control element 5 for adjustment of the maximum fuel flow rate

Fig. 527
Initial setting
GP
0 5° 55° α1
Change in the characteristics of maximum fuel flow rate
when adjusting the element 5
Fig. 528
73.21.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
557

(Manhours)
Procedure in case of acceleration
terminated by large overshooting of the generator speed
If acceleration is terminated by nG overshooting above 101.0 % - Contact the

and if acceleration at altitude H = 3 km lasts more than 4 sec, or organization
if engine surging occurs on the ground, no adjustment should be appointed to
performed. FCU
technical
services.
73.21.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
558 to 560

(Manhours)
Check and adjustment of maximum generator speed
by means of the technological stop 1.00
Check on the maximum generator speed by means of the See

technological stop, see Fig. 514, is performed in the following Page 101
cases:
a) Maximum speed can not be achieved due to prior attainment

of permissible maximum torque on the propeller shaft.
b) Permissible maximum interturbine temperature is exceeded

due to atmospheric conditions (tH, pH).
c) After FCU replacement as pre-adjustment.
Pincers Wire dia 0.63 mm

Spanners s=5.5; 8 mm
length 100 mm
73.21.00
Page 558
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
558 to 560

(Manhours)
Procedure:
1. Using pliers, remove the seal and locking wire of the

technological stop (7).
2. Manually (or - using spanner 5.5 mm) loosen the

technological stop (7) and screw it off from adjustable stop of
max. reverse thrust rating (in subsequent text - stop) (8).
3. Check whether the nut (4) that serves as a transport lock is

screwed on the stop (8).
If the nut (4) is still screwed on the stop of take-off rating (5) it
should be removed and screwed on the stop (8) and
tightened slightly by hand.
4. Screw the technological stop (7) on the stop of take-off rating

(5) and tighten it thoroughly by hand.
Thus, the technological stop limits the travel of the engine

control lever and thus decreases the maximum possible
generator speed. The technological stop marked by a size
number has been selected by the manufacturer to ensure the
required speed drop; it can not be replaced by a stop of
another size number. The size number of the technological
stop is presented in the FCU log in para 14. „Miscellaneous“.
5. Start and warm up the engine.
After the prescribed warming-up, increase the gas generator

speed until the travel of the ECL is limited by the
technological stop (7).
73.21.00
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M601E-21
558 to 560

(Manhours)
6. If the generator can not reach the speed in the range of 94.5
to 95 %, speed is to be adjusted by means of control element
27 according to technological instruction 73.21.00, pages 511
to 513.
7. After having completed the check or adjustment, unscrew the

technological stop (7) off the stop of take-off rating (5) and
screw it manually into its non-operational position on the stop
(8), secure by means of wire dia 0.63 mm and seal.
As far as before the max. generator speed check the jam nut
(4) has been screwed on the stop of the take-off rating (5) (in
given aircraft installation the maximum contingency rating is
not used), the jam nut (4) must be screwed off from the stop
(8) and screwed on the stop of take-off rating (5), tightened
by the spanner s=8 mm, secured by the lockwire and sealed.
8. Enter the check or adjustment performed, its scope and date

into the log of the adjusted device.
73.21.00
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WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
801 to 802

(Manhours)
Operations that are allowed to be performed on the FCU
2.00
It is allowed to eliminate the following leaks of the FCU: See

Page 101
- of banjo connections
- of pipe unions, sockets and banjo bolts
- of screwed-in blinding plugs
Elimination of leaks in other spots, e.g. contact surfaces, porous

castings, shafts etc. is not allowed.
Exception can be made if leakage can be eliminated by the

tightening of nuts, screws, sockets, etc.
Depending on the defect Depending on the defect
73.21.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
801 to 802

(Manhours)
Operations that are allowed to be performed on the FCU
2.00
Procedure:
1. Using pliers, remove locking wire (as well as the seal if used)
from the parts of the leaky joint.
2. Check whether the leaky joint is sufficiently tight. If not, it is
allowed to tighten the joint and check it for tightness again.
If the joint is still leaky after tightening, it should be dismantled
and the parts that could cause leakage must be carefully
checked.
Main attention should be paid to packings, packing rings,
contact surfaces of pipe unions, sockets, etc.
3. All packings used in the leaking joint should be replaced by
new ones from spare parts. Apply lightly the engine oil to all
rubber parts to be used for assembly.
4. Assemble the joint so as to meet the requirement of the FCU
proper function, e.g. perfect tightness, setting of the swivelling
joints into positions required for installation the FCU in the
fuel system and other requirements. During the installation
take care not to damage packing rings, e.g. by jamming,
tearing the rubber, etc.
5. Check the FCU for tightness. Pay special attention to the joint
that initially showed leakage.
6. Secure the joints that meet the requirement of perfect
tightness by means of wire dia 0.63 mm and seal them, if
these were sealed before.
7. Enter the number of hours in operation after that the leakage
occurred, the place where the leakage occurred and the date
of the leakage elimination into the log of the repaired FCU.
73.21.00
Page 802
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
901 to 903

(Manhours)
Preservation and storage of the FCU
1.00
All newly manufactured FCU as well as those that have been See
repaired are subjected to the following preservation procedure Page 101
that ensures their protection over a period of one year.
Procedure:
1. Preservation of a FCU must be performed within 24 hours

after fuel has been drained from its inner cavities.
If a FCU is filled with fuel, it need not be preserved for 30

days.
After having drained fuel, all joints (sockets) used to supply

fuel must be plugged with blinding plugs without delay.
CAUTION: THE ABOVE PROCEDURE MUST BE DONE

WITH RESPECT TO FCU TO BE SHIPPED TO
CUSTOMERS AS WELL AS TO FCU TO BE
SHIPPED BACK TO THE MANUFACTURER
FOR ANY REASON, E.G. WARANTY REPAIR,
INSPECTION, ETC.
Preservation agent in Cord dia 2 mm

accordance with (or self-adhesive tape width
Technological Instruction some 20 mm) - 2 m
for engine preservation
Paraffin or parchment paper -
(72.03.00)
1 sq.m
Painter’s brush
Pressure air 0.1 to 0.5 MPa
dia some 25 mm
(1 to 5 kp/sq.cm)
Preservation equipment
73.21.00
Page 901
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
901 to 903

(Manhours)
1.00
2. FCU that are fitted on the engine are preserved in

accordance with the engine manufacturer’s instructions.
3. Preservation agent must not contain impurities greater than

20 micrometers and their contents must not exceed 0.005 %.
4. Outer surface of the FCU designed for preservation should be

washed with clean petrol and dried with dry clean pressure air
stream of 0.1 to 0.5 MPa (1 to 5 kp/sqcm) pressure or dried in
a clean environment at a temperature up to +80 °C.
5. Remove all blinding plugs from the joints (sockets) with the
exception of air joints marked as „F“ and „G“; pour out fuel
from inner cavities of the FCU.
6. Set the control lever of the shut-off valve at an angle = 85°

and fill inner cavities of the FCU with preservation agent.
Feed agent at 0.1 to 0.3 MPa (1 to 3 kp/sqcm) pressure into
joints „A“ (suction) and „B“ (supply from the fuel pump) until
preservation agent starts to flow out (without bubbles) from
the outlet ports. Pour preservation agent into sockets „C“ and
„D“ (without pressure).
CAUTION: NEVER FEED PRESERVATION AGENT INTO

AIR JOINTS „F“ AND „G“.
7. Disconnect the supply of preservation agent from the

supplying unit and pour out excessive agent from the FCU.
Close all joints through screwing in blinding plugs with sealing
rings.
73.21.00
Page 902
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
901 to 903

(Manhours)
1.00
8. Wrap the preserved FCU in two layers of paraffin or

parchment paper and bind it up with cord or self-adhesive
tape.
Store the wrapped FCU in a shipping case No. 146 B1.
9. Enter preservation date and the type of agent used into the
FCU log.
Place the log into an envelope, wrap the latter in paraffin or

parchment paper (or PVC foil) and put it into a pocket in the
shipping case.
10. When the case has been delivered to its place of

destination, the FCU should be removed from the case and
placed in a rack or cabinet.
To store FCU on the floor is not allowed.
When storing greater number of FCU they should be so

placed to allow for easy access to any of them.
During storage, take care not to damage protruding parts of

the FCU or its wrapping.
11. The storage room designed for storing FCU must be clean,
dry, free from aggressive vapours, well ventilated and with
temperature of 20 ± 10 °C.
Relative air humidity must not exceed 70 %.
12. Preservation performed in accordance with the presented

technological instruction is effective for 1 year provided that
FCU are stored in accordance with para 10 and 11.
73.21.00
Page 903
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
904

(Manhours)
Measures to be taken during breaks in FCU operation
Permissible break in the operation of the FCU
1. Break in the operation of a FCU, both installed on the engine

and on a test stand, can last maximum 30 days provided that
the FCU is filled with approved fuel in accordance with the
technical specifications.
2. Should the break in the operation of a FCU installed on an

engine last more than 30 days, proceed according to the
instructions of the engine manufacturer.
3. When a FCU has been removed from an engine or a test

stand, both inlet and outlet ports must be immediately
plugged with corresponding blinding plugs.
CAUTION: ALL OUTLETS OF HOSES, PIPES,

CONNECTORS, ETC. THAT CONNECT THE
FCU TO THE FUEL SYSTEM MUST BE
COVERED IMMEDIATELY AS WELL.
4. If fuel is drained from the FCU, this must be preserved within

24 hours in accordance with the technological instruction
(73.21.00, pages 901 to 904).
73.21.00
Page 904
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
FUEL PUMP
GENERAL
The LUN 6290.04-8 fuel pump is a part of the fuel control system of the engine.
The fuel pump ensures the fuel supply for operation of all control circuits, one of that forms a
subassembly of the pump itself and the others are integrated in the system of the FCU.
The fuel pump assembly incorporates components that ensure:
– protection of the fuel control system from dangerous rise in fuel pressure,
– sufficient cleanliness of fuel entering the FCU.
DESCRIPTION
The fuel pump consists of two housings.
The master housing includes the pump itself, high-pressure fuel strainer and the valve
limiting maximum pressure at the pump outlet.
The other housing is connected to the master one by a flange. Fuel of required pressure is
supplied through bushings between both two housings to the body of the constant pressure
valve for torch igniters. The valve includes a solenoid.
The flow adapter on the pump serves for supply of fuel from the airframe booster pump, for
connection to the fuel control unit, to the torch igniters and to the fuel drainage system.
The pump flange is of a rectangular shape. Bolts that fasten the pump to the accessory drive
box pass through 4 holes in the flange corners. On the flange is fitted the centering cover of
the sealing. Splined shaft of the pump drive wheel passes through the centre of the seal
cover.
73.22.00
Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
The fuel pump consists of:

1. Gear pump (item 1)
2. High pressure relief valve (item 2)
3. Strainer (item 3)
4. Constant fuel flow rate valve for torch igniters (item 48)
5. By-pass valve (item 51)
6. Damper (item 49)
7. Electromagnet (item 46)
NOTE: Numbers correspond to the Fig. 1.
Front view of the LUN 6290.04-8 Fuel Pump is presented in Fig. 2.
FUEL PUMP SCHEMATIC DIAGRAM

Fig. 1
73.22.00
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
Individual parts of the fuel pump are described in the subsequent text.
ad 1. Gear pump
consists of a pair of gear wheels fitted with floating faces. The driving wheel is fitted
on a splined shaft. Wheels are supported in needle bearings. Fuel of outlet pressure
is delivered to one of the floating faces to provide for optimum thrust. Initial thrust is
ensured by two helical springs acting on the sleeves. The driving shaft is sealed by
two sealing collars that are supported in the seal cover.
ad 2. High pressure relief valve
is installed in a parallel branch of the outlet channel. It is a simple ball valve that
prevents from dangerous increase of fuel pressure in the system that can damage the
pump or the FCU, by means of fuel by-passing to the pump inlet.
ad 3. Fuel strainer
is installed in the outlet branch and all fuel delivered by the pump to the FCU passes
through it. The strainer itself is formed by metal structure in that the filtering cartridge
is inserted and glued to its faces. The inner coarse mesh metal screen serves as a
supporting structure. The outer fine metal gauze serves for filtering.
A safety by-pass valve is installed in the axis of the strainer. The valve is set so that
when the fine filtering metal gauze becomes clogged the by-pass valve opens and the
fuel will pass through the valve.
ad 4. Constant fuel flow rate valve for torch igniters
consists of a jet operated plate valve that provides for constant supply of fuel for torch
igniters when the electromagnetic valve is open. The valve keeps constant pressure
difference between the fuel pressure and the ambient pressure. Fuel pressure is
controlled by a pressure difference sensing diaphragm. Its magnitude can be adjusted
by setting the load of the control spring acting on the opposite side of the diaphragm.
73.22.00
Page 3
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
ad 5. By-pass valve
is installed in the assembly of the constant fuel flow rate valve for torch igniters. It
serves for bypassing fuel from the compartment under the diaphragm in case when
undesirable pressure rise occurs under the diaphragm.
It is designed as a simple ball valve that can be adjusted by setting the spring load.
ad 6. Damper
The function of the damper is ensured by a plunger with labyrinth grooves

interconnected by small diameter holes. Fuel passes steadily through these holes to
the fuel pump inlet. This ensures proper function of the constant fuel flow rate valve
for torch igniters.
ad 7. Electromagnet
is of identical design with that one described in subsection 73.21.00, Page 9.
73.22.00
Page 4
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
PRESSURE pč
PRESSURE pz
OUTLET D OUTLET B
PRESSURE ps
FROM THE FCU
PRESSURE pd
DRAINAGE
C E
A
PRESSURE ps
FUEL INTAKE
FRONT VIEW OF THE LUN 6290.04-8 FUEL PUMP

Fig. 2
73.22.00
Page 5
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
73.22.00
Page 6
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
LUN 6290.04-8 FUEL PUMP
TROUBLESHOOTING
On the fuel pump is permitted to eliminate leakages only, as presented in 73.22.00, pages
801 to 803. If some other defect occurs, contact organization appointed to technical services
for the fuel pump.
73.22.00
Page 101
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
73.22.00
Page 102
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
FUEL PUMP
Procedures Pages
De-preservation of the fuel pump 301 to 302
LUN 6290.04-8 fuel pump - replacement 401 to 403
Fuel pump adjustment - no adjustment is needed in operation -
Washing and check of the main fuel filter after 300 hours of operation 601 to 604
Operations permitted to be performed on the fuel pump 801 to 803
Preservation and storage of the fuel pump 901 to 903
Measures to be taken during breaks in the fuel pump operation 904
73.22.00
Page 201
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
73.22.00
Page 202
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
301 to 302

(Manhours)
De-preservation of the fuel pump
1.00
De-preservation of the fuel pump (in following text - pump) is See

performed in accordance with the purpose of its application. Page 101
Procedure:
1. Unpack the pump on a clean bench.
2. Place the pump on a tray and de-preserve its surface using a

brush wetted in clean petrol.
After having removed all preservation oil, dry the pump by

clean and dry pressure air stream of 0.1 to 0.5 MPa (1 to
5 kp/sq.cm).
Having completed outer de-preservation, remove all blinding

plugs from inlet and outlet nipples and sockets.
Brush Compressed air

0.1 to 0.5 MPa
Tray 100/500x500 mm
(1 to 5 kp/sq.cm)
Petrol - 2 litres
73.22.00
Page 301
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
301 to 302

(Manhours)
De-preservation of the fuel pump
1.00
3. Inner de-preservation is performed depending on the

intended application of the pump:
3.1 If the pump is to be installed in the engine, inner

de-preservation is performed together with the engine.
3.2 If the pump is intended to be checked for proper function or

for another check-up, it is to be mounted on a test stand on
that it is then flushed for a period of 2 to 5 minutes with one
of the fuel types permitted by technical specifications.
3.3 After having de-preserved the pump interior, all sockets and
nipples both inlet and outlet ones, should be closed by
appropriate blinding plugs or caps with sealing rings.
4. Enter the reason and date of de-preservation into the

certificate of the pump.
73.22.00
Page 302
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 403

(Manhours)
LUN 6290.04-8 fuel pump - replacement
0.5
1. Removal See
Page 101
1.1 Prior to removal, preserve the fuel pump to be removed.
1.2 Unlock and remove the following pipes:
- M601-823.9 pipe of the fuel inlet by the spanner s=17 mm

for the banjo bolt on the fuel control unit; using spanner
s=19 mm first of all release the union nut on the fuel pump;
then the banjo bolt on fuel control unit.
- M601-854.6 fuel drain pipe from the fuel pump using

spanner s=15 mm,
- M601-822.9 fuel by pass pipe using spanner s=19 mm,
- M601-824.9 pipe for fuel supply to the torch igniters using

spanner s=15 mm.
Spanner s=15; 17; 19 mm Wire dia 0.63 mm

Socket spanner s=9 mm
length 1m
(M601-944.4)
Spanner No.145-PM 30
Screwdriver
Flat pliers
Pointer side nippers
73.22.00
Page 401
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 403

(Manhours)
0.5
1.3 Unlock and release manually the nut of the plug of the
electromagnetic valve for the fuel supply to the torch
igniters.
1.4 Using M601-944.4 socket spanner s=9 mm, release and

unscrew 4 self-locking nuts and remove the fuel pump.
2. Installation
2.1 Prior to installation, de-preserve outer surface of the new

pump, check the seals, check smooth turning of the drive,
using spanner No.145-PM30, clean the bearing surface of
the flange and remove the blinding plug.
2.2 Coat slightly the drive shaft, centering shoulder and all pipe
unions with oil used in the engine. Check the sealing rubber
ring on the drive centering shoulder. Grease fuel pump
contacting plane with accessory gearbox by Hylomar
SQ32/M sealing paste.
2.3 Slide the pump onto the drive and onto the studs. If
required, adjust the drive position by turning the generator
rotor.
2.4 Fasten the pump by means of 4 self-locking nuts using the

M601-944.4 socket spanner s=9 mm.
73.22.00
Page 402
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 403

(Manhours)
0.5
2.5 Fit and secure by binding wire the following pipes:
- M601-823.9 fuel supply pipe to the fuel control unit (tighten

the pipe slightly to both joints, tighten the banjo bolt s=17
mm and, finally, the union nut s=19 mm),
- fuel drain pipe from the fuel pump using spanner

s=15 mm,
- M601-824.9 fuel supply pipe to the torch igniters using

spanner s=17 mm,
- M601-822.9 fuel by-pass pipe using spanner s=19 mm
2.6 Fit and secure the plug of the electromagnetic valve in the
fuel supply manifold to the torch igniters.
2.7 Record the fuel pump replacement into the Engine Log
Book and fill in the corresponding certificates. Blind all holes
of the removed pump.
2.8 De-aerate the fuel system in accordance with the

technological instruction 73.21.00, pages 303 to 305.
73.22.00
Page 403
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
73.22.00
Page 404
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 604

(Manhours)
Washing and check of the fuel strainer
after 300 hours of operation 1.5
Wash and check visually the complete strainer (in subsequent See
text - strainer) (6) periodically after 300 hours of operation - See Page 101
Fig. 601 - so that only perfectly clean fuel will enter the FCU.
Procedure:
1. Using spanner s=9 mm, loosen the selflocking nuts (2) and
screw them off completely.
2. Screw the puller No. 145-PM 2037 on M8 thread of the valve

(1) and pull the valve carefully out of the pump housing.
The use of puller No. 145-PM 2037 is not obligatory if it is

possible to pull the valve out manually.
Spanner s=9 mm Pressure air 0.1 to 0.3 MPa

(1 to 3 kp/sq.cm)
Screwdriver
Seal N 9910 (or user’s seal)
Puller No. 145-PM 22
Wire dia 0.63 mm
Puller No. 145-PM 2037
Flat pliers
length 250 mm
Pincers
73.22.00
Page 601
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 604

(Manhours)
3. Screw the puller No. 145-PM 22 on M24x1.5 thread of

strainer (5) as far as possible and pull the strainer (5) by hand
out of the pump housing.
Having pulled out the strainer, leave the puller No.

145-PM 22 screwed on the strainer so as the impurities will
be prevented from entering into the inner compartment when
washing the strainer.
4. Immerse strainer (5) in a vessel with clean petrol or fuel that

beforehand has been filtered through a filter of 15 micrometer
filtering ability.
Allow strainer (5) to soak for 5 minutes and then swing it

manually in the vessel for 3 to 5 minutes.
5. Take strainer (5) out of the bath and dry its surface with
stream of clean and dry pressure air of 0.1 to 0.3 MPa (1 to
3 kp/sq.cm) pressure.
6. Having dried the strainer, check visually the filter metallic

gauze for damage.
Check carefully all soldered or glued joints for damage.
Should the metallic gauze be damaged or a joint broken,

strainer (5) must be discarded.
7. Check visually surfaces of rubber sealing rings (3) and (4) for
damage, e.g. cracks, squeezed rubber, etc.
Damaged rings must be discarded and replaced by new ones

from spare parts.
73.22.00
Page 602
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 604

(Manhours)
8. Coat lightly the sealing ring (4) on a washed and checked

strainer (5) with the engine oil.
After having coated the ring (4), push the strainer (5)
manually into the chamber of the fuel pump housing.
After having inserted the strainer (5), screw the puller No.
145-PM 22 off the strainer.
9. Coat lightly the surface of the sealing ring (3) with the
engine oil, then install the valve (1) on the studs of the
pump housing and place the valve into the strainer
chamber in its initial position. Screw the puller No.
145-PM 2037 off the thread M8.
CAUTION: WHEN MOUNTING COMPONENTS (1) AND

(5), TAKE CARE NOT TO DAMAGE SEALING
RINGS (3) OR (4).
10. Screw 4 selflocking nuts M6 (2) on studs M6 and tighten

the nuts using spanner s=9 mm.
11. Switch on the booster pump and de-aerate all devices of

the fuel system (in accordance with the technological
instruction 73.21.00, pages 303 to 305). Having run the
pump for 3 to 5 minutes, check the joint of the safety valve
(1) with the pump housing for tightness. The joint must be
perfectly tight.
12. Enter the washing and visual check-up of strainer (5) as

well as the time in operation in the log of the fuel pump.
73.22.00
Page 603
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 604

(Manhours)
Actual position
FUEL STRAINER OF THE FUEL PUMP

Fig. 601
73.22.00
Page 604
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
801 to 803

(Manhours)
Operations permitted to be performed on the fuel pump
2.50
It is permitted to eliminate leakages with respect to the following See

parts of the fuel pump: Page 101
– banjo connections
– pipe unions, sockets and banjo bolts
– screwed-in blinding plugs
With respect to other parts, e.g. contact surfaces, pressed in

plugs and porous material, driving wheel shaft (journal), it is not
permitted to eliminate leakages.
Exceptions are represented by cases when leakages can be

eliminated through tightening screws, nuts, sockets, etc.
Depending on the trouble Depending on the trouble
73.22.00
Page 801
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
801 to 803

(Manhours)
2.50
Procedure:
1. Using pliers, remove locking wire (together with the seal, if

used) from those parts that are leaky.
2. Check whether the leaking joint is sufficiently tightened. If not,

it is permitted to tighten it and check it again for tightness. If
leakage persists, the joint must be removed and those parts
that may cause leakage must be inspected.
Care should be paid to packings, sealing rings, contact

surfaces of pipe unions, sockets, etc.
3. All packings that were used in the leaky joints should be

replaced with new ones from the spare parts kit.
All rubber parts should be lightly smeared with engine oil,

prior to installation.
4. Assemble the joints so that the requirements of proper

function of the fuel pump, e.g. perfect tightness, setting of
banjo connections into positions required for the pump
installation and other conditions will be met.
When assembling the joint, take care not to damage sealing

rings through e.g. squeezing or tearing rubber.
5. Repeat the check of the fuel pump for tightness. Pay special
attention to the joint that showed initially leakage.
73.22.00
Page 802
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
801 to 803

(Manhours)
2.50
6. Secure the joint that meets the requirement of perfect

tightness with wire dia 0.63 mm and seal it as far as this is
required.
7. Enter the time in operation after that the leakage occurred

and the date of its elimination into the log of the fuel pump.
Confirm the entry by the signature.
73.22.00
Page 803
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
73.22.00
Page 804
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
901 to 903

(Manhours)
Preservation and storage of the fuel pump
0.50
All fuel pumps (in subsequent text - pumps) whether newly See
manufactured or after repairs are subjected to the following Page 101
preservation procedure that ensures the protection for the period
of 1 year.
Procedure:
1. Preservation of the pump must be performed within 24 hours
after fuel has been drained from its inner compartments.
If the pump is filled with fuel, preservation need not be done
for the period of 30 days.
After fuel has been drained, all nipples (sockets) for fuel inlet
or outlet must be plugged with corresponding plugs
immediately.
CAUTION: THE ABOVE MEASURE MUST BE
PERFORMED BOTH WITH RESPECT TO
PUMPS TO BE SHIPPED TO THE CUSTOMER
AND TO PUMPS TO BE SHIPPED BACK TO
THE MANUFACTURER FOR WHATEVER
REASON, E.G. WARRANTY REPAIRS,
INSPECTIONS, ETC.
Approved preservation Cord dia 2 mm

agents are presented in (or self-adhesive tape of
Technological Instructions width approximately 20 mm)
No. 73.03.00 -2m
Spanner for turning No. Paraffin or parchment paper -
145-PM 30 0.5 sq.m
Painter’s brush Compressed air
dia approximately 25 mm 0.1 to 0.5 Mpa
(1 to 5 kp/sq.cm)
Preservation unit
73.22.00
Page 901
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
901 to 903

(Manhours)
0.50
2. Preservation agent must not contain impurities of size greater

than 20 micrometers and their content must not exceed 0,005
%.
3. Clean outer surface of the pump is to be preserved with clean

petrol and dried in stream of clean dry pressure air of 0.1 to
0.5 MPa (1 to 5 kp/sq.cm) pressure or clean environment with
temperature not exceeding 80 °C.
4. Remove all blinding plugs from connectors (sockets) and

pour fuel out of the pump.
5. Fill inner cavities of the pump with preservation agent fed to

socket „A“ under pressure 0.1 to 0.3 MPa (1 to 3 kp/sq.cm)
up to a point when oil starts to flow out smoothly (without
bubbles) from the outlets. When filling the pump with
preservation agent, simultaneously turn the pump driving
wheel using the aid No. 145-PM 30.
Preservation agent is only poured into a hole marked as „C“.
6. Disconnect the supply of the agent from the preservation unit

and pour excess preservation agent out of the pump.
After having poured out the preservation agent, close all

connectors (sockets) through screwing in corresponding
blinding plugs with sealing rings.
73.22.00
Page 902
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
901 to 903

(Manhours)
0.50
7. Wrap the preserved pump in two layers of paraffin or

parchment paper and bind it with cord or with self-adhesive
tape.
Place the pump so wrapped in the shipping case No.

145 B 1.
8. Enter the date of preservation and the preservation agent

used in the pump log.
Insert the log into an envelope that should then be wrapped

into paraffin or parchment paper (or PVC foil) and placed in
a pocket inside the shipping case.
9. After the shipping case has reached its destination, the

pump should be taken out from the case and placed in a
rack or cabinet.
Is not permitted to store pumps on the floor.
When storing large number of pumps, they should be stored

in racks or cabinets so that in between individual pumps
there will be room enough to permit easy access to any
pump.
During storing, take care that no damage is caused to

protruding parts of the pumps or to their wrapping.
10. Pump should be stored in clean, well-ventilated dry rooms

free from aggressive vapours with temperature of 20
±10 °C. Relative humidity of air must not exceed 70 %.
11. Preservation performed in accordance with this

technological instruction is effective for 1 year, provided that
pumps are stored in accordance with para 9. and 10.
73.22.00
Page 903
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
904

(Manhours)
Measures to be taken during breaks
in the fuel pump operation 0.50
Permitted break in the fuel pump operation
1. With the fuel pump (in subsequent text - pump) filled with
approved fuel, the break in operation may last maximum 30
days, both when installed in the engine and on the test stand.
2. Should the pump fitted on the engine stay out of operation for
more than 30 days, it is necessary to proceed in accordance
with the technological instruction (72.03.00, pages 907 to
909).
3. If the pump is removed from the engine or the test stand, inlet
as well as outlet sockets must be immediately plugged with
corresponding blinding plugs.
CAUTION: ALSO ALL THE OUTLETS OF HOSES, PIPES,

CONNECTORS ETC., THAT CONNECT THE
PUMP TO THE FUEL SYSTEM MUST BE
COVERED WITHOUT DELAY.
4. If fuel is drained from the pump, the latter must be preserved

within 24 hours in accordance with the technological
instruction (73.22.00, pages 901 to 903).
73.22.00
Page 904
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
MONITORING INSTRUME NTS
The instruments of the fuel system monitoring the engine operation are as follows:
– minimum fuel pressure transmitter in the airframe fuel system circuit (not included in
the engine fuel system),
– fuel pressure transmitter at the fuel distributor inlet whose signal appears on a triple
indicator, together with oil pressure and temperature.
The fuel pressure transmitter is connected via a hose to the pipe union of the shielded fuel
transfer pipe.
The function of the transmitter is described in section 77.
73.30.00
Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
73.30.00
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
74
IGNITION
WALTER a.s.
MAINTENANCE MANUAL
RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
Section - Section -
point point
74 „Record of 74.21.00 301 Jul 1, 2003
2 Jul 1, 2003
401 Jul 1, 2003
74 „Review of 402 Jul 1, 2003
2 Jul 1, 2003 404 Jul 1, 2003
74 „Contents“ 1 Jul 1, 2003 501 Jul 1, 2003

2 Jul 1, 2003 502 Jul 1, 2003
503 Jul 1, 2003
74.20.00 1 Jul 1, 2003 504 Jul 1, 2003
2 Jul 1, 2003 505 Jul 1, 2003
3 Jul 1, 2003 506 Jul 1, 2003
4 Blank Jul 1, 2003 507 Jul 1, 2003
508 Jul 1, 2003
201 Jul 1, 2003 509 Jul 1, 2003
202 Jul 1, 2003 510 Jul 1, 2003
511 Jul 1, 2003
401 Jul 1, 2003 512 Jul 1, 2003
402 Blank Jul 1, 2003 513 Jul 1, 2003
514 Jul 1, 2003
74.21.00 1 Jul 1, 2003 515 Jul 1, 2003
2 Jul 1, 2003 516 Jul 1, 2003
3 Jul 1, 2003 517 Jul 1, 2003
4 Jul 1, 2003 518 Blank Jul 1, 2003
101 Jul 1, 2003 901 Jul 1, 2003

102 Blank Jul 1, 2003 902 Jul 1, 2003
201 Jul 1, 2003

202 Jul 1, 2003
203 Jul 1, 2003
204 Jul 1, 2003
205 Jul 1, 2003
206 Blank Jul 1, 2003

Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
Section - Section -
point point
74.22.00 1 Jul 1, 2003 74.30.00 1 Jul 1, 2003
2 Jul 1, 2003 2 Jul 1, 2003
3 Jul 1, 2003
4 Jul 1, 2003 101 Jul 1, 2003
102 Blank Jul 1, 2003
201 Jul 1, 2003
202 Blank Jul 1, 2003 401 Jul 1, 2003
203 Jul 1, 2003 402 Jul 1, 2003
204 Blank Jul 1, 2003 403 Jul 1, 2003
404 Jul 1, 2003
401 Jul 1, 2003
402 Jul 1, 2003 74.31.00 1 Jul 1, 2003
2 Jul 1, 2003
501 Jul 1, 2003
502 Jul 1, 2003 74.32.00 1 Jul 1, 2003
503 Jul 1, 2003 2 Blank Jul 1, 2003
504 Jul 1, 2003
505 Jul 1, 2003 74.40.00 1 Jul 1, 2003
506 Jul 1, 2003 2 Jul 1, 2003
74.23.00 1 Jul 1, 2003

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

102 Blank Jul 1, 2003
201 Jul 1, 2003

202 Jul 1, 2003
501 Jul 1, 2003

502 Blank Jul 1, 2003

Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
CONTENTS
74.20.00 IGNITION SYSTEM
- LUN 2201.03-8 low voltage ignition system
- General
- UNISON ignition
- Instruction for installation of LUN 2201.03-8
74.21.00 IGNITION UNIT
- LUN 2201.03-8 ignition unit including the spark gap
- Troubleshooting
- UNISON ignition exciter - maintenance procedures
- Maintenance of the LUN 2201.3-8 low voltage ignition system
- LUN 2201.03-8 ignition system - replacement of
- UNISON 9049765-1 ignition exciter - replacement of
- Making ready the Paltest JT 200 T tester for adjusting and checking the
ignition systems
- Maintenance and adjustment of the contact breaker in the LUN 2201.03-8
ignition system
- Test of the 14 UA 41/R discharge gap for the LUN 2201.03-8 ignition system
and its adjustment
- Storage, depreservation and overpreservation of LUN 2201.03-8 ignition
system
74.22.00 SPARK PLUG
- N25F-3 low voltage spark plug
- N25F-3 spark plug
- Servicing
- Servicing
- Replacement of the low voltage spark plug
- Testing the N25F-3 spark plugs
- CHAMPION CH 34630 spark igniter - inspection of
74 „CONTENTS“
Page 1
Jul 1, 2003
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MAINTENANCE MANUAL
74.23.00 INTERCONNECTING CABLES

- Interconnecting cables for LUN 2201.03-8 ignition system
- Ignition cables - UNISON
- Troubleshooting
- Ignition cables - UNISON - Maintenance practices
- Check of the interconnecting cables
74.30.00 TORCH IGNITERS
- Troubleshooting
- Replacement of the M601-208.9 igniters
74.31.00 TORCH IGNITER
- Fuel nozzle
74.32.00 FLASH TUBE
74.40.00 STARTING CYCLE
74 „CONTENTS“
Page 2
Jul 1, 2003
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MAINTENANCE MANUAL
IGNITION SYSTEM
LUN 2201.03-8 LOW VOLTAGE IGNITION SYSTEM
LUN 2201.03-8 low voltage ignition system is a detachable unit used to ignite fuel by the
torch igniter during the engine starting process. The engine is started as controlled by the
control unit incorporated in the starting panel. It must operate reliably according to a short-
term program of ignition.
In the low voltage ignition system a capacitor charged to 2 to 2.6 kV discharges through a
spark gap into a low voltage spark plug.
The low voltage ignition system is doubled - i.e. two mutually independent low voltage
ignition systems are installed on each engine. During the starting process they operate
simultaneously and independently of each other and each of them energizes a separate
torch igniter.
The low voltage ignition system consists of an ignition source with a spark gap, a low
voltage ignition plug and an interconnecting cable.
74.20.00
Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
IGNITION SYSTEM
UNISON IGNITION EXCITER
GENERAL
The UNISON 9049765-1 ignition exciter has been introduced for the WALTER M601E
engine model by means of the bulletin No. M601E/21b and for the WALTER M601E-21
engine model by means of the bulletin No. M601E-21/9b, effectivity since November 1,
1998 as an alternative of the current LUN 2201.03 ignition unit. The bulletin establishes a
procedure for replacement of the LUN 2201.03-8 ignition unit for new UNISON ignition
exciter.
Newly issued both description of the UNISON exciter and technological instructions are
provided with identical numbering as for current LUN 2201.03-8 ignition unit in the current
Maintenance Manual.
Current chapters containing description and technological instructions that establish

procedures for testing, adjustment and check by means of PALTEST JT200T tester are
valid only for both original LUN 2201.03-8 ignition unit and N25F-3 spark plug.
The following subsections are valid for both ignition systems: 74.30.00, 74.31.00, 74.32.00
and 74.40.00.
74.20.00
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
IGNITION SYSTEM
Ignition system (refer to Fig. 1) provides for quick mixture light up within wide range of
temperatures. The system consists of ignition exciter that incorporates two independent
solid-state circuits, two high voltage cables and two spark igniters. The system is energized
from the aircraft 28V D.C. supply.
CHAMPION CH 34630/N25F-3 Spark igniters
High voltage cables
Ignition exciter

Fig. 1
74.20.00
Page 3
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
74.20.00
Page 4
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
201 to 202

(Manhours)
Adjustment/Test
1. Adjustment/Test
General
1.1 Operational Check
Operation of the ignition exciter can be tested either on the Claim at the
installed engine or on the test rig after exciter removal from supplier
the engine or before installation on the engine. (before
expiration of
the
warranty)
WARNING: RESIDUAL VOLTAGE IN IGNITION EXCITER

MAY BE DANGEROUSLY HIGH. ENSURE
THAT IGNITION IS SWITCHED OFF AND
SYSTEM HAS BEEN INOPERATIVE FOR AT
LEAST SIX MINUTES BEFORE
INSTALLATION OF ANY IGNITION
COMPONENTS. ALWAYS DISCONNECT
COUPLING NUTS AT IGNITION EXCITER AT
FIRST.
74.20.00
Page 201
Jul 1, 2003
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MAINTENANCE MANUAL
M601E On pages
M601E-21
201 to 202

(Manhours)
Adjustment/Test
1.1.1 Switch ignition exciter off.
CAUTION: DO NOT ALLOW IGNITION CABLE

BRAIDING OR FERRULES TO ROTATE
WHEN RELEASING COUPLING NUTS.
CAUTION: BEFORE SWITCHING ON IGNITION TO

PERFORM OPERATIONAL CHECK, CARRY
OUT A DRY MOTORING RUN TO ENSURE
NO FUEL REMAINS IN COMBUSTION
CHAMBER.
1.1.2 Switch one ignition circuit on.
1.1.3 On the installed engine listen at gas generator case for Claim at the
snapping sound with frequency of approximately four supplier
snaps per second. Switch ignition off. (before
expiration of
the
warranty)
1.1.4 Repeat steps 1.1.2 and 1.1.3 with second circuit.
1.1.5 If snapping sound is not heard on one or both checks

replace associate spark igniter and/or high voltage cable
and repeat operational check. If snapping sound is not
heard replace ignition exciter.
74.20.00
Page 202
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401

(Manhours)
Working procedure before
the LUN 2201.03 ignition system installation
1. Unpack the ignition source including the cable, the box with
the circuit breaker 14 UA 41/R and the box with the spark
plug N25F-3 from the carton.
2. According to information in the appliance log verify production Claim at the

number of ignition number of ignition source and production supplier
number of spark gap and compare them with the numbers (before
given in „Table of Technical Parameters“ measured on a new expiration of
product. the
warranty)
3. According to marks on the cable (I or II) check whether the

chosen one is suitable according to its length - and check
also whether it corresponds to information given in the
appliance log.
4. De-preserve according to 74.21.00 - Page 901.
5. Check of the spark gap according to 74.21.00 - Page 512.
6. Check the function according to 74.21.00 - Pages 501 to 519.
7. Installation on the engine according to 74.21.00 - Page 402.
JT 200 T Solder electrical gun Clean cloth
Cleaning petrol
Soldering wire
74.20.00
Page 401
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
74.20.00
Page 402
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
IGNITION UNIT
LUN 2201.03-8 IGNITION UNIT INCLUDING THE SPARK GAP
The LUN 2201.03-8 low voltage ignition coil operates as an ignition source on principle of a
capacitor discharge into a low voltage spark plug through a spark gap. Current supplied into
the primary winding of the ignition coil from a battery is interrupted by a contact breaker.
The breaker operates on the basis of hammer interrupter. The contact breaker is bridged by
a primary capacitor. High voltage impulses generated in the secondary winding of the coil
charge a secondary capacitor through a rectifier. When the voltage across the secondary
capacitor reaches the break down voltage of the spark gap the capacitor will discharge
through the spark gap and through the low voltage spark plug. After this cycle is completed
the residual charge of the capacitor will be discharged via a by-pass resistor. See Fig. 1 for
the wiring diagram.
Both low voltage ignition coils are installed at the engine left hand rear bottom corner when
viewed in the direction of flight. Coils are attached to a sheet metal bracket. The bracket is
bolted to the accessory gearbox by four bolts. Ignition coils are connected to the engine
frame by a copper cable; the engine casing forms the conductive element connecting the
ignition plug jacket to the ignition coil box. It is therefore necessary to establish always a
conductive contact between the engine casing and the ignition coil box when handling
ignition coils.
74.21.00
Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
Legend:
1 - Low voltage ignition spark plug 6 - Primary capacitor
2 - Secondary capacitor 7 - Secondary winding on the induction coil
3 - By-pass resistor 8 - Primary winding on the induction coil
4 - Spark gap 9 - Plug wiring diagram
5 - Rectifier 10 - Contact breaker
LOW VOLTAGE IGNITION SYSTEM WITH LUN 2201-03.8. WIRING DIAGRAM

Fig. 1
74.21.00
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
IGNITION UNIT
The ignition exciter is a sealed unit containing electronic components. The exciter is
intended for operation during starting to initiate combustion in the combustion chamber. The
exciter transforms the D.C. input to a pulsed high voltage through solid-state circuits, a
transformer and diodes.
When the unit is energized, a capacitor on the high voltage side of the output transformer is
progressively charged, until the energy stored, approximately one joule, is sufficient to
ionize a spark gap in the unit and discharge the capacitor across the spark igniter. The
network consists of two independent circuits so that if one spark plug is open or shorted the
remaining circuit will enable the other spark plug to operate. The network also enables the
capacitors to discharge automatically in the event of one or both spark plugs becoming
inoperative, or input voltage being switched off.
Ignition exciter is installed on the engine bracket.
74.21.00
Page 3
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
control storage output

emi filter converter
circuit capacitor circuit
INPUT voltage trigger

sense circuit
(feeding voltage)
one-shot
time delay
one-shot
time delay
INPUT
voltage trigger
(feeding voltage) sense circuit
control storage output

emi filter converter
circuit capacitor circuit
SCHEMATIC DIAGRAM OF WIRING

Fig. 2
74.21.00
Page 4
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
IGNITION UNIT
TROUBLESHOOTING
If technical specifications have not been complied with contact the product support
department of the engine manufacturer.
74.21.00
Page 101
Jul 1, 2003
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MAINTENANCE MANUAL
74.21.00
Page 102
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
201 to 205

(Manhours)
UNISON ignition exciter - maintenance procedures
1. Removal (refer to Fig. 201)
WARNING: RESIDUAL VOLTAGE IN IGNITION EXCITER

MAY BE DANGEROUSLY HIGH. ENSURE
IGNITION IS SWITCHED OFF. ALWAYS
DISCONNECT COUPLING NUTS AT
IGNITION EXCITER AT FIRST. ALWAYS USE
INSULATED TOOLS TO REMOVE CABLE
COUPLING NUTS. DO NOT TOUCH OUTPUT
CONNECTORS AND COUPLING NUTS WITH
BARE HANDS.
1.1 Isolate power from ignition exciter
1.2 Remove supply cables (1) from two input connectors (2) on
ignition exciter.
CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING

OR FERRULES TO ROTATE WHEN
RELEASING COUPLING NUTS.
1.3 Remove two ignition cable couplings (4) from output

connectors (5) on ignition exciter.
1.4 Release and remove four nuts (6), washers (7) and bolts (8)
that attach the exciter to bracket on the accessory gearbox.
1.5 Remove ignition exciter
74.21.00
Page 201
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
201 to 205

(Manhours)
2. Installation (refer to Fig. 201)
2.1 Install ignition exciter on the mounting bracket on accessory

gearbox
CAUTION: DO NOT ALLOW ANY LUBRICANT TO COME

IN CONTACT WITH CENTER CONDUCTOR
OF HIGH VOLTAGE CABLES AND IGNITION
EXCITER CONNECTORS.
2.2 Lightly coat threads of ignition exciter connectors with

fluorcarbon spray lubricant.
CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING

OR FERRULLES TO ROTATE WHEN
TIGHTENING ON COUPLING NUTS.
2.3 Connect coupling nuts of supply cables (1) and high voltage
ignition cable couplings (4) to respective input and output
connectors (2) and (5) on ignition exciter. Tighten nuts,
torque finger tight plus 45 degrees and lock with wire.
2.4 Reconnect coupling nuts at other end of ignition cables to

spark igniters in the torch igniters. Tighten nuts and torque
finger tight and then turn plus 45 degrees more. Lock with
wire.
74.21.00
Page 202
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
201 to 205

(Manhours)
VIEW P
Bracket M601-8028.62 - 1 pc
(8) Bolt LN 5268 - 4 pcs

(6) Nut LN 5168 - 4 pcs Bracket M601-8029.62 - 1 pc
(7) Washer LN 5266 - 5 pcs Bolt LN 5284 - 4 pcs
IGNITION EXCITER - REMOVAL/INSTALLATION

Fig. 201
74.21.00
Page 203
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
201 to 205

(Manhours)
3. Inspection/Check
Inspect ignition exciter after cleaning.
3.1 Inspect ignition exciter for signs of damage and general

condition.
3.2 Inspect input and output connectors for damage, paying

particular attention to connector threads for corrosion.
74.21.00
Page 204
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
201 to 205

(Manhours)
4. Cleaning/Painting
4.1 Clean ignition exciter as follows:
4.1.1 Remove all corrosion residues using stainless steel wire

brush.
4.1.2 Clean affected surfaces thoroughly using clean lint-free

cloth moistened with methyl-ethyl-keton.
CAUTION: DO NOT ALLOW ANY LUBRICANT TO COME

IN CONTACT WITH CENTRAL CONDUCTOR
OF IGNITION EXCITER CONNECTORS.
CONTACT WITH CONDUCTORS MAY
RESULT IN A HIGH RESISTANCE PATH
THAT COULD GENERATE HEAT OR
OXIDATION.
4.2 Inspect mounting bracket of ignition exciter.
4.2.1 Inspect visually threads of nuts and bolts. Replace them if

necessary.
4.2.2 Inspect visually the bracket for cracks and deformation.

Replace it if necessary.
74.21.00
Page 205
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
74.21.00
Page 206
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
301 to 302

(Manhours)
Maintenance of the LUN 2201.3-8 low voltage ignition system
1. Maintenance is carried out either on the engine installed in

the aircraft or in a workshop. The ignition coil can be removed
from the engine and checked in a workshop by means of the
JT 200 T tester, or it is possible to carry out inspection,
maintenance and adjustment of the low voltage ignition
system without removing the ignition coil from the engine.
In both cases proceed in accordance with Technological

Instructions, Ref. 74.21.00, 74.22.00.
2. The check is carried out after each 300 hours of service

operation.
The service life of the ignition device makes up 2000 hours of

operation or 2250 engine starts.
3. Spark plugs N25F-3 are replaced during the check by new

ones (see Technological Instructions 74.22.00, Page 401).
4. Check and adjust the spark gap (see Technological

Instructions 74.21.00, Pages 510 to 513, 515 to 517).
5. Check and adjust the contact breaker (see Technological

Instructions 74.21.00, Pages 505 to 509, and 517).
Apparatus for testing and Pointed side cutters Binding wire dia 0.63 mm
adjusting low voltage ignition of 17 246.4 stainless steel
Screwdriver
system Paltest JT 200 T - 0.5 m
Flat pliers
74.21.00
Page 301
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
301 to 302

(Manhours)
Maintenance of the LUN 2201.3-8 low voltage ignition system
6. Inspection of the connecting cables (see Technological

Instructions 74.23.00, Page 501).
CAUTION: THE IGNITION COIL PRIMARY CURRENT IS

MEASURED AND ADJUSTED AS THE LAST
OPERATION AFTER THE CHECKED SPARK
PLUGS AND SPARK GAPS THAT WILL BE
EMPLOYED WITH THE IGNITION COIL IN
ACTUAL OPERATION HAVE BEEN INSTALLED
- SEE TECHNOLOGICAL INSTRUCTIONS
74.21.00, PAGE 507.
74.21.00
Page 302
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 402

(Manhours)
LUN 2201.03-8 Ignition system - replacement of
2.5
1. Removal
1.1 Unlock the ignition system plug and screw off the union nut
with hand. Pull out the plug.
1.2 Unlock the union nut on the cable and screw it off with hand.
Pull out the spark gap plug include the spark gap.
1.3 Using a screwdriver loosen the screw on the cable socket

and pull out the spark gap.
1.4 Using a spanner s=9 mm loosen and screw off the earthing
strip nut and remove the strip.
1.5 Using a spanner s=8 mm and a socket spanner s=9 mm

loosen and screw off nuts from four bolts retaining the coil.
Take down the coil.
M601-944.4 socket spanner Binding wire dia 0.63 mm

of 17 246.4 stainless steel
Double ended spanner
- 0.5 m
8x10 mm

9x10 mm
Flat pliers
Pointed side cutters
Screwdriver
74.21.00
Page 401
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 402

(Manhours)
LUN 2201.03-8 Ignition system - replacement of
2.5
2. Installation
2.1 Clean the seating surface for the earthing strip on the coil.
2.2 Attach the coil to its bracket by four bolts and nuts.
2.3 Screw on the earthing strip - check and clean seating

surfaces - if necessary.
2.4 Fit a new spark gap in the connecting cable socket, so that
the face with the varnish secured adjusting screw will look
forward. Tighten the socket by the screw on its side so that
the spark gap will be connected firmly to the cable. The
cable is useful also as a holder during removing or inserting
the spark gap in the ignition source (the coil).
2.5 Fit the spark gap include the connecting cable in the ignition
system and tighten the union nut with hand. Lock the nut by
locking wire.
2.6 Fit the plug with 28 V line into the connector. Tighten and
lock the union nut by locking wire.
2.7 Enter a record about the replacement into appliance logs.
2.8 Check proper function of the system by an engine test run.
74.21.00
Page 402
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
403 to 404

(Manhours)
UNISON 9049765-1 ignition exciter - replacement of
2.5
1. Removal
1.1 Unlock power supply input connector on the ignition exciter

and unscrew coupling nut with hand. Remove the
connector.
1.2 After unlocking unscrew coupling nut off the spark igniter
cable.
1.3 Remove the ignition exciter from mounting bracket, remove

earthing strip.
WARNING: LEAVE THE EXCITER INOPERATIVE FOR

AT LEAST 6 MINUTES AFTER RUN. (FOR
RESIDUAL VOLTAGE ON OUTPUT
CONNECTORS.)
Socket spanner Binding wire dia 0.63 mm

M601 - 944.4 of 17246.4 stainless steel
- 0.5 m
Double ended spanner 8x10
Flat pliers
Screwdriver
74.21.00
Page 403
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
403 to 404

(Manhours)
UNISON 9049765-1 ignition exciter - replacement of
2.5
2. Installation
2.1 Clean the seating surface of the earthing strip.
2.2 Attach the ignition exciter to its bracket by four bolts.

Original self-locking nuts can be again used.
2.3 Screw the earthing strip on - check and clean seating

surfaces - if necessary.
2.4 Fit cable connectors and tighten coupling nuts, then lock
with locking wire.
2.5 Fit power supply connectors, tighten them with hand and
lockwire.
2.6 Enter the replacement into relevant logs.
2.7 Switch successively both circuits of the exciter on and listen

for snapping sound at the torch igniters to check operation
of the exciter.
2.8 Check proper function of the system by an engine test run.
74.21.00
Page 404
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 504

(Manhours)
Making ready the Paltest JT 200 T tester
for adjusting and checking the ignition systems
1. The tester is intended for checking and adjustment of the

LUN 2201.03-8 ignition system using accessories that form a
part of this instrument.
The following checks can be carried out using the tester:
1.1 Break down voltages of spark gaps and low voltage

spark plugs.
1.2 The mean value of current through primary circuits of

ignition sources and thus the current through the contact
breaker.
1.3 Voltage across the power supply battery.
Power supply of 28 V/25 A
Feeding voltage of
220V/50Hz
Paltest JT 200T tester
74.21.00
Page 501
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 504

(Manhours)

work
2. Measurement ranges:
2.1 High voltage of 0 to 4 kV. Accuracy within the range of

2 to 3 kV ± 3 %.
2.2 Current range of 0 to 6 A. Accuracy class 1.5.
2.3 Voltage range of 0 to 40 V. Accuracy class 1.5.
3. The tester is designed in safety category I ČSN 35 6501.
4. Accessories: See the log to the tester.
5. To make the tester ready for application:
5.1 Before plugging the tester into the mains check the
pointers on both measuring instruments to show
mechanical zero. If not so set them to zero by means of
the setting screw on the instrument panel.
5.2 Connect the tester to mains by plugging a mains lead

into the socket on the tester rear side and throwing the
power switch to position I.
NOTE: See Fig. 501 and Fig. 502.
74.21.00
Page 502
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 504

(Manhours)

work
5.3 Set switch K2 to position „0“.
5.4 After setting K2 to position „0“ set the electric zero on the
voltmeter with knob K3. Allow the tester to stabilize for 7 to
10 minutes.
5.5 As soon as the tester has been temperature stabilized:
5.5.1 Check the electric zero with the knob K3.
5.5.2 Tester calibration - set switch K2 to „CEJCH.“

(„Calibration“) and set the reading with the knob K1
„CEJCH. NASTAVENÍ“ („Calibration adjustment“) for
the pointer to read 4 kV, i.e. full deflection. After
setting the electrical zero the tester is ready for
measuring. Electrical zero and calibration can be reset
only if switch K2 is set either to „0“ or to „CEJCH.“
(„Calibration“). Having set the tester do not disturb
knobs K1 and K3.
NOTE: As the tester is temperature dependent the

ignition system check and adjustment can be
carried out only at ambient temperature of
20 ± 5 °C (see the chart).
74.21.00
Page 503
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 504

(Manhours)
Variation of JT 200 T tester instrument error with ambient temperature
%
20
10
°C °C
-40 -30 -20 -10 10 20 30 40
-10
-20
%
For the above mentioned reason ignition systems may be checked and/or adjusted
by means of the JT 200 T tester at ambient temperatures of 20 ± 5 °C only.
74.21.00
Page 504
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
505 to 509

(Manhours)
Maintenance and adjustment of the contact breaker
in the LUN 2201.03-8 ignition system

work
Screw off the cap covering the contact breaker and check the
inner compartment for traces of leaking grease. If grease traces
have been detected inside the ignition system is not suitable for
flight operation and has to be replaced. Ascertain whether oil
under cap does not leak from oil filling orifice.
Put a fine file between contacts. The file is delivered with the
spare parts kit. Pull the file parallel to contact surfaces, remove
the burr from one end of the contact, clean the other contact but
do not try to repair any pitted surfaces. Do not press the file
against the contact breaker spring. After cleaning contacts - or if
the contact breaker was disassembled for any reason - set the
gap between the armature and the core to 0.7 to 1 mm. (The gap
is measured by feeler gauges riveted to the file.) Next step is the
adjustment of primary current through the contact breaker. This
is carried out after assembling the ignition system, installing the
spark gap and a spark plug that must have a common earthing
with the ignition power source.
Power supply: 220 V/50 Hz Double ended spanners Binding wire dia 0.63 mm
8 and 9 mm of 17246.4 stainless steel
28 V/25 A
- 200 mm
Screwdrivers 3.5, 6.5 mm
PALTEST JT 200 T tester
File include feeler gauges
Connecting cords
454 910 971 605
454 910 970 626
74.21.00
Page 505
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
505 to 509

(Manhours)
1. Make ready the Paltest tester as specified in the

Technological Instructions 74.21.00 Pages 501 to 504.
2. Connect the Paltest JT 200 T tester to the aircraft electric
system by the cord provided in the kit of accessories under
No. 29. Plug the two-pole plug Type 732.2 into the connector
marked „27 V VSTUP“ („27 V input“) on the front panel of the
JT 200 T tester (Fig. 501). Using a modified plug
VŠG 17- B2- Š1 it is possible to connect the tester to the
aircraft power system at the point supplying the ignition
system.
3. If the check is carried out outside the aircraft care should be
taken on the power source whether a storage battery or
another DC power source is capable of delivering 25 A peak
current without a voltage drop and with ripple coefficient not
exceeding 10 % of the nominal voltage 28 V within an output
voltage range from 18 to 30 V. Within the range of 14 to 18 V
the supply ripple must correspond to that of a storage battery.
Ripple coefficient is defined as the difference between the
minimum and maximum values of the alternating component
of the supply voltage (as read on an oscilloscope screen)
divided by the nominal voltage of 28 V. Before connecting the
ignition system check the leads carefully for correct polarity. If
lead polarity is reversed there is a danger of destroying the
ignition system.
CAUTION: THE IGNITION COIL MUST NOT BE
OPERATED AT NO LOAD CONDITION; I.E. THE
SPARK GAP AND THE SPARK PLUG MUST BE
CONNECTED TO THE SECONDARY WINDING
OF THE COIL.
Connect the JT 200 T tester to the ignition system by the cord
Item 28 - Fig. 501. Plug the VŠ 17 - KNP 2-01 three pole plug
into the socket on the ignition system.
74.21.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
505 to 509

(Manhours)
4. Measurement of the current mean value through the ignition

system induction coil contact breaker.
4.1 Firstly service and adjust the contact breaker contacts.
4.2 Check the tested spark gap and spark plug whether
connected to the ignition source.
4.3 Set switch K2 - Fig. 501 to position „40 V” (so the supply
voltage will be measured).
4.4 Connect the DC power source. The voltmeter will indicate

the power source voltage and the ammeter will show the
mean value of current flowing through the ignition source
contact breaker (the value of the current can be adjusted by
the contact breaker screw - see Fig. 508).
74.21.00
Page 507
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
505 to 509

(Manhours)
5. The current through the contact breaker is set in accordance

with the following table:
Current through the contact breaker at battery voltage of
Temperature [°C] 24 to 26 [V] 26 to 28 [V]
[A] Tolerance [A] [A] Tolerance [A]
+40 2.1 -0.1 2.0 -0.1
+20 1.9 +0.05 1.8 +0.05
+10 1.85 +0.05 1.77 +0.05
0 1.8 +0.05 1.75 +0.05
-10 1.8 +0.1 1.72 +0.1

-20 7.75 +0.1 1.7 +0.1
-30 1.72 +0.1 1.6 +0.1
74.21.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
505 to 509

(Manhours)
6. The frequency of sparking is not checked at temperatures

under 20 °C. The value specified for -30 °C is for information
only and it can be used only if a meter calibrated at -30 °C is
available. The maximum error of the meter must not exceed
± 150 mA at 2A.
Having adjusted the primary current and the instrument check It is

once more the gap between the armature and the core. It necessary
must be within 0.7 to 1 mm. If so enter the measured current to readjust
into the log. To set the gap use the spacing pads supplied in the contact-
the kit of spare parts. Clean slightly the adjusted contact breaker acc.
breaker by felt or brush, press slightly and release the contact to TI
with a finger to check its seating. Having adjusted the contact 74.21.00
breaker check its function. Spark plugs must spark normally. (Pages 505
to 509). The
damaged
parts of
contact-
breaker if
any have to
be replaced.
74.21.00
Page 509
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
510 to 512

(Manhours)
Test of the 14 UA 41/R discharge gap for the LUN 2201.03-8
ignition system and its adjustment
1. Make ready the Paltest tester as specified in the

Technological Instructions 74.21.00, Pages 501 to 504.
2. Connect the Paltest tester to the ignition system as specified
in the Technological Instructions 74.21.00 Pages 506 to
507.
3. Test of the 14 UA 41/R spark gap:
Use the devices No. 22, 24 in the list of delivered items.
3.1 Set of devices and their wiring with the ignition system as
shown in Fig. 505.
3.2 Connect device Item 22 shown in Fig. 505 to the high
voltage outlet of the LUN 2201.03-8 ignition system.
Connect it by a cable to the high voltage socket on the JT
200 T Paltest tester (Fig. 502). Screw the nut 22a) on the
ignition source and tighten it by the hook spanner.
3.3 Insert the UA 14 41/R spark gap in to the device 22 so that
the spark gap screw will be faced off the ignition source.
(The 14 UA 41/R spark gap and the location of the adjusting
screw are shown in Fig. 504.)
Supply voltage 220 V/50 Hz Screwdriver 3.5 mm

Power supply 28 V/25 A Device for checking spark
gaps 454 940 970 603
Measuring extension 454 011
120 000
Hook spanner 38 to 45 mm
Cable for testing spark gaps,
2 m long
74.21.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
510 to 512

(Manhours)
3.4 Attach the device 24 on the spark gap and tighten it by the
hook spanner. Fit the short-circuiting screw 24a into the
device 24. This will connect the spark gap outlet to frame.
4. Switch on the switch 1 - 1 (Fig. 501) and after switching the

switch K2 to pos. „4 kV” the instrument show read the break
down voltage of the spark gap. The value read most
frequently within an interval of 10 seconds is considered to
be the decisive value.
Check of a discharge gap that had been in operation:
5. If the break down voltage of an UA 41/R discharge gap has

dropped under 1.9 kV or risen above 2.6 kV the discharge
gap is considered unserviceable and should be replaced.
Otherwise the break down voltage is adjusted by the
adjusting screw to 2.2 ± 0.1 kV.
The adjusting screw is located on the discharge gap in the

position shown in Fig. 504. By turning the adjusting screw
clockwise the break down voltage is increased, by turning
the screw counterclockwise the break down voltage is
reduced. If it is impossible to adjust the discharge gap to the
required value of 2.2 ± 0.1 kV the discharge gap is rejected
and replaced by a new one from the stock of spare parts.
The discharge gap must be also replaced if its glass bulb is
cracked and the discharge gap is leaky.
The 14 UA 41/R discharge gap must be tested with the

screw facing towards the spark plug or to the frame - see
Fig. 504.
74.21.00
Page 511
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
510 to 512

(Manhours)
Check of a new discharge gap:
6. The new 14 UA 41/R discharge gap is taken out from its box
and tested by means of the JT 200 T tester.
The discharge gap is rejected if:
6.1 Its break down voltage is lower than 2.0 kV or higher than
2.6 kV.
6.2 The discharge gap has suffered from mechanical damage.
6.3 If the actual break down voltage is by more than 0.3 kV

lower than the value given in the discharge gap appliance
log. Discharge gaps with a break down voltage drop of more
than 0.3 kV can be used if the measured break down
voltage is higher than 2.1 kV.
NOTE: The discharge gap must be fitted into the device 24

so that the screw will be faced off the ignition
source (Fig. 504 and Fig. 505).
74.21.00
Page 512
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
1 - Ignition switches 1-1, 1-2

2 - 27 V VÝSTUP (27 V output) (for connecting the ignition system)
3 - Electric zero
4 - Maximum deflection 4 kV (CEJCH. (calibration))
5 - switch
6 - 27 V VSTUP (27 V input) (from battery)
7 - mains switch
8 - mechanical zero
Fig. 501
74.21.00
Page 513
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
1 - Mains voltage socket (220 V)

2 - Mains fuse (315 mA)
3 - High voltage socket (from the ignition source)
Fig. 502
74.21.00
Page 514
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
C2 - Secondary capacitor of 0.5F/3.5 kV

J - Tested spark gap
JT 200 - Paltest Tester (JT 200T)
SPARKING GAP CHECK

Fig. 503
Adjusting Screw
Secured with paint
(It is not necessary to secure
with paint after adjustment)
SPARKING GAP CHECK

Fig. 504
74.21.00
Page 515
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
SPARKING GAP CHECK

Fig. 505
(longer)
STANDARD SPARKING GAP CHECK

Fig. 506
74.21.00
Page 516
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
Ignition plug (shorter)
IGNITION PLUG CHECK

Fig. 507
Contact breaker adjusting bolt
Contact filing
Adjusting washer for

clearance setting 0.7 to 1
CONTACT BREAKER ADJUSTING

Fig. 508
74.21.00
Page 517
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
74.21.00
Page 518
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
901 to 902

(Manhours)
Storage, depreservation and overpreservation
of LUN 2201.03-8 ignition system
1. Storage
Ignition system may neither be transported nor temporarily

stored on open platforms, unprotected against rain and in
trucks and/or spaces containing acids, alkalies etc.
1.1 Stores must be ventilated and relative humidity must not

exceed 80 %. Ignition system must be stored loose, not less
than 20 cm above the floor. It is prohibited to store ignition
systems on the floor or in sealed cases. Storage racks must
be kept clean.
1.2 Products must be inspected every six months and if 74.21.00

necessary they must be preserved. One year packing is not Page 90
intended for tropical areas.
1.3 In two years packing the colour of the moisture indicator is 74.21.00
checked every six months. The colour of the moisture Page 902
indicator is compared with a set of samples. If the moisture
indicator colour indicates presence of moisture defective
product packing can be claimed.
Tank Petrol and cloth
Rubber gloves Preservation oil

OK-5A (KONKOR 105)
2 trays
Preservation grease
C-ČSN 65 6856
Paraffin
74.21.00
Page 901
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
901 to 902

(Manhours)
Storage, depreservation and overpreservation
of LUN 2201.03-8 ignition system
2. Depreservation
Depreserve the product in cleaning petrol and wipe it dry by

a clean rag. Remove the lid and check the contact breaker
for deposits of preservative and for the grease leaking from
the ignition source.
Check the function of the contact breaker and the spark gap
before installing the system on the engine according to
74.21.00.
3. Restoring of preservation.
3.1 One-year packing:
Only free and spare parts are preserved by submerging into

preservative consisting of 3 weight parts of preserving
grease C-ČSN 65 6856 and 1 weight part of oil OK-5A
(KONKOR 105) heated to 70 to 80 °C. These parts are then
put in a PVC bag.
3.2 Two-years packing:
Preservation is carried out in a similar way as mentioned in

point 3.1. In addition to it the 14 UA 41/R spark gap is
preserved by submerging of both metal ends in
preservative.
- Spark plug is not preserved; it is deposited into a box that

is submerged in molten paraffin.
- Ignition source is not preserved; it is deposited into a box

that is dried at temperature 60 to 70 °C for 3 hours. The
box is put in a PVC bag together with moisture indicator
and drying agent and then the bag is welded up.
74.21.00
Page 902
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
SPARK PLUG
N25F-3 LOW VOLTAGE SPARK PLUG
The N25F-3 low voltage spark plug makes use of surface discharge on the surface of a
semiconductor. This concept has the advantage that carbon setting has no adverse affect
on the function of the spark plug. The spark plug operates reliably even when flooded with
fuel.
The N25F-3 low voltage spark plug is installed in the torch igniter. Both torch igniters are
installed on the radial compressor casing above the combustion chamber.
The low voltage spark plug is shown in Fig. 1.
74.22.00
Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
Legend:
1 - Sealing gasket
2 - Place of the electric discharge
3 - Spark plug retaining thread
4 - Holes for locking
5 - Contact for the connecting lead
6 - Thread for attaching the connecting lead
N25F-3 LOW VOLTAGE SPARK PLUG

Fig. 1
74.22.00
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
SPARK PLUG
CHAMPION CH34630 SPARK IGNITER
CHAMPION CH34630 spark igniter can be used in WALTER M601 engines as an

alternative. This igniter can be installed on WALTER M601 engines fitted with both
LUN 2201.03-8 ignition unit or UNISON ignition exciter.
A semi-conductor material bridges the electrodes and is required for the proper function of
the ignition. Spark igniters are installed in the torch igniters located on the radial
compressor casing.
74.22.00
Page 3
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
Legend:
1 - Sealing gasket
2 - Place of the electric discharge
3 - Thread of the spark igniter
4 - Locking holes
5 - Contact for the connecting lead
6 - Thread attaching the connecting lead
CHAMPION CH 34630 LOW VOLTAGE SPARK IGNITER

Fig. 2
74.22.00
Page 4
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
SPARK PLUG
N25F-3 SPARK PLUG
SERVICING
The low voltage spark plug manufacturer requires the spark plugs to be replaced after
300 hours in operation.
The procedure for replacing the spark plug after the above-mentioned time of operation has
expired or if the spark plug has been found as defective during operation is described in the
following Technological Instructions.
74.22.00
Page 201
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
74.22.00
Page 202
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
SPARK PLUG
CHAMPION CH 34630 SPARK IGNITER
SERVICING
When servicing CHAMPION spark igniter care must be taken so as not to disturb
semi-conductor material that bridges the electrodes.
No maintenance of the CHAMPION igniter is required during operation. Cleaning/Check is

performed only when a failure of the ignition system has been found out or within prescribed
inspection.
74.22.00
Page 203
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
74.22.00
Page 204
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 402

(Manhours)
Replacement of the low voltage spark plug
1.00
1. Removal
1.1 Unlock the union nut on the connecting cable and the
hexagon on the spark plug.
1.2 Hold the spark plug by the s=17 mm spanner and screw off
the connecting cable union nut using the s=19 mm spanner.
1.3 Screw off the low voltage spark plug by the s=17 mm
spanner. All sealing gaskets should be removed together
with spark plug from the igniter.
Double ended spanner Binding wire dia 0.63 mm

7x19 mm - 2 pcs of 17 246.4 stainless steel
- 0.5 m
Flat pliers
74.22.00
Page 401
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 402

(Manhours)
Replacement of the low voltage spark plug
1.00
2. Installation
2.1 Screw a new low voltage spark plug with a new sealing
gasket into the torch igniter as shown in Fig. 401
NOTE: When installing a new spark plug the number and

the thickness of gaskets should be retained as for
the removed spark plug.
2.2 Screw the connecting cable union nut on the spark plug.
2.3 Lock both the low voltage spark plug and the union nut with
locking wire.
17.5 to 20
Sealing gaskets
Fig. 401
74.22.00
Page 402
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 503

(Manhours)
Testing the N25F-3 spark plugs
1. Spark plugs installed on engines are tested only if

malfunction is probable. Normally spark plugs are replaced
after 300 hours of operation.
2. The spark plug discharge path must not be cleaned (danger

of damage to spark plug semiconductor). Carbon deposits on
the spark plug does not interfere with its function.
If it is necessary to remove carbon deposits from the plug to

make a detailed inspection possible, dip the spark plug in
cleaning petrol and wipe it with a soft rag. Never use emery
paper or a wire brush.
Supply voltage 220 V/50 Hz Spark gap J: Adjusting extension

28 V/25 A 454 940 970 627 454 011 120 001
Device for adjusting spark Hook spanner 38 to 45 mm

gaps J1 454 910 970 603
Spanner 8 mm
Device for checking spark
Screwdriver
gaps 454 940 970 603
Measuring extension
454 011 120 000
Cable 2 m long
74.22.00
Page 501
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 503

(Manhours)
3. A spark plug installed on an engine is rejected for the

following reasons:
3.1 some part of the spark plug shows mechanical damage or

cracks
3.2 the surface path on the semiconductor is longer than

2.6 mm
3.3 the minimum voltage for operating the plug is higher than
1.7 kV and the voltage peak during the discharge is higher
than 500 V ( i.e. the maximum discharge voltage is 2.2 kV).
4. Test of the spark plug by means of the Paltest JT 200 T

tester - see 74.21.00, Fig. 507.
4.1 The operated spark plug is made ready for measurement

according to the Technological Instructions for checking
spark gaps (74.21.00, pages 501 to 503)
4.2 Before spark plug testing it is necessary to adjust the

standard spark gap J1 delivered in the kit of accessories. It
is necessary to prepare a device for N25F-3 low voltage
spark plug testing, refer to 74.21.00, Fig. 507.
4.3 The device is assembled from parts No. 22, 24 and 25.
Insert the device No. 22 into the high voltage outlet of the
ignition source. Screw on the nut 22a on the ignition source
and tighten the nut by the hook spanner. Screw the
adjusting extension No. 25 into the bottom part of the
adjustable standard spark gap J1. After removing the short-
circuit screw 24a and replacing it by the N25F-3 spark plug
slide the spark gap testing device No. 24 over the spark
gap.
74.22.00
Page 502
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 503

(Manhours)
4.4 Testing.
4.5 Spark plug rejection: see point 3 in Technological

Instructions 80.22.00, Page 502.
5. Test of a new spark plug.
5.1 Testing procedure is identical with that for a spark plug

operating with the engine (see Technological Instructions
74.22.00, Pages 502 to 503)
6. Spark plug rejection:
A new spark plug must be rejected if:
6.1 it shows traces of mechanical damage or cracked parts
6.2 if the minimum operating voltage of a new spark plug is

higher than 1.5 kV and the overvoltage during the discharge
is higher than 200 V (maximum break down voltage of
1.7 kV).
74.22.00
Page 503
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
504 to 506

(Manhours)
CHAMPION CH 34630 spark igniter - inspection of
1.00
1. Removal/Installation
Removal/Installation is the same as that of N25F-3 spark

plug. Refer to 74.22.00, Pages 401 to 402.
2. Cleaning
2.1 Wipe combustion deposits from exterior with a lint-free

cloth.
2.2 DO NOT DISTURB THE COMBUSTION DEPOSITS IN THE

GAP AREA.
NOTE: If gap area deposits must be removed for a closer

inspection, they may be removed by a wood
scrapper. DO NOT TOUCH DEPOSITS ON THE
SEMI-CONDUCTOR SURFACE IN THE GAP
AREA. THEY AID PLUG OPERATION.
2.3 Terminal well may be cleaned with a felt swab saturated in

methylalcohol, or alcohol, using caution not to damage the
terminal pin.
74.22.00
Page 504
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
504 to 506

(Manhours)
1.00
3. Inspection
3.1 Visually check for mechanical damage. Reject if it shows

impact damage, if connector well or firing end insulator is
cracked or loose, or if connector pin is badly bent or broken.
3.2 Check firing end shell for chaffing or fretting wear. This wear
is not to exceed 0.4 mm. If this wear is more than one-half
the circumference of the shell reject the igniter.
3.3 Reject if shell body is swollen or distorted.
3.4 Check igniter plug for electrical erosion. If erosion is equal

to or exceeds limits shown in the figure, reject the igniter.
New: 4.8 mm Worn out: 6.1 mm
4.8 max. 6.1
74.22.00
Page 505
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
504 to 506

(Manhours)
1.00
4. Testing
4.1 Test at normal open-air pressure using the standard engine

ignition unit, including shielded lead and terminal fittings.
4.2 Connect the ignition unit to the igniter.
4.3 Clamp the igniter with the firing end up.
4.4 Switch on the ignition unit. Wait 30 seconds. If misfiring or

irregularity occurs reject the igniter.
4.5 Turn off the ignition unit.
WARNING: THE OUTPUT OF THIS IGNITION SYSTEM IS

SUFFICIENT TO CAUSE A LETHAL
ELECTRICAL SHOCK. DO NOT TOUCH ANY
EXPOSED OR LIVE PORTION. ALWAYS
DISCONNECT LEADS FROM INPUT POWER
SOURCE AND WAIT AT LEAST ONE
MINUTE TO PERMIT STORED ENERGY TO
DISSIPATE BEFORE WORKING WITH
IGNITION UNIT.
4.6 Wait for at least one minute to elapse; disconnect the igniter
from the ignition unit; unclamp the igniter.
74.22.00
Page 506
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
INTERCONNECTING CABLES
INTERCONNECTING CABLES FOR LUN 2201.03-8 IGNITION SYSTEM
The conducting part of the interconnecting cable is formed by three to five wires of
0.3 mm diameter each; it is covered with insulation. Insulation is covered by a metal
screening hose and the screening hose is coated with an insulating layer resistant against
aviation fuel, oils and temperatures from -60 to +150 °C.
The screened cable connecting the low voltage spark plug to the secondary circuit of the
ignition coil is attached to the ignition coil and to the spark plug by union nuts. Connecting
cables are led on the engine along manifolds supplying fuel to torch igniters. Cables are
fastened to manifolds by clips and at their passage through the rear air baffle is sealed by
a shaped rubber bushing.
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IGNITION CABLES - UNISON
The two individual ignition cables carry the electrical energy output from the ignition
exciter to the spark igniter installed in the torch igniters. Each cable consists of an
electrical conductor contained in a flexible metal braiding. Coupling nuts at each end on
the cables connect to the connectors on ignition exciter and spark igniter.
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TROUBLESHOOTING
Con.
No.
1. Incorrect function of cables, Mechanical damage, broken Replace the cables

failed conductivity cables etc.
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M601E On pages
M601E-21
201 to 202

(Manhours)
Ignition cables - UNISON - Maintenance practices
1. Removal (Refer to Fig 201, Page 202) Refer to

Page 101
WARNING: RESIDUAL VOLTAGE IN IGNITION
EXCITER MAY BE DANGEROUSLY HIGH.
ENSURE THE IGNITION IS SWITCHED OFF
AND FOR AT LEAST 6 MINUTES OUT OF
OPERATION. SCREW OFF COUPLING
NUTS AT IGNITION EXCITER BOX FIRST.
1.1 Isolate ignition exciter from feeding voltage.
CAUTION: DO NOT ALLOW IGNITON CABLE

BRAIDING OR FERRULES TO ROTATE
WHEN RELEASING COUPLING NUTS.
1.2 Disconnect ignition cables (1) (UNISON 9048330-1) and

(2) (UNISON 9048330-2) from relevant spark igniters (3)
and (4) and from ignition exciter.
2. Installation
2.1 Install ignition cables in reverse sequence, refer to

removal procedure.
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M601E On pages
M601E-21
201 to 202

(Manhours)
Ignition cables - UNISON - Maintenance practices
50 ONL 3490.2 - 10 pcs M601-8049 - 1 pc

125 ONL 3490.2 - 1 pc M601-8050.5 - 2 pcs 2x8 ČSN 02 2706.5 - 1 pc UNISON 9048330-1 - 1 pc
M601-885.8 - 4 pcs M601-8051.5 - 1 pc UNISON 9049765-1 - 1 pc UNISON 9048330-2 - 1 pc
HIGH VOLTAGE CABLES FOR UNISON IGNITION EXCITER

Fig. 201
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M601E On pages
M601E-21
501

(Manhours)
Check of the interconnecting cables
Visual inspection. Refer to

Page 101
Check whether:
1. There are no electric breaks
2. Cables are mechanically undamaged and there is no risk of

wire breaking or tearing
3. The insulation of the connecting cable is intact at points

where screening is terminated. Any twist and cracks in
insulation are not permissible.
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TORCH IGNITERS
Torch igniters are used to ignite the atomized fuel/air mixture inside the combustion
chamber by periodically repeated flashes. Torch igniters generate conditions for a
flammable mixture creating inside the torch igniter chamber. To ensure optimum function
of the torch igniter burning of the torch is interrupted at regular intervals. This is achieved
by an electromagnetic valve controlling fuel fed to torch igniters.
Fuel supplied through a manifold to the torch igniter flows through a nozzle that atomizes
fuel into the torch igniter combustion chamber. Atomized fuel is mixed with air and forms
a flammable mixture. A low voltage spark plug is installed in the wall of the combustion
chamber so, that it will ignite the flammable mixture. The spark plug is screwed into the
torch igniter jacket and its active section reaches to the conical zone of the atomized
fuel/air mixture. Correct axial position of the spark plug is very important from the point of
view of its function. The axial position of the spark plug can be adjusted thanks to a set of
interchangeable copper gaskets.
Integral components of torch igniters are flash tubes that pass burning gas from the torch
igniter into the engine combustion chamber. A channel in the flash tube supplies air in the
opposite direction into the torch igniter combustion chamber.
There are two torch igniters on each engine fitted in the engine centre section above the
combustion chamber. Torch igniters are situated on opposite sides of the engine casing.
The torch igniter consists of the following main components:
– Torch igniter itself
– Flash tube.
A sectional view of the torch igniter is shown in Fig. 1.
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Legend:
1 - Torch igniter itself 6 - Fuel nozzle
2 - Interchangeable sealing gasket 7 - Low voltage spark plug
3 - Plug 8 - Flash tube
4 - Screw 9 - Inlet port of air channel
5 - Strainer
THE TORCH IGNITER AND THE FLASH TUBE - SECTIONAL VIEW

Fig. 1
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TORCH IGNITERS
TROUBLESHOOTING
Con.
No.
1. Torch igniters do not 1) Improper spacing 1) Replace the sealing

ignite-although regular between the spark plug gasket by one of different
sparks discharging over and the cone of thickness or by adding a
the spark plug can be atomized fuel sealing gasket to change
heard. the spark plug position
within ± 1 mm from its
original position.
2) Replace the spark plug -
see Section 74.22.00,
Troubleshooting.
If it seems impossible to
restore proper igniting by
adjusting the position of
the spark plug replace
the entire torch igniter.
2. Torch igniters do not Fuel flow to torch igniters Check whether torch igniters
ignite is stopped are supplied with fuel. Check
the function of the electric
breaker controlling the
supply of fuel. The electric
breaker reliably opens the
electromagnetic valve on the
fuel pump at voltage of min.
18 V.
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M601E On pages
M601E-21
401 to 404

(Manhours)
Replacement of the M601-208.9 igniters
1.50
1. Removal See
Page 101
1.1 Uncover the engine as far as necessary following the
procedure described in the aircraft documentation.
1.2 Unlock and screw off the union nut on the connecting
cable leading to the spark plug. Pull out the lead from the
spark plug.
1.3 Screw out the low voltage spark plug. Remove all copper
gaskets Dwg. No. M601-8072.3 A to C from inside the
hole for the spark plug. The gaskets provide for correct
position of the plug in the igniter.
1.4 Unlock and remove the fuel supply manifold from the
torch igniter.
1.5 Using a special spanner s=8 mm screw-off four
selflocking nuts attaching the torch igniter to the
compressor casing. Take out the torch igniter including
the flash tube. The torch igniter may stick to the
compressor casing. If so, take a screwdriver to twist it off
or detach it by mild knocks. Under no conditions deform
the torch igniter flange.
Special spanner Binding wire dia 0.63 mm

s=8 mm M601-942.4 of 17 246.4 stainless steel
- 0.5 m
14x17 mm
19x22 mm
Flat pliers
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M601E On pages
M601E-21
401 to 404

(Manhours)
1.50
2. Installation
2.1 Check visually the torch igniter flame propagating tube

(flash tube).
2.2 Clean the flash tube flange, clean the pad for the torch
igniter flange on the compressor casing and if installing the
original torch igniter remove the rests of sealing compound
from the torch igniter flange.
2.3 Fit a low voltage spark plug into the torch igniter and adjust
its position as shown in Fig. 401 using the copper gaskets
Dwg. No. M601-8072.3 A to C of suitable thickness.
2.4 Install the torch igniter on the engine as shown in Fig. 402.
Sealing must be undamaged. If not so use a new sealing
Dwg. No. M601-2031.9 - 2 pcs and M601-2030.9. (Retain
the spacing ring - part Item 6 in Fig. 402!)
2.5 Tighten self-locking nuts by a special spanner s=8 mm.
2.6 Install and secure the connecting cable on the spark plug
and reconnect the fuel supply manifold.
2.7 Cover the engine following the procedure specified in the

aircraft documentation.
2.8 Enter a record about the torch igniter replacement into the
Engine Log Book.
2.9 Check the igniter for leaks and correct function by a test
engine run.
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M601E On pages
M601E-21
401 to 404

(Manhours)
1.50
17.5 to 20
1
(1) copper gaskets
Fig. 401
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M601E On pages
M601E-21
401 to 404

(Manhours)
1.50
(1) self-locking nut

(2) torch igniter
(3) torch igniter sealing
(4) flash tube
(5) sealing to the flash tube
(6) spacing ring
(7) compressor casing
Fig. 402
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TORCH IGNITER
The torch igniter generates optimum conditions for forming of combustible air/fuel
mixture.
The operating space of the torch igniter is a small combustion chamber. The chamber is
supplied with atomized fuel and air. The shape of the combustion chamber causes
supplied air to whirl and thus to mix properly with atomized fuel. The spark plug inserted
inside the small combustion chamber ignites the mixture, combustion proceeds and it is
stabilized by a recirculating vortex inside the combustion chamber. A fuel nozzle with a
strainer is attached above the small combustion chamber. The torch igniter is attached by
a rectangular flange to the casing of the centrifugal compressor by bolts and nuts.
From the point of function the most important torch igniter components are the low
voltage spark plug and the fuel nozzle.
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FUEL NOZZLE
The fuel nozzle atomizes supplied fuel into the torch igniter combustion chamber. It is
a pot-shaped with atomizing port drilled in its bottom. The other end of the nozzle is
sealed by a plug. The cylindrical section of the nozzle carries two holes drilled
tangentially with respect to the inner surface of the cylindrical plane. To prevent clogging
of both tangential channels by dirt contained in fuel the nozzle is protected by a strainer.
The strainer is shaped into a hollow cylinder slipped directly over the cylindrical outer
surface of the nozzle. The electromagnetic valve is at the fuel pump outlet. If the
electromagnetic valve is open fuel flows through the supply manifold and through the
strainer into the nozzle. Flow of fuel through two tangential channels results in rotational
motion. At nozzle outlet - i.e. downstream of a calibrated orifice fuel is atomized. The fuel
nozzle is installed in the torch igniter above the small combustion chamber. The nozzle is
sealed against the face inside the torch igniter by a gasket. The nozzle is forced against
this face by a screw. The screw is secured against displacement by punches. The nozzle
protrudes by its shoulder and the atomizing orifice into the small combustion chamber.
The space for installing the fuel nozzle is sealed by a threaded plug.
The fuel nozzle is made of stainless and abrasion-resistant material; the strainer is
soldered of a stainless wire mesh and a frame.
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FLASH TUBE
The flash tube transfers burning air/fuel mixture from the torch igniter through the zone of
air flowing at the compressor outlet into the combustion chamber. So the main fuel
mixture is ignited. Air is passed in the opposite direction through a channel in the flash
tube into the torch igniter combustion chamber.
The flash tube consists of a rectangular flange and of a tapered, further cylindrical tube.
The end of the cylindrical tube is cut off obliquely; it carries a brazed on annular collar. An
oval inlet port of the flash tube channel is arranged in the tapered section. The channel
supplies air into the torch igniter combustion chamber.
The flash tube does not reach into the inner space of the outer flame tube. There is a
clearance between the oblique collar of the tube and the outer flame tube. The clearance
is set as demanded using stainless spacing washers fitted between the flash tube flange
and the pad on the centrifugal compressor casing.
When replacing the tube within operation it is necessary to maintain assembly clearance
between outer flame tube wall and flash tube. The clearance is ensured by application of
the original spacing washers.
The flash tube is attached by its rectangular flange including the torch igniter to a pad on
the centrifugal compressor casing.
The flash tube is brazed of stainless material.
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STARTING CYCLE
The starting cycle is fully automated. If the crew wants to start an engine it is enough to
depress the starting button for a moment. The remainder of the starting cycle will be
completed automatically without any action of the crew. The starting cycle is completed
when the engine speed has stabilized at idling.
The automatic starting process is controlled by the starting panel, by fuel flow control
elements controlling the starting fuel supply rate and by the automatic breaker controlling
an electromagnetic valve on the fuel pump outlet.
Starting panel
At the beginning of the starting cycle the starting panel switches on the starter/generator.
This then operates as a starter. Further the low voltage ignition system and the breaker
are put in action. After the starting cycle has been completed, i.e. after approximately
20 seconds the starting panel switches off automatically all above mentioned aggregates
and functions. The starting panel is included in the aircraft installation.
Starting fuel flow control unit
The starting control unit controls the starting fuel rate to the fuel distributor at the
beginning of the starting cycle. Starting fuel is then atomized by the spray ring in the
combustion chamber.
To ensure an effective engine start the starting flow control unit gradually increases the
flow rate of starting fuel into the combustion chamber with respect to the air pressure at
the compressor outlet. The controlling function of the starting fuel control unit is
completed when the fuel flow rate has reached a value corresponding to engine idling
speed, i.e. at the end of the starting cycle.
A detailed description of the starting fuel control unit is presented in the description of the
fuel control unit.
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Breaker
The breaker stops periodically in pre-set regular intervals electric current to the
electromagnetic valve installed on the fuel pump. Thus the breaker controls fuel delivery
to torch igniters. Automatic breaking provides interrupted fuel supply to torch igniters and
thus optimal conditions for their operation are provided.
The breaker is included in the airframe installation.
To ensure the safe engine starting during the fully automatic starting cycle the engine is
protected against thermal overload by an electronic limiter system. If either the gradient of
interturbine temperature rise is exceeded and/or the maximum permissible temperature is
exceeded the electronic limiter system will decrease the fuel flow rate into the combustion
chamber. Thus the interturbine temperature is reduced under its maximum value.
The function of the electronic limiter system is described in detail in section 76.
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75
AIR BLEEDS
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RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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Section - Section -
point point
75 „Record of 75.31.00 1 Jul 1, 2003

2 Jul 1, 2003
101 Jul 1, 2003
75 „Review of 102 Blank Jul 1, 2003
2 Blank Jul 1, 2003 201 Jul 1, 2003
202 Blank Jul 1, 2003
2 Blank Jul 1, 2003 401 Jul 1, 2003
402 Jul 1, 2003
75.00.00 1 Jul 1, 2003 403 Jul 1, 2003
2 Blank Jul 1, 2003 404 Jul 1, 2003
405 Jul 1, 2003
75.20.00 1 Jul 1, 2003 406 Jul 1, 2003
2 Blank Jul 1, 2003 407 Jul 1, 2003
408 Jul 1, 2003
75.21.00 1 Jul 1, 2003
2 Blank Jul 1, 2003 75.32.00 1 Jul 1, 2003
2 Blank Jul 1, 2003
75.22.00 1 Jul 1, 2003
2 Blank Jul 1, 2003 75.50.00 1 Jul 1, 2003
2 Blank Jul 1, 2003
75.30.00 1 Jul 1, 2003
2 Blank Jul 1, 2003

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CONTENTS
75.00.00 AIR BLEEDS

- General
75.20.00 COOLING AND LABYRINTH SEALS CHOKING

75.21.00 AIR FOR ENGINE HOT PARTS COOLING

75.22.00 AIR BLEED FOR LABYRINTH SEALS CHOKING

75.30.00 AXIAL COMPRESSOR AIR BLEED

75.31.00 AIR BLEED VALVE

- Troubleshooting
- Replacement of the M601-19.4 air bleed valve
- The M601-19.4 air bleed valve - washing
- Check of compressor bleed valve function when engine is at rest
75.32.00 AIR BLEED FOR AUTOMATIC CONTROL

75.50.00 AIR BLEED FOR AIRCRAFT NEEDS

75 „CONTENTS“
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AIR BLEEDS
GENERAL
Compressed air is used in turbine engines to ensure complex functioning of the engine as
well as for the needs of the aircraft.
In the framework of ensuring function of the engine, air is used, one hand for cooling and
choking of labyrinth seals and, on the other hand, for the control of the compressor air bleed
valve and for the function of the fuel system.
Air bled from the air path either returns back to the stream of gas and/or escapes in the
engine nacelle.
The places where air bleeding is performed along the airflow path are at the axial
compressor outlet, at the centrifugal compressor outlet and in the combustion chamber
compartment.
As the engine power depends substantially upon the air mass flow at the combustion
chamber entry it is necessary to provide for tightness of the entire airflow path as well as of
all manifolds and pressurized air compartments. That is why maximum attention should be
paid to and care taken of all air compartments, manifolds as well as joints. Any, even the
smallest quantity of air escaping useless from the compressor, causes deterioration of
engine parameters.
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COOLING AND LABYRINTH SEALS CHOKING
Air for cooling purposes and for seals choking is extracted both from the axial compressor
outlet and from the centrifugal compressor outlet.
At the axial compressor outlet air is bled for this purpose both through an independent
manifold and through the holes in the drum surface into the inner compartment of the axial
compressor rotor for pressurizing the ball bearing labyrinth seal of the generator rotor.
At the centrifugal compressor outlet air is extracted for this purpose from the combustion
chamber compartment. Some cooling air flows through generator turbine hollow nozzle guide
vanes, some passes through the labyrinth seal of the fuel distributor and main shaft to its
inner compartment. This air is used for cooling hot parts of the turbine. Its subsequent path is
not discussed here as it is described in detail in subsection 72.53.00.
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AIR FOR ENGINE HOT PARTS COOLING
Inner compartment of the bleed casing is permanently connected through ports in the axial
compressor housing with the compartment behind the 2nd stage of the axial compressor.
From this compartment, air is extracted for cooling of both turbines as well as for choking the
seal of the ball bearing of the power turbine rotor via an independent manifold. The multi-
sectional manifold features telescopic joints that are advantageous both for assembling and
thermal expansion characteristics of individual engine parts during operation.
First section - manifold terminated by a flange - is linked to the bleed casing via a telescopic
joint sealed by a rubber ring. The manifold passes to the engine surface through the
supporting cone of the intake casing to that it is flange mounted. The manifold then continues
via a telescopic joint with a rubber sealing ring to a branch pipe union that is screwed on the
outlet casing. From the branch pipe union, part of air is fed via an inner pipe for cooling the
inter-turbine compartment; there it is distributed uniformly along the circumference by the
deflector. Subsequent path of this air is described in subsection 72.53.00. The remaining part
of air from the branch pipe union passes via a pipe terminated with sealing cones up to an
adapter fastened on the casing of the reduction gearbox. All the above-mentioned pipes are
made of stainless steel and their terminals are vacuum brazed.
From the adapter located on the reduction gearbox casing, air flows via an inner
multisectional piping to the flange of the power turbine seal.
The other portion of air for the engine hot parts cooling is bled from the combustion chamber
- from the compartment between the flame tube and the centrifugal compressor casing.
Some cooling air passes through the hollow generator turbine nozzle guide vanes, to join the
combustion chamber secondary air stream. Another part of the cooling air bled from the
combustion chamber passes through the labyrinth seal of the fuel distributor and labyrinth
seal of the main shaft to inner compartment of the generator rotor shaft. This part of air flows
through the shaft to the generator turbine disk. There are two possibilities: the first one is to
flow through the disk central hole; the second one is to flow along the milled bolts shanks.
Further passages of this part of cooling air are described in subsection 72.53.00.
75.21.00
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AIR BLEED FOR LABYRINTH SEALS CHOKING
The performance of labyrinth seals, where certain clearance is necessary for their proper
function, is substantially improved by introducing some pressure air in between the central
labyrinth edges. This principle is used in the seal of the generator rotor ball bearing as well
as in the seal of the power turbine roller bearing.
Air for choking the generator rotor ball bearing seal is supplied from the space behind the
2nd stage vanes of the axial compressor through the holes in the axial compressor drum into
the drum inner part. There are radial holes in the drum in between two labyrinth edges,
through which air passes to the compartment inside the seal bush. Here, it branches off; one
portion returns to the axial compressor inlet while the other portion passes in between the
labyrinth edges and the bush in the direction opposite to that one of the possible oil leakage,
preventing thus oil from penetrating in the air path. Air brought to the compartment in
between the labyrinth seals of the power turbine rotor branches off. One its portion passes
through the labyrinth seal of greater diameter up to the rear wall of the power turbine disk
and is directed to flow along the disk into the outlet channel. The other portion passes
through the labyrinth in direction opposite to that one of possible oil leakage, preventing thus
oil leakage.
In the case of other labyrinth seals that seal both oil and air, pressure air prevents from the
leakage. Here, pressure air is not fed in between the labyrinth edges but it ensures sealing
by the pressure airflow in direction opposite to that one of leakage.
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AXIAL COMPRESSOR AIR BLEED
Stable operation of a mixed-type compressor calls for proper matching the axial and
centrifugal compressor characteristics. Due to the fact that at low speed, the axial
compressor is characterized by higher air mass flow than the centrifugal one, it is necessary
up to 90 +3 % of corrected generator speed to bleed off some air from the axial compressor
outlet. Should this requirement not be met or should the function of air bleed valve be faulty,
this might result in compressor surging that is dangerous for engine operation that might lead
to mechanical damage of the engine.
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AIR BLEED VALVE

The air bleed valve provides for proper air bleeding in the prescribed speed range. It is
screw-mounted on the pad on the supporting cone of the inlet casing. Large-diameter
manifold is inserted between the valve itself and the supporting cone that is sealed by a
rubber ring in a circular recess on the bottom part of the bleeding casing, preventing thus
from undesirable air leakage.
The valve body made of light alloy (item 9) features cut-outs (item 5) through that air passes
into the compartment of the engine nacelle when the valve is open. A piston (item 1) made
also of light alloy is the active component of the valve. The compartment between the piston
and the cover (item 2) of light alloy is sealed by a special profile flexon packing (item 3) that
is pushed against the wall of the valve body by a steel plate spring. The latter ensures
uniform seating of the flexon packing along its entire circumference (providing thus, at the
same time, for the valve proper functioning).
Pressure air is brought to this compartment from the combustion chamber via a pipe. This
pipe features a conical pipe union on the casing of the centrifugal compressor; it is mounted
on the valve by means of a banjo connection. The pipe is made of stainless steel and both its
connections are vacuum-brazed. The banjo connection is attached to the valve cover
(item 2) by means of a banjo bolt provided with an inlet nozzle (item 6).
With increasing engine speed, pressure at the centrifugal compressor outlet increases and
so does the force acting on the piston. This moves slowly into its other extreme position. As
soon as the force acting on the piston overcomes the force acting on the piston lower side
from the air bled from the axial compressor outlet, the piston edge becomes closely seated in
the valve seat (item 4) and bleeding is thus fully closed.
To ensure the valve closing at 90 +3 % of corrected generator speed, the bolt of the banjo
connection is fitted with the inlet nozzle (item 6) and the cover (item 2) with the outlet nozzle
(item 7). These nozzles feature precisely calibrated holes. The nozzles were selected during
the engine acceptance test so that the valve closing corresponds to the required speed
range.
The advantage of this method of piston travel control lies in smooth valve closing so that with
speed closely lower than the speed of valve closing only a relatively small quantity of air will
be bled. So the requirements for optimum compressor operation can be satisfied. More
advantageous is the adjustment by the size of the outlet nozzle. If it is necessary to increase
the generator speed at the valve closing, outlet nozzle with greater hole should be selected,
and vice versa. Special protective shield is inserted under the valve that prevents from
pollution of the inner space of the valve from the intake air. Contaminated packing would
provide poor sealing of the compartment between the cover and the piston.
Fig. 1 presents sectional view of the air bleed valve.
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Legend:
1 - piston 6 - inlet nozzle
2 - cover 7 - outlet nozzle
3 - flexon packing 8 - valve shield
4 - seat 9 - valve body
5 - air passage cut-out 10 - cover packing
SECTIONAL VIEW OF THE AIR BLEED VALVE

Fig. 1
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AIR BLEED VALVE
TROUBLESHOOTING
Con.
No.
1. Poor function of the air Valve contamination, clogged Check and clean
bleed valve nozzles the valve, clean nozzles
in accordance
with technological
instructions 75.31.00
page 405
Replace the valve
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MAINTENANCE MANUAL
AIR BLEED VALVE
The periodic check of function of the air bleed valve is required during the engine operation,
especially at seashore or during operation in polluted atmosphere. Should a defect occur in
the function of the air bleed valve, it is necessary either to wash or to replace the valve. The
washing or replacement as well as adjustment can only be performed by the personnel of the
manufacturer or by the user’s personnel trained at the engine manufacturer in accordance
with the procedure outlined in technological instructions.
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M601E On pages
M601E-21
401 to 403

(Manhours)
Replacement of the M601-19.4 air bleed valve
1.5
1. Removal See
page 101
1.1 Remove binding wire between the banjo connection, inlet
and outlet nozzle as well as from the nut on the compressor
outlet.
1.2 Disconnect the manifold from the M601-874.9 air bleed
valve near the banjo connection using spanner s=14 mm.
1.3 Disconnect the above manifold at the compressor casing
1.4 Remove nuts M5 ČSN 02 1401.44 that hold the valve shield
1.5 Remove valve shield No. M601-162.9.
1.6 Release the lock washers of the bolts that fasten the valve.
1.7 Loosen and remove 6 valve fastening bolts using spanner
s=8 mm.
1.8 Remove the valve.
Side nippers Acetone

Flat pliers Sealing compound „Hylomar“
Screwdriver Lacquer petroleum
ČSN 65 6541
Socket wrench
s=8 mm M601-943.4 Locking washers
5.2 ONL 3288.1 - 6 pcs
Double-ended spanner
14x17 mm Sealing washers
10x14 ČSN 02 0310.2 - 2 pcs
of stainless steel 17 246.4 - 1m
75.31.00
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M601E On pages
M601E-21
401 to 403

(Manhours)
1.5
2. Installation
2.1 Clean the valve seating surfaces on the engine by acetone.
2.2 Check and if necessary clean the seating surface of the new
valve and de-preserve the valve.
2.3 Check the valve for smooth operation and check its log.
2.4 Prior to installing the new valve in the engine, fit it with
nozzles M601-1619.9 (outlet) and M601-183.9 (inlet) from
the removed valve.
2.5 Coat seating surfaces with sealing compound „Hylomar“.
2.6 Install the valve in the engine into the initial position (the
outlet nozzle must be situated towards the compressor
protective screen), slide 6 lock washers dia 5.2 ONL 3288.1
on the bolts and tighten 6 fastening bolts using spanner s=8
mm.
2.7 Secure fastening bolts by the locking washers.
2.8 Slide 3 washers dia 5 LN 5166 on the bolts, put the valve
shield on, and slide 3 lock washers dia 5 LN 5383 on.
Tighten by three nuts M5 ČSN 02 1401.44 and lock them by
locking washers.
2.9 Connect the manifold. Slide new sealing washers 10x14

ČSN 02 9310.2 (2 pcs) under the banjo connection on both
ends of the manifold.
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M601E On pages
M601E-21
401 to 403

(Manhours)
1.5
2.10 Secure the manifold at the banjo connection with both inlet
and outlet nozzles and the nut at the compressor outlet
with binding wire dia 0.63 mm of stainless steel.
2.11 Perform the engine test.
The valve must be closed at speed nGR as shown in the

Engine Log Book.
If it is closed at a different speed, the M601-1619.9 nozzle

must be replaced by another one of suitable diameter
2.12 Enter the replacement in the Engine Log Book.
75.31.00
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M601E On pages
M601E-21
404 to 406

(Manhours)
The M601-19.4 air bleed valve - washing
1.00
1. Remove the valve from the engine according to

technological instructions No. 75.31.00, para 1 (pages 401
to 402).
2. Disassembling of the valve
2.1 Remove seat (item 4).
2.2 Remove piston (item 1).
2.3 Remove cover (item 2) and cover packing (item 10).
2.4 Using spanner s=10 mm, dismantle outlet nozzle (item 7).
Socket wrench Acetone

s=8 mm M601-943.4
Lacquer petroleum
Double-ended spanner ČSN 65 6541
14x17 mm
Sealing compound „Hylomar“
M601-1610.4 sealing
9x10 mm
Sealing washers
Brush size No. 8 to 10
10x14 ČSN 02 0310.3 - 2 pcs
6x10 ČSN 02 0310.3 - 1 pc

- 1m
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M601E On pages
M601E-21
404 to 406

(Manhours)
1.00
3. Valve washing
3.1 Wash carefully all dismantled parts and the valve body
(item 9), especially the surface of the guide bolt shank. Blow
the inner guide of the piston with pressure air stream.
3.2 Use brush size No. 8 to 10 and petrol.
3.3 After washing, let the parts to dry thoroughly.
3.4 Blow both nozzles (items 6 and 7) for 5 sec with pressure
air stream three times in succession and check visually the
passage.
4. Assembling the valve itself

4.1 Using spanner s=14 mm, install carefully the inlet nozzle
(item 6).
4.2 Using spanner s=10 mm, install and tighten the outlet
nozzle (item 7) include its washer.
4.3 Using acetone clean the contact surface of the cover
(item 2), the valve body (item 9) and valve seat (item 4) from
impurities.
4.4 Insert a new packing (item 10) under the cover (item 2) and
coat the packing with a thin layer of Hylomar on both its
sides.
4.5 Install the piston (item 1) into the valve body (item 9) - from
the side of the cover only!
4.6 Install the seat (item 4) in the valve body (item 9).
4.7 Install the valve cover (item 2) include the packing
(item 10in its initial position in the valve body (item 9) with
inserted piston (item 1).
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M601E On pages
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404 to 406

(Manhours)
1.00
5. Perform a test of smooth travel of the piston and of the

piston packing tightness at assembled valve (connected
with fastening bolts).
6. Installation the valve in the engine.
6.1 Using acetone, clean the valve seating surface.
6.2 Check and, if required, clean the seating surface for the
valve on the compressor casing.
6.3 Install the valve in the engine according to technological

instructions No. 75.31.00, para 2 except items 2.2 and 2.4
(pages 402 to 403).
6.4 The valve washing record into the Engine Log Book.
75.31.00
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M601E On pages
M601E-21
407 to 408

(Manhours)
Check of compressor bleed valve function
when engine is at rest
The function of the compressor bleed valve can be checked

when the engine is at rest according to the smooth travel of the
piston inside the valve body.
1. Procedure
1.1 Insert a steel wire dia 1.5 to 2 mm with rounded off end,
without any edge, of suitable length into the outlet nozzle
(item 7) in the valve cover (item 2). Displace the piston into
the upper position (outlet ports of the valve are closed)
when pushing mildly on the wire. Another possibility how to
displace the piston into the upper position is to use the
pressurized air. The rubber hose of inner diameter 4 to
6 mm of suitable length is forced against the outlet nozzle.
When air of pressure app. 10 kPa (1.45 psi) is supplied to
the hose the piston is displaced into the upper position.
Rubber hose of inner

diameter 4 to 6 mm
of length app. 1 m
Steel wire dia 1.5 to 2 mm

of length app. 200 mm
75.31.00
Page 407
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M601E On pages
M601E-21
407 to 408

(Manhours)
Check of compressor bleed valve function
when engine is at rest
1.2 Push the piston with your fingertips or with some

non-metallic aid (of suitable shape, without sharp edges)
through the ports (item 5) in the valve body (item 9) to the
lower position (air bleed open). The piston must move
smoothly without greater resistance.
2. If the piston does not move in the valve body smoothly

without greater resistance, it is necessary to wash the
compressor bleed valve in accordance with procedure
presented in section 75.31.00, pages 404 to 406 or to
replace the compressor bleed valve in accordance with
procedure presented in the same section on pages 401 to
403.
75.31.00
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AIR BLEED FOR AUTOMATIC CONTROL
Two air bleed flanges are provided on the outer surface of the cylindrical part of the
centrifugal compressor casing. One supplies air via a special manifold to the control
compartment of the compressor air bleed valve. Only small quantity of this air is required. It
enters the above compartment through the inlet nozzle and leaves it through the outlet
nozzle as mentioned in subsection 75.31.00.
The second air bleed is furnished also with a special manifold and the bled air is used as a
pressure medium for the purposes of the fuel control system of the engine. Air is directed to
the fuel control unit through a stainless steel pipe whose both connectors are vacuum -
brazed. The use of this air is described in section 76.
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AIR BLEED FOR AIRCRAFT NEEDS
Air for aircraft needs is bled from the bend in the duct at the diffuser vanes outlet in the
centrifugal compressor casing. In the air duct outer wall, there are small holes through
which air is directed to a special annular compartment on the circumference of the
centrifugal compressor casing. From there, air flows through an orifice into the airframe
installation. The engines assigned for installation into the commuters are delivered with
a part of this airframe manifold. It is terminated by a flange that suits to the pad on the
centrifugal compressor casing. Having inserted the pertinent packing the flange is fastened
by means of four bolts. Any leakage here causes air losses for the aircraft needs, increases
the interturbine temperature and the available engine power is decreased as well.
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76
ENGINE CONTROLS
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RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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Section - Section -
point point
76 „Record of 76.10.00 601 Jul 1, 2003

2 Jul 1, 2003 603 Jul 1, 2003
604 Jul 1, 2003
76 „Review of 605 Jul 1, 2003
Effective Pages“ 1 Jul 1, 2003 606 Blank Jul 1, 2003
2 Blank Jul 1, 2003
76.30.00 1 Jul 1, 2003
76 „Contents“ 1 Jul 1, 2003 2 Jul 1, 2003
2 Blank Jul 1, 2003 3 Jul 1, 2003
4 Jul 1, 2003
76.00.00 1 Jul 1, 2003 5 Jul 1, 2003
2 Blank Jul 1, 2003 6 Jul 1, 2003
7 Jul 1, 2003
76.10.00 1 Jul 1, 2003 8 Jul 1, 2003
2 Jul 1, 2003 9 Jul 1, 2003
3 Jul 1, 2003 10 Jul 1, 2003
4 Jul 1, 2003 11 Jul 1, 2003
5 Jul 1, 2003 12 Jul 1, 2003
6 Jul 1, 2003
101 Jul 1, 2003
101 Jul 1, 2003 102 Blank Jul 1, 2003
102 Blank Jul 1, 2003
601 Jul 1, 2003
501 Jul 1, 2003 602 Jul 1, 2003
502 Jul 1, 2003 603 Jul 1, 2003
503 Jul 1, 2003 604 Jul 1, 2003
504 Jul 1, 2003 605 Jul 1, 2003
505 Jul 1, 2003 606 Jul 1, 2003
506 Jul 1, 2003 607 Jul 1, 2003
507 Jul 1, 2003 608 Jul 1, 2003
508 Jul 1, 2003 609 Jul 1, 2003
509 Jul 1, 2003 610 Jul 1, 2003
510 Jul 1, 2003
511 Jul 1, 2003 76.40.00 501 Jul 1, 2003
512 Jul 1, 2003 502 Blank Jul 1, 2003
513 Jul 1, 2003
514 Blank Jul 1, 2003

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CONTENTS
76.00.00 ENGINE CONTROLS
- General
76.10.00 POWER CONTROL
- Troubleshooting
- Checking and adjustment of basic position of the engine control lever on the
LUN 6590.05-8 FCU
- Checking and adjustment of the „V3“ clearance
- Checking and adjustment of the airframe pull rod length
- Checking and adjustment of the travel of the „BC“ lever of propeller speed
governor
- Checking and adjustment of the switching-on /off point of the automatic
feathering switch on the engine control lever
- Checking and adjustment of the coincidence of the double-lever mark with the
mark on the double-lever bracket
- Adjustment of the fuel shut-off valve actuating lever
- Checking and adjustment of the reverse thrust power
- Checking smooth motion and lubrication of ball joints of the engine controls
- Lubrication of the automatic feathering switch lever
- Lubrication of the pin of the automatic feathering switch lever
76.30.00 SYSTEM OF INTEGRATED ELECTRONIC LIMITERS OF CRITICAL
PARAMETERS
- Purpose, brief technical description and functioning of the system
- Operating values of parameters subjected to limitation (calculated)
- Troubleshooting
- Inspection of the LUN 1476-8 pressure switch of the torque limiter
- Inspection of the LUN 3280-8 pressure switch of automatic feathering system
- Detection of faults - functioning failures - of the system of integrated limiters
- Verifying the LUN 5260.04 IELU fault
76.40.00 Checking the function of the system of automatic feathering and rolling
76 „CONTENTS“
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76 „CONTENTS“
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ENGINE CONTROLS
GENERAL
Engine control system serves for setting and maintaining the selected engine power ratings
and, together with other components, for engine and aircraft protection. Setting of engine
power ratings includes power control and propeller control. The system serving for the
engine and aircraft protection includes the system of automatic feathering and the system of
limiters of critical parameters.
The system of automatic feathering ensures automatic feathering of the propeller in case of
engine failure at higher power ratings. Together with the system for propeller control, it is
described in detail in the maintenance manual for the propeller unit.
NOTE: Autofeathering system concerns twin engines airplane.
The power control includes all mechanical components and gears taking part in actuation of
engine and propeller.
The system of limiters of critical parameters includes devices that protect the engine against
undesirable exceeding of any of monitored parameters by means of reducing fuel delivery to
the combustion chamber.
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POWER CONTROL
The engine control lever (in subsequent text ECL), together with other mechanical elements,
serves for smooth power control in two basic ranges:
- Range of positive propeller thrust;
- Range of reduced positive and negative propeller thrust.
The engine control lever - see Fig. 1 - is mounted on an independent bracket that is fastened
by means of two bolts on the face of the accessory gearbox close to the fuel control unit. It is
fastened by means of a clamping bolt and a key on the transfer lever shaft that revolves in
bronze bushes pressed in the bracket hub. ECL includes also a roller fastened by means of a
bolt to the second arm of ECL that reaches into the slot on the reverse lever.
Fig. 1 presents a general schematic diagram of engine control lever assembly while details of
both the front and rear parts are shown in Fig. 2 and Fig. 3.
The automatic feathering switch is also mounted on the supporting bracket.
The automatic feathering switch serves for transmitting, at a certain position of ECL, of an
electric signal for the automatic feathering system. The switch is housed in a box fitted with a
plug socket connection and is actuated by a lever with an adjusting screw, by means of a
cam whose pin is inserted into the centering hole of the transfer lever shaft and screw-locked
in a position required. Within forward thrust range displacement of the ECL is transferred
only on the main control lever of the FCU via pull rod that is terminated by ball joints, within
the reverse range it is transferred in addition to it via roller, oblique slot on the reverse lever,
rope conduit, double lever and pull rod on the „BC“ lever of the propeller speed governor.
Propeller blade pitch is manually set by this lever.
76.10.00
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The rope conduit serves for transmission of movement between distant kinematic assemblies
and, due to its flexibility, ensures proper function regardless of thermal dilatation of the
engine - see Fig. 1. The rope, consisting of wire wound at a certain lead on a load-carrying
core, is slide fitted to a steel pipe fastened on both ends to the engine.
The necessary swing of the telescopic ends of the rope conduit to match the angle of turning
of connected levers is ensured by means of a joints of the outer telescopic jacket at both
ends of the pipe. The compression spring inserted on the telescopic end of the rope conduit
cable close to the double-lever helps in maintaining the basic position on the stop of the
propeller governor manual actuating lever.
The double-lever is pivoted on a pin of the bracket that is fastened by means of three bolts
on the reduction gearbox flange. It serves for transmitting the motion from the rope conduit to
the rod of the „BC“ lever of the propeller governor. The double-lever shape and position are
determined by kinematic demands. The double-lever arm that bears the rod pin is fitted with
a slot and splines that change the ratio between the ECL on the FCU and „BC“ lever of the
propeller governor. It is necessary to adjust such a ratio that for the ECL on the FCU at max.
reverse stop the „BC“ lever of the propeller governor should be in position corresponding to
max. reverse propeller blade angle.
The basic position, corresponding to the ground idle run, is a datum position for the power
rating selection in both ranges. This is determined by the coincidence of the line on the main
lever of the FCU and the line marked „0“ on the angular scale of the FCU and the
coincidence of checking holes in the transmitting lever and the ECL bracket. The basic
position of the reverse lever is determined by the required clearance between the ECL roller
and the lower edge of the oblique slot in the reverse thrust lever. Basic position of the
double-lever is determined by the coincidence between the line on the double-lever hub and
the line on the bracket body. Basic position of the actuating lever of the manual propeller
governor control is determined by the coincidence of the line on the lever with the line on the
scale - Fig. 4.
76.10.00
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Range of positive propeller thrust
This range includes continuous power control at all flight and ground ratings, ranging from
ground idle run to take-off rating (or maximum contingency rating). Under these conditions
the angle of propeller blades does not decrease below the so called „the minimum flight
angle of propeller blades“. Power for the ratings in this range is set through shifting ECL to
the right from its basic position in the direction of flight. Its extreme position at the elastic stop
corresponds to take-off power. When overcoming the resistance of the elastic stop by
increased force, maximum contingency rating can be set. See subsection 73.20.00 for
description of the elastic stop.
Range of reduced positive and negative propeller thrust
This range includes all the ground ratings that are characterised by the angle of propeller
blades smaller than „the minimum flight angle of propeller blades“. The range can be divided
into two essentially different areas.
Area 1
This area is characterized by gas generator idling and by manual selection of the propeller
blades angle ranging from minimum flight angle to slightly negative values (0 to -3o).
Selection of ratings within this area is performed by shifting ECL from its basic position to the
left (in direction opposite to flight direction) up to 15°. The boundary of this area is
characterized by increasing of generator speed and increased force for actuation. This area
is called „BETA“ control.
Area 2
Further shift in the given direction leads to increasing generator speed with simultaneous
increase in the negative angle of the propeller blades. The extreme position determined by
the stop on the FCU corresponds to maximum reverse thrust power. This position
corresponds also to the maximum reverse angle of the propeller blades determined by
coincidence of the line on the „BC“ lever of the propeller governor with a line of the max.
reverse angle on the scale. This area is referred as the „reverse“.
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Legend:
I - Engine controls rear module 1 - Rope conduit
II - Engine controls front module 2 - Fuel control unit
3 - Propeller speed governor
SCHEMATIC DIAGRAM OF THE ENGINE CONTROLS
Fig. 1
76.10.00
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MAINTENANCE MANUAL
V1
C
V3
0.05 to 0.1
„0“
Legend:
1 - engine control lever 10 - bracket
2 - reverse thrust lever 11 - spring supported stop
3 - reverse thrust lever tie-rod 12 - hole for auxiliary pin
4 - transfer lever 13 - roller
5 - FCU tie-rod 14 - cam securing screw
6 - FCU actuating lever 15 - jam nut
7 - cam 16 - adjusting screw
8 - power rating switch 17 - retainer ring
for the automatic feathering system
9 - power rating switch actuating lever 18 - max. reverse thrust stop
ENGINE CONTROLS. REAR MODULE

Fig. 2
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Legend:
1 - double-lever 8 - min. flight pitch stop screw
2 - „Bc“ lever on the propeller speed 9 - lever
governor
3 - slider 10 - mark on the double-lever bracket
4 - tie-rod 11 - propeller speed governor actuating
lever
5 - double-lever supporting bracket 12 - mark to the min. flight pitch
6 - compression spring 13 - mark to the max. reverse pitch
7 - double-lever extension spring
ENGINE CONTROLS. FRONT MODULE

Fig. 3
76.10.00
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POWER CONTROL
TROUBLESHOOTING
Con.
No.
1. Increased force when Soiled ball joint of the pull Dismantle the pull rod
checking smooth motion of rod including the joint, wash it
ball joints with clean petrol, grease it in
accordance with
Technological Instructions
76.10.00, pages 601 to 604
2. Datum position shifted Adjustment has not been Adjust according to
(„0“ on the FCU scale does performed after the FCU Technological Instructions
not coincide with the mark replacement 76.10.00, page 501
on the ECL of the FCU)
3. Clearance „V3“ between the Adjustment has not been Adjust the length of the pull
roller and lower edge of the performed after rod between the double-lever
slot on the reverse lever the replacement and the lever of manual
is out of tolerance of the propeller speed actuation of the propeller
governor speed governor according
to Technological Instructions
76.10.00, pages 502 to 503
4. The automatic feathering Damaged automatic Replace the switch
switch does not transmit feathering switch
electric signal in closed
position
5. With the engine control Airframe pull rod length Adjust the pull-rod length
lever in position at the idling faulty adjustment in accordance with
stop, the mark on the lever Technological
on the LUN 6590.05-8 FCU Instructions 76.10.00,
is shifted beyond the range page 504.
of ± 3°.
6. With the engine control The pointer on the FCU Having disconnected the
lever in position at the idling lever is bent. FCU pull-rod (item 5, Fig. 2,
stop, the mark on the lever 76.10.00, page 5) check
on the LUN 6590.05-8 FCU mutual position of the mark
is shifted beyond the range on the pointer of the FCU
of ± 3°. lever and the scale acc. to
Technological Instructions
73.21.00, Page 303, Para b.
76.10.00
Page 101
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76.10.00
Page 102
Jul 1, 2003
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M601E On pages
M601E-21
501

(Manhours)
Checking and adjustment of basic position
of the engine control lever on the LUN 6590.05-8 FCU 0.25
1. Having airframe pull rod disconnected from the engine control See
lever (1) lock this lever by means of the technological pin in page 101
position when the technological pin inserted in hole (12) can
be also inserted into the hole in bracket (10).
2. Check alignment of the mark on the engine control lever on

the FCU with the mark „0“ on the scale.
3. Should the marks are not aligned, unlock and loosen the
locking nuts of the main pull rod (5) using spanner s=8 mm.
By turning the pull rod, adjust its length so that the mark on
the FCU lever will coincide with the mark „0“ on the FCU
scale.
NOTE: One end of the pull rod is fitted with R.H. thread, the
other end is fitted with L.H. thread.
4. Tighten and secure locking nuts of the main pull rod and
remove the technological pin.
Pointed side nippers Binding wire dia 0.63 mm

Flat pliers
- 0.4 m
Two spanners s=8 mm
AM-63A-01 Technological pin
76.10.00
Page 501
Jul 1, 2003
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MAINTENANCE MANUAL
M601E On pages
M601E-21
502 to 503

(Manhours)
Checking and adjustment of the „V3“ clearance
1. With the airframe pull rod disconnected from engine control

lever (1) arrest ECL by the technological pin in position, when
technological pin inserted in the hole (12) can be also
inserted in hole in the bracket (10). Check whether pin (9) of
the lever bears on screw (8) of the min. flight angle stop.
Check „V3“ clearance; it should be min. 0.2 mm. Upper limit of
the „V3“ clearance is given as follows: after releasing of the
ECL (1) by removing of the technological pin and shifting the
lever towards reverse position the pin (9) of the lever stop to
bear on screw (8) at angle of the lever on the FCU in the
range α1 = -5 to -7° (refer to Fig. 2.)
2. Should the clearance exceed the allowed limit remove the

split pin, loosen the nut using spanner s=8 mm and remove
the eye of the pull rod (3) from the reverse lever (2). Using
spanner s=10 mm, loosen the locking nut on the eye shank
and adjust the length „C“ to attain the required clearance.
Pointed side nippers Split pin LN 5209
Flat pliers Locking washer

5.2 ONL 3288.2
Spanner s=8 mm
Two spanners s=10 mm
76.10.00
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MAINTENANCE MANUAL
M601E On pages
M601E-21
502 to 503

(Manhours)
Checking and adjustment of the „V3“ clearance
3. Fit the eye on the reverse lever again, tighten the nut. Tighten
the locking nut and repeat check acc. to Para 1. Remove the
technological pin.
4. Remove block carrier on the propeller speed governor acc. to

Technological Instructions.
5. Check travel adjustment of the „BC“ lever of the propeller

governor acc. to Technological Instructions (76.10.00, Page
505)
6. Should be necessary to change length of the double lever

arm following check acc. to Para 5, check „V3“ clearance acc.
to Para 1. to 3.
7. Secure the nut of the eye shank of the pull rod (3) with split
pin and the locking nut with locking washer.
76.10.00
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M601E On pages
M601E-21
504

(Manhours)
Checking and adjustment of the airframe pull rod length
0.33
1. Having airframe pull rod disconnected from engine control See

lever (1) lock this by means of the technological pin in page 101
position when the technological pin inserted in hole (12) can
be also inserted into the hole in bracket (10).
2. Adjust the length of the airframe pull rod so that the airframe
pull rod sleeve can be inserted easily on the pin of the engine
control lever.
3. Remove the pin and shift the engine control lever in the
cockpit several times up to the stop of the maximum reverse
and back into its datum position and check whether the line
on the lever (6) on the FCU coincides with the line „0“ on the
FCU angular scale. Deviation from line „0“ is permitted within
± 1° at adjustment. Permitted deviation at operation check is
within ± 3°.
CAUTION: THE PROPELLER SHOULD BE IN REVERSE

POSITION OR IT IS NECESSARY TO REMOVE
BLOCK CARRIER ON THE PROPELLER SPEED
GOVERNOR.
Use airframe tool kit for

adjusting the rod length
76.10.00
Page 504
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
505

(Manhours)
Checking and adjustment of the travel of the „BC“ lever
of propeller speed governor 0.33
1. Set propeller in reverse position or remove block carrier on See

the propeller speed governor. page 101
2. Shift the engine control lever in the cockpit in position for

reverse so that the FCU lever is at angle of 21°. Check
whether the line on the „BC“ lever of the propeller governor
coincides with the line on the scale.
3. Should the lines not coincide, unlock and loosen the nut of
the slider of the front pin of the pull rod (3) - see Fig. 3 - on
the double-lever. Through shifting the slider, adjust the length
of the double-lever arm to get the coincidence of lines.
4. Shift the engine control lever in the cockpit up to the stop of

maximum reverse and check whether the line on „BC“ lever of
the propeller speed governor coincides with the thick mark on
the FCU body.
5. Tighten the slider nut and secure it.
6. Check „V3“ clearance acc. to Technological Instructions

(76.10.00, Pages 502 to 503).
Spanner s=10 mm (2 pcs) Locking washer

5.2 ONL 3288.2
Spanner s=8 mm
Flat pliers ČSN
Screwdriver
76.10.00
Page 505
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
506 to 507

(Manhours)
Checking and adjustment of the switching-on/off points
of the automatic feathering switch on the engine control lever
This check is performed only after all necessary adjustments of See

the fuel system have been completed. page 101
Shown procedure is applicable for check of the L410 airplane

system.
1. Start both engines
After engines warming, increase smoothly the speed till the

signalling lamp „Ready“ lights up.
Then, decrease slowly gas generator speed of the tested

engine by the ECL and read the speed at that the signalling
lamp is switched off.
The required value should represent:
- nG minimum 87 % for atmospheric temperature from -20 °C

to +40 °C - summer operation
- nG minimum 83 % for atmospheric temperature from +20 °C

to -50 °C - winter operation
NOTE: To attain these values, it is possible to use the

permitted tolerances for adjusting the switch-on point
of the switch.

5.2 ONL 3288.2
Spanner s=8 mm
Screwdriver
76.10.00
Page 506
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
506 to 507

(Manhours)
Checking and adjustment of the switching-on/off points
of the automatic feathering switch on the engine control lever
From the beginning of the above rating, increase the speed

by 1 % at intervals of 6 to 8 seconds (to exclude the action of
the delay element of the automatic feathering system) and
read the speed at that the signalling lamp „Ready“ lights up.
The required value should be:
- nG = 92 ± 1 % for atmospheric temperature within limits -20 °C

to +40 °C - summer operation
- nG = 88 ± 1 % for atmospheric temperature within limits +20 °C

to -50 °C - winter operation
2. Should the above value not be attained, cut-off the engine

and read on the LUN 6590.05-8 FCU the angle at that closing
of the switch contact can be heard.
3. Using spanner s=8 mm, loosen the locking nut and turn the
switch cam in the required direction. One degree at the
LUN 6590.05-8 FCU corresponds to approximately 1 % of the
gas generator speed.
76.10.00
Page 507
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
508

(Manhours)
Checking and adjustment of the coincidence
of the double-lever mark with the mark
on the double-lever bracket
1. After the replacement of LUN 7816-8 propeller speed See

governor connect the front pull rod to „BC“ lever of the page 101
propeller speed governor.
2. Check whether, with the „BC“ lever of the propeller governor

in its datum position, i.e. the lever (9) bears on the min. flight
pitch stop screw (8) the mark on the double-lever hub (1)
coincides with the mark (10) on the double-lever bracket (5).
Ref. to Fig. 3.
3. Should the marks not coincide, unlock and loosen the locking
nuts by spanner s=8 mm of the front pull rod. By turning the
pull rod, adjust its length to get the coincidence of marks.
Tighten the locking nuts and secure them by means of
locking washers.
CAUTION: ONE END OF THE PULL ROD IS FITTED WITH

R.H. THREAD, THE OTHER END IS FITTED
WITH L.H. THREAD.

5.2 ONL 3288.2
Spanner s=8 mm (2 pcs)
76.10.00
Page 508
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
509 to 510

(Manhours)
Adjustment of the fuel shut off valve actuating lever
0.33
General: The fuel shut-off valve of the FCU has two functions. See
page 101
Total actuating lever travel is from 0° to 85° (from one
stop to the other).
At the beginning from 0° to 40° it serves as a fuel

shut-off valve. In the range from 40° to 85°, with EC
(emergency circuit) on, it takes over the function of the
engine control lever.
Airframe tool kit
76.10.00
Page 509
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
509 to 510

(Manhours)
Adjustment of the fuel shut off valve actuating lever
0.33
1. While the airframe pull rod is connected, check whether the

link adjustment in the cockpit enables to attain extreme
positions of the fuel shut-off valve-actuating lever on the FCU.
2. Having airframe controls disconnected insert the

technological pin into the hole in shut-off valve actuating lever
on the FCU.
3. While pressing slightly the technological pin by a finger, turn

the lever on the FCU. The exact position, i.e. 40°, for the
adjustment of the emergency circuit elastic stop is where the
pin snaps in the second hole of the FCU segment.
4. While the FCU lever is fixed in this position, adjust the stop
on the actuating lever of the shut-off valve in the cockpit.
5. Remove the technological pin from the hole, connect airframe

controls and adjust the shut-off valve actuating lever into the
position determined for engine starting with the emergency
circuit on.
The above position is shown (in degrees) in the Engine Log

Book.
6. Mark this position on the segment of the actuating lever in the

cockpit.
76.10.00
Page 510
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
511 to 513

(Manhours)
Checking and adjustment of the reverse thrust power
1.00
1. Checking the engine reverse thrust power. See

page 101
1.1 Read barometric pressure and ambient air temperature at
the time of testing.
1.2 Switch on the limiters, start the engine and let it warm up.
1.3 Shift the engine control lever up the maximum reverse stop
and read the values indicated by the torquemeter and
propeller speed indicator.
1.4 Shift the lever to idling and, using the indicated values, read
for given atmospheric conditions the engine reverse thrust
power in the Diagram 502, section 72.03.00, page 513/514.
Spanner s=8 mm Locking washer

5.2 ONL 3288.2
Flat pliers
Screwdriver
- 0.2 m
76.10.00
Page 511
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
511 to 513

(Manhours)
1.00
2. Adjustment of the engine reverse power.
2.1 Adjustment of the reverse thrust power is performed by

means of adjustable stop (8) of the maximum reverse power
on the FCU.
Loosening the adjustable stop by one turn results in power

increase by approximately 32 kW. Tightening the adjustable
stop by one turn results in power decrease by approximately
32 kW.
2.2 Unlock and remove the technological stop (7) from the
adjustable stop (8) and the jam nut (4) (if installed on the
stop).
2.3 Unlock and using spanner s=8 mm loosen the locking nut of
the adjustable stop (8) of the max. reverse rating.
2.4 Using the screwdriver, turn the adjustable stop to the

assumed position and tighten locking nut.
2.5 Following any change in the position of the adjustable stop

check and adjust, if required, travel of the „BC“ lever of the
propeller speed governor (ref. 76.10.00, page 505).
76.10.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
511 to 513

(Manhours)
1.00
2.6 Perform the check according to para 1. of this working

procedure.
2.7 If the result has been found satisfactory, check tightening of

the adjustable stop locking nut. Secure and seal the nut.
2.8 Install the jam nut (4) on the adjustable stop (when the nut
had been installed before adjustment), install technological
stop (7). Secure and seal both parts.
2.9 Enter the adjustment in the Engine Log Book.
76.10.00
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76.10.00
Page 514
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 603

(Manhours)
Checking smooth motion
and lubrication of ball joints of the engine controls 0.50
1. Hold the pull rod - item (4) - see Fig. 601; turn by the joints See
reversibly and check them for smooth motion - items (1) and page 101
(2).
2. Hold the eye of the joint - item (3) - and turn it reversibly
several times to check its smooth motion. Check in the same
manner the joint item (7).
3. Turn by the pull rod of the propeller speed governor - item (9)
- reversibly several times to check the joints - items (8) and
(10).
4. Apply approved grease on friction surfaces of actuating levers

- item (5). Wipe excess grease with clean cloth.
5. Apply approved grease to all ball joints - items (1), (2), (3),
(7), (8) and (10) according to Fig. 602. Wipe excess grease
with clean cloth.
Clean cloth
Grease Aeroshell Grease 6
76.10.00
Page 601
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 603

(Manhours)
Fig. 601
76.10.00
Page 602
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 603

(Manhours)
Fig. 602
76.10.00
Page 603
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
604

(Manhours)
Lubrication of the automatic feathering switch lever
1. Drop 2 to 3 drops of engine oil on both sides of the lever

bushes (9) - ref. Fig. 2, section 76.10.00, page 6.
2. To ensure oil penetration to the lever pin, perform 20 times

manual switch closing by pressing slightly the lever
adjustment screw (16) while the control lever is in idling
position.
3. Check the lever for smooth motion.
4. Should the lever draws tight on the pin, lubricate the pin in
accordance with technological instructions 76.10. 00, page
605.
Engine oil
76.10.00
Page 604
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
605

(Manhours)
Lubrication of the pin
of the automatic feathering switch lever 0.5
1. Prior to removing the lever (9), refer to Fig. 2, measure the See
clearance between the cam and the automatic feathering page 101
lever using feeler gauge. Check contact surfaces for possible
wear.
2. Using spanner s=7 mm, loosen the nut (15) and, using
spanner s=7 mm, unscrew the adjusting screw (16). Using a
screwdriver, remove both the locking washer (17) and the
lever (9).
3. Clean the seating of lever (9) by petrol and grease it with

grease.
4. Having completed cleaning and lubrication, install the lever of

the switch in reverse procedure.
5. Adjust the clearance between the cam and the switch to the
value set before dismantling. Should the clearance be not
within 0.05 to 0.1 mm, set the clearance by the adjusting
screw (16) and check the system function according to the
specifications of the aircraft manufacturer.
6. Having completed the adjustment, secure the nut (15) by

means of the C 2001-5140 varnish.
Basin 0.5 to 1.0 litre Spanner s=7 mm Petrol 0.2 l
Screwdriver AeroShell Grease 6
Set of feeler gauges Cloth

0.05 to 1.00x100 mm ČSN 25
Varnish C 2001 - 5140
1670
76.10.00
Page 605
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
76.10.00
Page 606
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
SYSTEM OF INTEGRATED ELECTRONIC LIMITERS OF

CRITICAL PARAMETERS
PURPOSE, BRIEF TECHNICAL DESCRIPTION

AND FUNCTIONING OF THE SYSTEM
Purpose
The system of limiters is a device that serves to protect the engine from overloading. It
serves to limit the supply of fuel for the engine by the fuel control system in two levels
whenever one of the four limited engine parameters exceeds the permitted magnitude (gas
generator speed, propeller speed, inter-turbine temperature ITT, propeller torque and dITT/dt
gradient during starting). The engine is able to operate without this device, except for the
hydraulic part of the electrohydraulic transducer that is an integral part of the fuel control
system.
Brief technical description of the system of limiters
The system of limiters is connected to the following devices:
a) LUN 1333.12-8 Generator speed transmitter
b) LUN 1333.12-8 Propeller speed transmitter
c) LUN 1377-8 Interturbine temperature transmitter
d) LUN 1476-8 Pressure switch of torque limiter
e) Radioaltimeter
f) Aircraft undercarriage switch
g) LUN 5223 Generator speed derivative element
h) LUN 5260.04 integrated electronic limiter unit (IELU)
i) Actuating element of the system of limiters that is a part of the LUN 6590.05-8 FCU
j) LUN 3280-8 Pressure switch for propeller automatic feathering
k) LUN 7816-8 Propeller speed governor
l) P-5(7) Temperature transmitter
m) Wiring and actuating elements
The block diagram of the system of limiters is presented in 76.30.00, page 12.
76.30.00
Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
a), b) LUN 1333.12-8 Speed transmitter
See section 77.13.00 for its description and function.
c) LUN 1377-8 Interturbine temperature transmitter
d) LUN 1476-8 Pressure switch of torque limiter
e) Radioaltimeter
Only that signal is used from the radioaltimeter that is obtained as an electric sum of a
signal proportional to the altitude above ground and a signal of the radioaltimeter
signalling lamp. The signal is derived so that the signal for the radioaltimeter indicator
will be not affected and the permitted loading of the radioaltimeter as shown in its
technical specifications will be not exceeded.
f) Aircraft undercarriage switch
This is an end switch that provides for grounding the pin (17) on LUN 5260.04 if the
undercarriage is retracted. It is mounted on the aircraft. Its wiring is shown in the
diagram in the airframe documentation (B 071175).
g) The LUN 5223 generator speed derivative element
The LUN 5223 derivative element is an electronic fully transistorised device. It serves
for stabilization of engine running (for reduction of generator speed fluctuation) in the
case of engine power limitation by torque limiter or in the case of torque maintaining
at 65 to 75 % with the first limiting level on.
The derivative element consists of the converter of frequency derived from the
generator speed to voltage that is applied to the derivative circuit input. The derivative
circuit processes the voltage change so that, starting with a certain rate of voltage
drop, voltage on the derivative block output will drop from 10 V to 0 V (supply voltage
for LUN 1476-8).
The derivative block includes also a time circuit consisting of a mono-stable circuit
that cancels the function of the derivative circuit if more than 6 ± 1 seconds passed
following the occurrence of control current in the system of limiters (system
intervention or failure state).
The derivative block includes a light-emitting diode that serves for checking proper
functioning at periodic inspections.
The derivative block is mounted in the airframe close to LUN 5260.04.
76.30.00
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
h) LUN 5260.04 Integrated electronic limiter unit
LUN 5260.04 is an electronic fully transistorised device. It processes signals from

individual transmitters of parameters subjected to limitation (gas generator speed,
propeller speed, inter-turbine temperature ITT, torque). At starting and at activating the
push-button „CHECK“, ITT temperature limit is reduced and the new limiting parameter
dITT/dt is introduced. When any of the preset values of these parameters is exceeded,
the unit transmits an electric signal to the actuator of the system of limiters on the
LUN 6590.05-8 FCU that provides for the reduction of the supply of fuel to the engine
and, thus, for the reduction of the parameter subjected to limitation. The limited value of
generator speed depends on the ambient temperature; at temperatures below zero,
generator speed is limited according to the formula: nGred = (corrected speed) = const.
Depending on the radioaltimeter signal, on the position of the undercarriage switch, on
the position of the switch on LUN 7816-8, on the state of switch LUN 3280-8 and push-
button „CHECK“, engine rating can be limited by the IELU as follows:
1. at the first limiting level, to a rating corresponding to the torque of 65 to 75 %,
2. at the second limiting level, to a rating corresponding to the supply of fuel for
generator speed of approximately 60 %.
The device has no actuating elements. It enables successive checking of regulation

channels of the generator speed limiter, propeller speed limiter and torque limiter by
means of a switch and push-button „TEST“ located on the front panel of the IELU. The
channel of the ITT limiter can be checked by depressing push-button „CHECK“. The
checking of individual channels is performed without removing the device from the
aircraft, with the engine running. The device provides for optical signalling of:
a) switching-on the device,
b) switching-on the first limiting level,
c) intervention of any limiter.
i) Actuating element of the system of limiters that is a part of the LUN 6590.05-8 FCU
See section 73.21.00 for its description and operation.
76.30.00
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WALTER a.s.
MAINTENANCE MANUAL
j) LUN 3280-8 Pressure switch for propeller automatic feathering
See section 77.52.00 for its description and operation.
k) LUN 7816-8 propeller speed governor
Signal is derived from B 613-3A mechanical microswitch that is mounted under the
governor shield. The switch, depending on the position of the propeller feedback ring
closes, at the moment when the propeller blade angle starts to be set to value below the
minimum flight angle to small positive angles. The closing of the switch activates the
system of limiters and engages the second limiting level. This is optically signalled on
the panel in the cockpit by lamp „BETA“. The propeller speed governor is mounted on
the engine.
l) P-5(7) temperature transmitter
This is a resistance transmitter that consists of a resistive body, transmitter body, front
and rear casing and a plug connector. Resistance winding is wound on two insulation
plates. The transmitter is mounted in the aircraft.
m) Wiring and actuating elements
Wiring and actuating elements are a part of the airframe installation and provide for
feeding of the system of limiters as well as mutual interlinkage and connection to
actuating elements. Signalling lamps are connected to the LUN 5260.04 integrated
electronic limiter unit. Wiring is installed in accordance with specifications approved for
the airplane.
Brief description of the operation of the system of limiters, signalling and

checking
Description and operation.
If during engine starting and operation any of monitored parameters as follows: gas
generator speed nG, propeller speed nV, ITT exceeds the allowed limit, the signal of the
corresponding transmitter exceeds the value set on the integrated electronic limiter unit.
Occurring difference generates current that is proportional to the above difference. This
current enters the actuating element of the system of limiters whose intervention in the
engine control system results in reduced supply of fuel and thus in reduction of the exceeded
parameter.
If the time growth of the interturbine temperature during starting exceeds the limit for dITT/dt,
maximum control current is generated on the output of the integrated electronic limiter unit
that is independent on the magnitude of exceeding of time growth limit.
76.30.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
If torque exceeds the allowed limit, the LUN 1476-8 switch is closed. The resulting signal
generates on the integral electronic limiter outlet maximum current independent of the
magnitude of overshoot.
The stabilizing function of the derivative element consists in the discontinuation of the
feeding voltage to LUN 1476-8 in the case when the rate of the generator speed decrease
exceeded the set value and when the drop was preceded by the occurrence of control
current within a time period shorter than 6 ± 1 seconds. In this case, the signal on exceeding
the torque limit disappears and so does the signal corresponding to torque greater than
65 to 75 %. In both cases, control current to the actuating element on the FCU disappears till
the moment at that the rate of generator speed decrease drops below the value set on the
derivative element.
Engine rating to that the system of limiters can reduce the engine power in case of persisting
exceeding of any of the parameters subjected to limitation depends on the preset limiting
level.
The system of limiters provides for limiting at two levels. The switching between both levels is
automatic.
Limiting level I.
When the limiting level I is on, the system of limiters can reduce engine power to a value
corresponding only to torque of 65 to 75 %. If torque decreases below this value, the
integrated electronic limiter unit is electrically disconnected from the actuator of limiters.
The switching-off signal is ensured by the contacts of the Ist degree of the pressure switch
of the LUN 1476-8 torque limiter.
Limiting level I is switched on automatically:
a) the undercarriage is lowered - signal is passed through the switch on the aircraft
undercarriage,
b) the altitude of flight is below 700 m SOL - signal is emitted by the radioaltimeter
c) the radioaltimeter is switched off manually
76.30.00
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MAINTENANCE MANUAL
Limiting level II.
When the limiting level II is on, the system of limiters can reduce the engine power up to
value corresponding to generator speed of approximately 60 %.
Limiting level II is switched on automatically:
a) the altitude of flight is in range from H = 700 m SOL to 3,700 m ISA with the
undercarriage drown back;
- signal is provided by the switch on the aircraft undercarriage and altimeter.
b) In the „BETA“ control range and at reverse trust rating
- signal is passed through the switch on the LUN 7816-8 propeller speed governor ;
c) at the engine starting; ITT (subject to limitation) is limited to a lower value and further
parameter dITT/dt subjected to limitation is being switched on. The function of other
limiters remains unchanged. Lower limit for ITT and dITT/dt are engaged only during
the operation of the starting panel and if the corresponding pair of contacts in the
LUN 3280-8 switch is closed;
d) with depressed „CHECK“ push-button when ITT subjected to limitation is switched to a

lower value and another parameter dITT/dt subjected to limitation is switched on.
There is no change in the function of the other limiters.
The system of limiters can be switched on and off:
a) manually from the cockpit,
b) automatically by means of a signal from the switch on the LUN 7816-8 propeller speed
governor with engine operating in the BETA control and at reverse thrust power;
c) it is switched off by the system of automatic propeller feathering of the second engine
in the case that an automatic feathering cycle took place at second engine; in order to
allow the use of maximum contingency rating at the un-feathered engine.
76.30.00
Page 6
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MAINTENANCE MANUAL
Signalling
The following events are being signalled by this system:
a) mode of the system of limiters - the „IELU“ signalling lamp (the lamp is alight when the
system is not switched on),
b) intervention by the system of limiters - the „PARAMETER EXCEEDING“ signalling

lamp (the lamp lights up at IELU intervention),
c) IELU stand-by - the „IELU STBY“ signalling lamp
The lamp is alight when the first limiting level is on and torque exceeds 65 to 75 %.
It is not alight within the range of torque from approximately 20 % to ( 65 to 75 %).
With the second limiting level on, the signalling lamp is alight continuously.
Checking the system of limiters
The system of limiters makes it possible to check individual parameters subjected to

limitation without removing the integrated electronic limiter unit from the aircraft. Checking is
performed with the engine running.
Check that can be performed from the pilot’s seat:
a) Checking whether the first limiting level is switched on (see the Airplane Flight
Manual);
b) Checking the function of ITT limiter. Performed by means of push-button „CHECK“

(see the Operation Manual - Manual Part No. 0982404);
c) Checking the function of the torque limiter. Performed by means of simulated

intervention through propeller loading (see the Operation Manual - Manual Part No.
0982404).
76.30.00
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MAINTENANCE MANUAL
Checks that require access to LUN 5260.04, LUN 5223 and LUN 1476-8 devices.
a) Checking LUN 5260.04 IELU
This check is performed by means of the „TEST“ circuit that is controlled by a switch
and push-button on the front panel of LUN 5260.04 device.
When checking individual channels of the limiter, by setting the switch into the
corresponding position and depressing the push-button, reference level in the channel
being checked becomes reduced by means of the attached resistance so that the
limiter will be put into action within the area of operational values.
The check consists of:
– checking the gas generator speed channel (corrected values) - the switch in
position 1,
– checking the gas generator speed channel (uncorrected values) - the switch in
position 2,
– checking the propeller speed channel - the switch in position 3,
– checking the torque channel - the switch in position 4.
Ref. Technological Instructions 77.55.00 for further details.
NOTE: Switch position 1 is designed for normal operation.
b) Checking LUN 5223
Ref. Technological Instructions 77.56.00.
c) Checking the torque channel
Ref. Technological Instructions 77.15.00, pages 504 to 506.
When using a ground airport source, the system of limiters is connected to the board battery.
The connection is ensured automatically by the aircraft wiring.
76.30.00
Page 8
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MAINTENANCE MANUAL
OPERATING VALUES OF PARAMETERS SUBJECTED TO LIMITATION

(Calculated)
Parameters subjected to limitation The lamp lights up at Maximum decrease in fuel

supply occurs at
Gas generator speed Values are given in section 76.30.00, page 10
Propeller speed 2,121 to 2,163 r.p.m. 2,173 to 2,199 r.p.m.
Torque of engine 103 to106 % 103 to 106 %

*)
Interturbine temperature ITT 740 to 770 °C 761 to 781 °C
Interturbine temperature 610 to 656 °C 634 to 680 °C

Engine ITT
Starting
dITT/dt 80 to 130 oC/sec 80 to 130 oC/sec
Gas generator speed 81 to 86 % 82.5 to 89 %
Propeller speed 1,544 to 1,640 r.p.m. 1,575 to 1,702 r.p.m.
Check Torque Limited to torque of 65 to 75 %

*)
ITT with push-button 610 to 656 °C 634 to 680 °C

„CHECK“
*) The required range is checked-up directly on the engine and it is attained by means of
adjustment of the first and second level of the LUN 1476-8 switch. The procedure for
checking and adjustment is described in the Maintenance Manual - Technological
Instructions 77.15.00.
NOTE: Heavy-lined values can be checked-up in the system.
76.30.00
Page 9
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
nG [%]
107
106
105
104
103
102
101
100
99
98
97
96
95
94 Maximum decrease in fuel supply

The lamp light-up
93
92
91
90
89
-60 -50 -40 -30 -20 -10 0 +10 +20 +30 +40 +50
Ambient air temperature t0 [°C]

GAS GENERATOR SPEED LIMITATION AS A FUNCTION
OF AMBIENT AIR TEMPERATURE
76.30.00
Page 10
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
Even with the system of limiters switched on, the engine should be controlled in accordance
with instructions given in the Airplane Flight Manual and Maintenance Manual. The values
shown in the table of the engine operating limits should not be exceeded.
When signalling lamp „PARAMETER EXCEEDING“ is alight, it is a warning that one of the
parameters subjected to limitation has exceeded the maximum value permitted. Only in the
case of generator speed there is a possibility that the generator speed limiter might intervene
already at a speed below 100 % at ambient air temperature below 0 °C, due to speed
limitation according to corrected values.
When the signalling lamp is alight, it is necessary to check the readings of the parameters
subjected to limitation on the board instruments and, when these values are exceeded, to
reduce the engine rating using ECL so that permitted values would not be exceeded.
Generator speed include limitation as a function of ambient air temperature is presented in a

diagram 76.30.00, page 10.
The take-off can be completed without ECL correction even with signalling lamp
„PARAMETER EXCEEDING“ alight.
76.30.00
Page 11
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
LUN 1333.12-8
Integrated Speed LUN 7816-8 LUN 3280-8
Transmitter Propeller Speed Pressure Switch
(Gas Generator) Governor for Automatic
Propeller
Feathering
LUN 1333.12-8 Switch on the
Integrated Speed LUN 5260.04-8 Undercarriage
Transmitter Integrated
(Propeller) electronic
limiter unit LUN 2601.01-8
LUN 1377-8 (IELU) Time Relay
ITT Transmitter
Cockpit
LUN 6590.05-8 Push Button IELU

Fuel Control Unit
Switch in the System
of Automatic
Feathering of the
Radioaltimeter
Second Engine Switch of Feeding
P-5(7) TEST
Signalling Lamps
Temperature SWITCH
Transmitter PUSH
„IELU“
BUTTON
LUN 1476-8
Pressure Switch
of the Torque Limiter „PARAMETER
EXCEEDING“
LUN 5223
Generator
Speed
Derivative „IELU STBY“
Element
BLOCK DIAGRAM OF THE SYSTEM OF LIMITERS
76.30.00
Page 12
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
SYSTEM OF INTEGRATED ELECTRONIC LIMITERS OF

CRITICAL PARAMETERS
TROUBLESHOOTING
Con.
No. Trouble Probable cause Remedy
1. During engine a) Lamp circuit break 1) Check lamps according

starting, the lamp to airframe Technological
b) LUN 5260.04 failure
„PARAMETER Instructions 33.10.00.b
EXCEEDING“ does c) No signal for decreased
2) Check according
not light up at ITT level and ITT gradient
to Technological
exceeded ITT engaging
Instructions 76.30.00,
- LUN 3280-8 faulty page 609
- starting panel faulty 3) Contact the organization
- line break authorized for limiter
system servicing
2. The lamp a) LUN 5260.04 failure 1) Check according to

„PARAMETER Technological Instructions
b) LUN 1476-8 failure
EXCEEDING“ lights 76.30.00, page 609
up at values of the c) LUN 1333.12-8 failure
2) Replace failed instruments
parameters subjected - gas generator speed
to limitation other than transmitter 3) Contact the organization
those presented in authorized for limiter
d) LUN 1333.12-8
section 76.30.00, system servicing
- propeller speed
page 9 transmitter failure
e) LUN 6590.05-8 failure
f) LUN 5223 failure
g) P-5(7) failure
76.30.00
Page 101
Jul 1, 2003
WALTER a.s.
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76.30.00
Page 102
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 604

(Manhours)
Inspection of the LUN 1476-8 pressure switch
of the torque limiter
After 900 ± 30 operating hours, carry out the following

inspection:
1. Remove device LUN 1476-8 from the engine in accordance

with 77.15.00, page 401.
2. Check the allowed inaccuracy of the device using the

pressurizing stand - see Fig. 601 - or the Z 800 calibrating
set.
Z 800 calibration set or Spanners s = 12 mm

substitute connection as s = 15 mm
shown in the Fig. 601 s = 22 mm
76.30.00
Page 601
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 604

(Manhours)
Re1, Re2 LUN 2621.42 relays

Ž1, Ž2 28 V bulbs
R1, R2 resistor 1 kΩ
R3, R4 resistor 13 kΩ
D1, D2 KY704-705 diode
T1, T2 KF506 (KFY46)
tranzistor
Switch Pressure gauge,

range up to 1.6 MPa,
category of accuracy 0.6 %
Socket
Pressure liquid source
Fig. 601
76.30.00
Page 602
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 604

(Manhours)
Calibration pressures according to the table:
Closed I st level According to certificate values
Closed II nd level According to certificate values
Allowed inaccuracy of the calibrated switch in the range of

operating and emergency supply voltage is shown in the
following table:
Ambient temperature
0 to +80 °C −60 to 0 °C; +80 to +100 °C
I st level ± 0.025 MPa ± 0.05 MPa
II nd level ± 0.025 MPa ± 0.05 MPa
3. Check insulation resistance using insulation resistance meter

100 V (Megmet). Connect one lead to the contact pins of the
switch forked socket and the other lead to a conductive
portion of the switch case.
76.30.00
Page 603
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 604

(Manhours)
Insulation resistance of the switch electrical parts at relative air

humidity of 45 to 80 % and ambient temperature of 15 to 35 °C is
20 MΩ.
If the accuracy and insulation resistance of the device inspected

meets the allowed values, enter the inspection performed into
the appliance log.
The switch can be used further up to general overhaul at

2,000 ± 50 hours. When the instrument does not meet
requirements acc. to Para 2, adjust the instrument acc. to
Technological Instructions (77.15.00, Page 402).
If the device does not meet requirements acc. to Para 3, it

should be shipped for repair to the manufacturing plant.
76.30.00
Page 604
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
605 to 608

(Manhours)
of automatic feathering system
After 900 ± 30 operating hours, carry out the following

inspection:
1. Remove LUN 3280-8 pressure switch from the engine in

accordance with 77.52.00, page 401.
2. Check adjustment and its inaccuracy using pressuring stand

(refer to Fig. 602) or Z 800 calibration set acc. to values
shown on Page 607.
Z 800 calibration set or Spanners s = 12 mm

substitute connection as s = 15 mm
shown in the Fig. 602 s = 22 mm
76.30.00
Page 605
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
605 to 608

(Manhours)
Ž1, Ž2, Ž3 28 V/2 W bulbs

T1 type KT 501 tyristor
R1 resistance 1 kΩ
Re1, Re2, Re3 type TKE 53 relays
D1, D2, D3 KY704 diodes
Switch
Pressure gauge,
range up to 1.6 MPa,
category of accuracy 0.6 %
Pressure liquid source
Socket
Fig. 602
76.30.00
Page 606
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
605 to 608

(Manhours)
Check for following calibrating pressures:
Closed I st level 0.222 MPa
Closed II nd level 0.162 MPa
Closed III rd level 0.150 MPa
Allowed inaccuracy under normal operating conditions:
Ambient temperature
0 ÷ +80 °C −55 ÷ 0 °C; +80 ÷ +100 °C
I st level ± 0.025 MPa ± 0.05 MPa
II nd level ± 0.020 MPa ± 0.04 MPa
III rd level ± 0.025 MPa ± 0.05 MPa
76.30.00
Page 607
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
605 to 608

(Manhours)
3. Check the insulation resistance using insulation resistance

meter 100 V (Megmet). Connect one lead to the pins in
contact of the pressure switch forked socket and the other
lead to the switch cover. Insulation resistance of the switch
electrical parts at relative air humidity of 45 to 80 % and
temperature of +15 to +35 °C is 20 MΩ.
If the device meets the allowed values, enter the inspection

performed into the appliance log. The switch can be used up
to overhaul at 2,000 ± 50 hours. Should the device not pass
checks 2 or 3, it should be shipped for repair to the
manufacturing plant.
76.30.00
Page 608
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
609

(Manhours)
Detection of faults - functioning failures -
of the system of integrated limiters
1. Check the function of limiters according to Technological

Instructions 77.55.00, pages 607 to 609.
2. Check the function of the system of limiters using „TEST“

circuit according to 77.55.00, pages 601 to 606.
3. Check the function of the torque channel according to

Technological Instructions 77.15.00, pages 505 to 509.
4. Check the function of the LUN 5223 derivative element of the

gas generator speed acc. to Technological Instructions
77.56.00, pages 601 to 602.
76.30.00
Page 609
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
610

(Manhours)
Verifying the LUN 5260.04 IELU fault
Verify whether the device is faulty by checking its function on the

calibration set according to Technological Instructions 77.51.00,
page 601.
The mentioned check can be substituted by repeating of the test

of limiter system on the engine using LUN 5260.04 IELU from
another engine.
Should the fault of the instrument be verified, (i.e. the function

fault with another LUN 5260.04 IELU disappears), the instrument
is to be replaced by new one.
76.30.00
Page 610
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501

(Manhours)
Checking the function
of the system of automatic feathering and rolling
When checking the function of the system of automatic

feathering and rolling, proceed in accordance with the airplane
documentation.
76.40.00
Page 501
Jul 1, 2003
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MAINTENANCE MANUAL
76.40.00
Page 502
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
77
INSTRUMENTS FOR ENGINE MONITORING

WALTER a.s.
MAINTENANCE MANUAL
RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
Section - Section -
point point
77 „Record of 77.15.00 1 Jul 1, 2003

2 Jul 1, 2003
401 Jul 1, 2003
77 „Review of 402 Jul 1, 2003
2 Jul 1, 2003 404 Jul 1, 2003
405 Jul 1, 2003
77 „Contents“ 1 Jul 1, 2003 406 Jul 1, 2003
2 Jul 1, 2003 407 Jul 1, 2003
408 Jul 1, 2003
77.00.00 1 Jul 1, 2003
2 Blank Jul 1, 2003 501 Jul 1, 2003
502 Jul 1, 2003
77.10.00 201 Jul 1, 2003 503 Jul 1, 2003
202 Blank Jul 1, 2003 504 Jul 1, 2003
77.11.00 1 Jul 1, 2003 77.20.00 1 Jul 1, 2003

401 Jul 1, 2003 201 Jul 1, 2003

402 Jul 1, 2003 202 Blank Jul 1, 2003
403 Jul 1, 2003
404 Jul 1, 2003 77.21.00 1 Jul 1, 2003
2 Blank Jul 1, 2003
601 Jul 1, 2003
602 Jul 1, 2003 401 Jul 1, 2003
603 Jul 1, 2003 402 Jul 1, 2003
604 Jul 1, 2003 403 Jul 1, 2003
605 Jul 1, 2003 404 Jul 1, 2003
606 Jul 1, 2003 405 Jul 1, 2003
607 Jul 1, 2003 406 Blank Jul 1, 2003
608 Jul 1, 2003
609 Jul 1, 2003 77.22.00 1 Jul 1, 2003
610 Jul 1, 2003 2 Blank Jul 1, 2003
77.13.00 1 Jul 1, 2003 401 Jul 1, 2003

2 Blank Jul 1, 2003 402 Jul 1, 2003
501 Jul 1, 2003

502 Jul 1, 2003

Page 1
Jul 1, 2003
WALTER a.s.
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Section - Section -
point point
77.40.00 1 Jul 1, 2003 77.51.00 801 Jul 1, 2003

201 Jul 1, 2003 901 Jul 1, 2003

77.41.00 1 Jul 1, 2003 1001 Jul 1, 2003

2 Blank Jul 1, 2003 1002 Jul 1, 2003
401 Jul 1, 2003 77.52.00 1 Jul 1, 2003

77.42.00 1 Jul 1, 2003 401 Jul 1, 2003

2 Blank Jul 1, 2003 402 Jul 1, 2003
401 Jul 1, 2003 77.55.00 1 Jul 1, 2003

402 Blank Jul 1, 2003 2 Jul 1, 2003
3 Jul 1, 2003
77.43.00 1 Jul 1, 2003 4 Jul 1, 2003
2 Blank Jul 1, 2003 5 Jul 1, 2003
6 Jul 1, 2003
401 Jul 1, 2003
402 Jul 1, 2003 401 Jul 1, 2003
402 Blank Jul 1, 2003
77.44.00 1 Jul 1, 2003
2 Blank Jul 1, 2003 501 Jul 1, 2003
502 Blank Jul 1, 2003
401 Jul 1, 2003
402 Jul 1, 2003 601 Jul 1, 2003
602 Jul 1, 2003
77.50.00 1 Jul 1, 2003 603 Jul 1, 2003
2 Blank Jul 1, 2003 604 Jul 1, 2003
605 Jul 1, 2003
201 Jul 1, 2003 606 Jul 1, 2003
202 Blank Jul 1, 2003
77.56.00 601 Jul 1, 2003
77.51.00 101 Jul 1, 2003 602 Jul 1, 2003
102 Blank Jul 1, 2003
301 Jul 1, 2003

302 Blank Jul 1, 2003

Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
CONTENTS
77.00.00 ENGINE MONITORING

- General
77.10.00 POWER MONITORING INSTRUMENTS
- Technology of servicing
77.11.00 THE LUN 1540.02-8 AND LUN 1539.02-8 TORQUE INDICATOR SET
TORQUE 0 TO 120 %
- LUN 1540.02-8 torquemeter pressure transmitter - replacement of
- LUN 1539.02-8 Torque indicator replacement of
- The LUN 1540.02-8 torque transmitter and the LUN 1539.02-8 indicator
revision after 1000 hours
- Calibration of the torque indicator set:
LUN 1539.02-8 torquemeter indicator/LUN 1540.02-8 torquemeter transmitter
77.13.00 THE LUN 1333.12-8 INTEGRATED GENERATOR AND PROPELLER SPEED
TRANSMITTER
77.15.00 THE LUN 1476-8 TORQUE LIMITER PRESSURE SWITCH
- The LUN 1476-8 torque limiter pressure switch - replacement of
- Adjustment of the LUN 1476-8 pressure switch
- Check on adjustment of torque channel
77.20.00 TEMPERATURE MEASURING INSTRUMENTS
- Servicing
77.21.00 LUN 1377-8 INTERTURBINE TEMPERATURE TRANSMITTER
- Interturbine temperature transmitter
77.22.00 LUN 1358-8 TRANSMITTER OF ELECTRIC RESISTANCE OIL
THERMOMETER
- LUN 1358-8 electric resistance thermometer transmitter - replacement of
- Inspection of the LUN 1358-8 electric resistance thermometer transmitter
77.40.00 PRESSURE MONITORING INSTRUMENTS
- Servicing
77.41.00 LUN 1559-8/LUN 1559.01-8 FUEL PRESSURE TRANSMITTER
- The LUN 1559-8/LUN 1559.01-8 fuel pressure transmitter - replacement of
77 „CONTENTS“
Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
77.42.00 LUN 1558-8/LUN 1558.01-8 OIL PRESSURE TRANSMITTER

- LUN 1558-8/LUN 1558.01-8 oil pressure transmitter - replacement of
77.43.00 1.25K LUN 1469.32-8 PRESSURE SWITCH
- Replacement of the 1.25K LUN 1469.32-8 pressure switch
(minimum oil pressure signaller)
77.44.00 LUN 1581-8 MINIMUM OIL LEVEL SIGNALLER
- The LUN 1581-8 minimum oil level signaller - replacement of
77.50.00 CRITICAL PARAMETERS LIMITING INSTRUMENTS
- Servicing
77.51.00 LUN 5260.02 INTEGRATED ELECTRONIC LIMITER UNIT
- Troubleshooting
- LUN 5260.04 Integrated Electronic Limiter Unit (IELU) - Servicing
- The LUN 5260.04 Integrated Electronic Limiter Unit (IELU) - repairs of
- Instruction for instruments storage
77.52.00 LUN 3280-8 PRESSURE SWITCH FOR AUTOMATIC PROPELLER

FEATHERING
- The LUN 3280-8 automatic propeller feathering pressure switch - replacement of
77.55.00 LUN 5260.02 INTEGRATED ELECTRONIC LIMITER UNIT (IELU)
- The LUN 5260.04 integrated electronic limiter unit - removal and installation of
- The LUN 5260.04 integrated electronic limiter unit, adjustment and testing
- Integrated electronic limiter unit check using the „TEST“ circuit
- Check on operation of the Integrated Electronic Limiter Unit
77.56.00 LUN 5223 generator speed derivative element - check of
77 „CONTENTS“
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
ENGINE MONITORING
GENERAL
Engine operation is controlled by the pilot, who follows the characteristic engine parameters.
The instrument transmitters are installed on the engine, whereas their indicators are on the
board instrument panel. Some instruments provide light signals only; some instruments act
as the limiters or switches for automatic control of engine power rating. Certain instruments
operate as transmitters of signal for indicators and for automatic control as well.
On the instrument panel there are following instruments for engine operation monitoring:
for engine power monitoring – torque indicator
for engine speed monitoring – generator speed indicator
– propeller speed indicator
for interturbine temperature monitoring – interturbine temperature indicator
for fuel and oil pressure and oil temperature – triple - fuel and oil pressure and oil
monitoring temperature indicator
On the signalling panel in the cockpit, the following data are signalled:
– oil pressure drop below the allowed value
– intervention of the electronic limiter system when some of the limited parameters is
exceeded
– electronic limiter system is out of operation
– oil level drop in the oil tank
Included among the monitoring instruments are the electronic limiter unit and the automatic
propeller feathering pressure switch, which take part in the engine control system.
This section describes mainly the operating principles of the instruments whilst the
technology of servicing is described in sections that correspond to their function.
77.00.00
Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
77.00.00
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
POWER MONITORING INSTRUMENTS
TECHNOLOGY OF SERVICING
Power monitoring instruments require no periodic servicing during operation.
The procedure for replacement of a failed instrument - if necessary - is described in the

Technological instructions for integrated speed transmitter replacement is given in section

72.10.00.
77.10.00
Page 201
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
77.10.00
Page 202
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
THE LUN 1540.02-8 and LUN 1539. 02-8 TORQUE INDICATO R SET
TORQUE 0 TO 120 %
A torque indicator set that consists of the LUN 1540.02-8 transmitter and the LUN 1539.02-8
indicator serves for engine torque measurement in the range from 0 to120 %.
The pressure transmitter of the torquemeter is mounted on a bracket attached to the engine
in the space of air intake close by the upper engine mount in the same plane as the pressure
switch of the torque limiter and the pressure switch for automatic propeller feathering.
Pressure oil is fed from the reduction gearbox by the pipe behind the front air bulkhead
where the pipe is branched for the torquemeter transmitter, the torque limiter pressure switch
and the pressure switch for automatic propeller feathering. In the inlet of the torquemeter
pressure transmitter there is a pulsation damper that reduces the oil pressure pulsations. The
transmitter operates as inductive converter of the torquemeter oil pressure to electric signal.
This electric signal of the transmitter is evaluated by the torque indicator.
The torquemeter indicator is located on the control panel in the cockpit. It operates as a self-
compensating servosystem bridge. There is an identical inductive sensor as in the
transmitter and both inductive converters form a bridge circuit. The current passing through
the excitation winding of the sensors induces a voltage in the coils. The signal difference
from both inductive sensors is amplified by an amplifier and is fed to a servomotor that turns
by the armature of the inductive sensor till the voltage difference has been compensated.
The inductive sensor of the indicator is connected by the gear to the pointer that indicates the
measured value of torque in percent on the scale.
The bridge arrangement of sensors is diagonally shunted by double shunts, the magnitude of
that may be switched over for approximate setting of 100 % torque on the indicator scale.
Fine setting is made mechanically with the help of mechanical adjustment.
The torquemeter indicator set is adjustable in the range of the torquemeter oil pressure from
0.93 MPa to 1.03 MPa. Each instrument of the set, i.e. the transmitter or the indicator can be
replaced in case of a failure. In case of replacement of one of both instruments the set must
be readjusted (calibrated).
77.11.00
Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
77.11.00
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 402

(Manhours)
LUN 1540.02-8 torquemeter pressure transmitter -
replacement of 1.00
1. Removal
1.1 Using spanner s=12 mm, unlock, loosen and unscrew the
nut of outer manifold.
1.2 Unlock, loosen and unscrew the nuts of static pressure

manifold at all transmitters, using spanner s=12 mm.
1.3 Unlock and unscrew the union nut of the connector and pull
out the socket.
1.4 Unlock, loosen and unscrew the union nut of the inlet
manifold, using spanner s=15 (17) mm.
1.5 Unlock, loosen and screw out the union nut on the inlet
socket, using spanner s=27 mm.
1.6 Remove the transmitter and enter the necessary data into
the appliance log.
Z-800 Servicing set Flat pliers Packing rings

8x12 ČSN 02 9310.3 - 8 pcs
11x12 mm Binding wire 0.63 mm
- 0.5 m
14x17 mm

24x27 mm
Spanner
s=15 mm M601-9027.4
Nippers
77.11.00
Page 401
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 402

(Manhours)
LUN 1540.02-8 torquemeter pressure transmitter -
replacement of 1.00
2. Installation
2.1 According to the technological instructions 77.11.00, pages

605 to 610, calibrate the torque indicator set, i.e. the new
transmitter and indicator before the installation on the
engine.
2.2 Insert the transmitter into the holder, screw on the nut and
tighten with a spanner s=27 mm. De-aerate the oil piping of
this instrument.
2.3 Screw on the union nut of the inlet manifold and tighten with
a spanner s=15 (17) mm.
2.4 Insert the connector socket and tighten with a union nut.
2.5 Mount the static pressure manifold with new packing rings
8x12 ČSN 02 9310.3 - 2 pcs and tighten the nut by a
spanner s=12 mm.
2.6 Assemble the outer static pressure manifold.
2.7 Lock all connections.
77.11.00
Page 402
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
403 to 404

(Manhours)
LUN 1539.02-8 Torque indicator replacement of
0.33
1. Removal
1.1 Unlock connecting nuts of both connectors situated on the

rear face of the indicator. Screw off the nuts and pull out
both plugs.
1.2 Loosen and screw off four bolts in the indicator flange, that
fasten the indicator to the instrument board in the airframe.
1.3 Pull out the indicator from the instrument board.
Z 800 Testing set
77.11.00
Page 403
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
403 to 404

(Manhours)
LUN 1539.02-8 Torque indicator replacement of
0.33
2. Installation
2.1 Before installation in to the instrument board calibrate the

torquemeter set of transmitter/indicator in compliance with
Technological Instructions 77.11.00, pages 605 to 610.
2.2 Insert the indicator into the appropriate port in the board.
2.3 Screw on and tighten four bolts in the indicator flange, that
fasten the indicator to the instrument board in the airframe.
2.4 Insert in appropriate positions (as marked by colour)

applicable connectors, screw on, tighten and lock
connection nuts of the connectors.
NOTE: Installation procedure depends on design of the

instrument board and accessibility of the connectors. The
procedure can be revised as necessary.
77.11.00
Page 404
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 604

(Manhours)
The LUN 1540.02-8 torque transmitter and
the LUN 1539.02-8 indicator revision after 1000 hours
1. Remove the LUN 1540.02-8 torque transmitter and the

LUN 1539.02-8 indicator according to the 77.11.00
technological instructions, pages 401 and 403.
2. Check the set on inaccuracy.
2.1 The set is to be connected according to the wiring diagram

(ref. Fig. 601).
2.2 Connect the transmitter to the pressure oil source

(pressurizing pump) by an ID 4 mm manifold with a branch
for connecting to the checking manometer.
2.3 The indicator is to be connected to the operational voltage

source (36 V, 400 Hz).
2.4 The transmitter is to be connected to the indicator using wire

of R1 to R5 resistance within 0.9 ± 0.3 Ω.
Z 800 Testing set Flat pliers Binding wire dia 0.63 mm

11x12 mm Packing rings
8x12 ČSN 02 9310.3 - 8 pcs
14x17 mm Approved engine oil

24x27 mm
Spanner
s=15 mm M601-9027.4
Nippers
77.11.00
Page 601
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 604

(Manhours)
2.5 The check of inaccuracy should be done on the parts

according to the table (refer to page 609, para 1.5) and the
measured values should be recorded in the appliance log.
The check is to be done at the normal ambient temperature.
2.6 If the allowed inaccuracy of the set is in accordance with the

table (refer to page 609, para 1.5), the indicator and the
transmitter are to be disconnected from the pressure and
electric power sources.
3. Insulation resistance check
3.1 The insulation resistance meter of the 100 V voltage is to be

connected with one pole to the connecting plugs of the LUN
1540.02-8 instrument being short-circuited; the other pole is
to be connected to the metallic part of the instrument
casing.
3.2 The transmitter electric parts insulation resistance should be

20 MΩ at the relative air humidity of 45 to 80 % and the
ambient temperature of +15 to 30 °C.
3.3 Identical measurement should be done also on the

LUN 1539.02-8 indicator. The insulation resistance value is
20 MΩ as well.
3.4 If the measured values of inaccuracy are in compliance with

the table (refer to page 609, para 1.5) and of the insulation
resistance corresponds to 20 MΩ, the set is to be installed
in the aircraft again.
77.11.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 604

(Manhours)
4. The LUN 1540.02-8 torque transmitter installation and the

LUN 1539.02-8 indicator installation are to be done
according to the 77.11.00 technological instructions.
4.1 If the measured values exceed the allowed inaccuracy and

the insulation resistance is not in accordance with required
values it is necessary to replace the set and calibrate the
new set. The calibration must be carried out by the
manufacturer’s expert or by authorized worker with user that
has been trained by the engine manufacturer.
- Obligatory operations-excepting the insulation resistance

check - can be carried out by means of the Z 800 special
testing equipment,
- 100 V Megmet, terraohmmeter Tesla BM 283 and similar

instruments
- The ID4 manifold from the pressure liquid source with the
branch for connecting the check manometer; the manifold is
to be fitted with conically flared terminal according to the ONL
3944 standard
- The supply voltage source of 36 V, 400 Hz, the declination

factor of 1.36 to 1.46
- The pressure liquid source-the pressurizing pump
- The check manometer up to the pressure of 1.6 MPa,

accuracy of 0.6 % or better
- The wires from the transmitter to the indicator of R1 to R5

resistance within 0.9 ± 0.3 Ω.
77.11.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
601 to 604

(Manhours)
WK 18036 Connector
LUN1539.02-8 Red colour
Indicator
Source 36 V, 400 Hz
5 V DC
Precise manometer
Scale lighting
LUN 1540.02-8
Transmitter
Source
WK 18036 Connector
of pressure fluid
Metal colour
SCHEMATIC DIAGRAM OF TORQUE INDICATOR SET CONNECTION

AT CALIBRATION/CHECKING
Fig. 601
77.11.00
Page 604
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
605 to 610

(Manhours)
Calibration of the torque indicator set:
LUN 1539.02-8 torquemeter indicator/
/LUN 1540.02-8 torquemeter transmitter
Introduction
Torque indicator set calibration.
Before installation of the set into the airplane or after

replacement of any instrument of the set due to its failure it is
necessary to calibrate i.e. to adjust the nominal pressure of the
applicable engine corresponding to the torque of 100 %. This
value is shown in the Engine Log Book.
NOTE: At engines supplied by engine manufacturer the set is

already adjusted.
Only authorized trained staff can calibrate the set. Workshop

with necessary equipment identical with that for set checking
(refer to Page 604) should be available.
1. Calibration
1.1. Install set as shown in diagram (Fig. 601, page 604) or it is

possible to utilize the Z-800 calibration device. The
transmitter is to be connected to the pressure oil source.
1.2 Screw off the cover of the calibrating case on the rear face
of the indicator, set the approximate value of the pressure
for torque of 100 % by means of switch ring (refer to
Fig. 602).
77.11.00
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Jul 1, 2003
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MAINTENANCE MANUAL
M601E On pages
M601E-21
605 to 610

(Manhours)
Position of the adjusting elements for indicator calibration
Switch ring
for rough pressure Ring fitted with slot
adjustment for torque MPa/100 % Mk for smooth precise
of 100 % 0,97
0,98
0,99 pressure adjustment for
0,96 1,00 torque of 100 %
0,95 1,01
U27
0,94 1,02
0,93 1,03
03
1 6 1 6
7 7
2 5 2 5
3 4 3 4
INDICATOR
Rear view, i.e. from side of connectors after „CALIBRATION“ cover has been screwed off
Fig. 602
77.11.00
Page 606
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
605 to 610

(Manhours)
1.3 Adjust pressure corresponding to operational pressure for

torque of 100 % on the transmitter using check pressure
gauge. Using screwdriver turn smoothly the ring with slot in
the calibrating case of the indicator so that pointer of the
indicator shows exactly 100 %.
1.4 Check at zero pressure, pointer of the indicator must not

decline from zero torque by more than 1 %. In case of
bigger deviation it is necessary to turn the switch by one or
two values higher/lower and to repeat smooth adjustment of
torque of 100 % on the indicator. The check within whole
pressure range of the set is performed according to the
calibration table.
77.11.00
Page 607
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
605 to 610

(Manhours)
TABLE OF CALIBRATION
1 MPa = 10.197 kg/cm2 1 kg/cm2 = 0.09806 MPa
Set operational pressures

Indicator scale Transmitter pressure (MPa)
(torque %) 1 2 3 4 5 6 7 8 9 10 11
0 0 0 0 0 0 0 0 0 0 0 0
10 0.093 0.094 0.095 0.096 0.097 0.098 0.099 0.100 0.101 0.102 0.103
20 0.186 0.188 0.190 0.192 0.194 0.196 0.198 0.200 0.202 0.204 0.206
30 0.279 0.282 0.285 0.288 0.291 0.294 0.297 0.300 0.303 0.306 0.309
40 0.372 0.376 0.380 0.384 0.388 0.392 0.396 0.400 0.404 0.408 0.412
50 0.465 0.470 0.475 0.480 0.485 0.490 0.495 0.500 0.505 0.510 0.515
60 0.548 0.564 0.570 0.576 0.582 0.588 0.594 0.600 0.606 0.612 0.618
70 0.651 0.658 0.665 0.672 0.679 0.685 0.693 0.700 0.707 0.714 0.721
80 0.744 0.752 0.760 0.768 0.776 0.784 0.792 0.800 0.808 0.816 0.824
90 0.837 0.846 0.855 0.864 0.873 0.882 0.891 0.900 0.909 0.918 0.927
100 1) 0.930 0.940 0.950 0.960 0.970 0.980 0.990 1.000 1.010 1.020 1.030
106 0.985 0.996 1.007 1.017 1.028 1.039 1.049 1.060 1.070 1.081 1.092
110 1.023 1.034 1.045 1.056 1.067 1.078 1.089 1.100 1.111 1.122 1.133
120 1.116 1.128 1.140 1.152 1.164 1.176 1.188 1.200 1.212 1.224 1.236
Pressure (MPa)
corresponding to set 0.0112 0.0113 0.0114 0.0115 0.0116 0.0118 0.0119 0.0120 0.0121 0.0122 0.0124
inaccuracy of 1 %
NOTE: 1) Calibrating values of pressure for set adjustment

2) Check values of the transmitter pressure (data for manufacturer)
77.11.00
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Jul 1, 2003
WALTER a.s.
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M601E On pages
M601E-21
605 to 610

(Manhours)
1.5 Screw on cover of the calibrating case, secure it and enter

the following data into its certificate:
– S/N of the set instruments
– date of adjustment
– value of pressure corresponding to torque of 100 %
– check measurement of set inaccuracy in accordance
to the table:
Set calibration record - completed by organization performing adjustment
Consecutive Date Transmitter Pressure Set inaccuracy (%) Service hrs Signature
No. S/N corresponding Indicator Transmitter
to torque of
100 % (MPa) 0 20 40 60 80 100 120
1
2
3
5
6
Check measurement should be performed min. at values of 0

and 100 % torque of the indicator at normal ambient
temperature.
In case of acceptable accuracy it is possible to utilize the set till

next overhaul.
77.11.00
Page 609
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
605 to 610

(Manhours)

work
Allowable inaccuracy of the set transmitter/indicator while fed by operating voltage is

shown in the following table:
Indicator range Normal conditions OAT (°C)
Transmitter 0 to 80 °C Indicator +60

-55
Indicator 0 to 40 °C Transmitter +125
operating 80 to 109 % ±2% ±5% ±4%
outside operating range

0 to 79 and 110 to 120 % ± 3.5 % ±7% ±7%
77.11.00
Page 610
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
THE LUN 1333.12-8 INTEGRATED GENERATOR AND PROPELLER

SPEED T RANSMITTER
The integrated generator and propeller speed transmitter operates as a remote engine
speed transmitter. The transmitter of generator speed is mounted in the rear of the engine
on the pad of the accessory gearbox and transmits speed of the engine gas generator. The
propeller speed transmitter is placed in the front part of the engine on the reduction
gearbox.
The transmitters are principally three-phase alternators with a three-phase stator winding
and four-poled rotor made of alnico permanent magnet (magnetically stabilized). They
generate alternating current of frequency directly proportional to speed of the drive. The
LUN 1347-8 generator speed indicator has a dial calibrated in per cent of nominal speed.
The LUN 1348-8 propeller speed indicator is equipped with a dial calibrated in r.p.m. Both
one-pointer speed indicators are included in the airframe installation.
Integrated speed transmitters transmit also electrical pulses for the integrated electronic
limiter unit, the operation of which is included in the engine power rating control, discussed
in section 76.
77.13.00
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MAINTENANCE MANUAL
77.13.00
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
THE LUN 1476-8

TORQUE LIMITER PRESSURE SWITCH
The torque limiter pressure switch is mounted on the bracket in the space of engine air intake
in the plane of the torquemeter transmitter and automatic propeller feathering pressure
switch.
In the inlet screw union of the torque limiter pressure switch there is a pulsations damper,
which damps the pressure pulses in the oil that is supplied to the pressure switch.
The switch operates as torquemeter oil pressure transducer to contacts closing at two
pressure levels.
The base of the switch is formed by a barometric box fitted with a diaphragm. The deflection
of this diaphragm is mechanically transferred to moving contacts of the first and second
levels.
Fixed contacts of respective levels are mounted in insulating inserts, which are fixed on the
body of the transmitter. Pressure adjustment of the point of contact closing of both levels is
performed on a test stand. Adjusting elements are accessible from outside of the instrument;
they are covered with screwed-on cover fitted with de-aeration outlet.
77.15.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
77.15.00
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 403

(Manhours)
The LUN 1476-8 torque limiter pressure switch
- replacement of
1. Removal
1.1 Unlock, loosen and unscrew the nuts of the static pressure
tubes on all transmitters, using spanner s=12 mm.
1.2 Blank.
1.3 Unlock, loosen and unscrew the union nut of the pressure
1.4 Unlock and unscrew the union nut of the connector and pull
out the socket.
1.5 Unlock, loosen and unscrew the nut on the inlet orifice using
spanner s=22 mm.
1.6 Remove the switch and enter appropriate note in the
instrument log.
Z 800 Calibration device Double ended spanner Packing rings

5.5x7 mm 8x12 ČSN 02 9310.3 - 8 pcs
Double ended spanner 11x12 Binding wire dia 0.63 mm
mm of stainless steel 17 246.4
- 0.5m
mm
mm
Spanner
s=15 mm - M601-9027.4
Flat pliers
Nippers
77.15.00
Page 401
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 403

(Manhours)
- replacement of
2. Installation
2.1 Calibrate a new pressure switch type LUN 1476-8 to

ensure the range of the first level limitation switching on
and the range of the limiter intervention.
2.1.1 Calibration of the first level of contact closing.
2.1.1.1 In the Engine Log Book, page 16, find out the
torquemeter oil pressure for torque of 100 %. The oil
pressure for torque of 70 % is to be calculated as
follows:
the pressure for torque of 70 % = the pressure for

torque of 100 % x 0.7.
2.1.1.2 To the calculated value adjust switching of the first

level, following the Technological Instructions 77.15.00,
Page 404 to 408 (Adjustment of the LUN 1476-8
pressure switch).
2.1.2 Second level calibration
2.1.2.1 In the Engine Log Book, page 16, find out the
torquemeter oil pressure for torque of 100 %.
2.1.2.2 This value multiply by coefficient 1.045 to obtain

nominal value for calibration of the second level
switching; adjust switching of second level following
Technological Instructions 77.15.00, page 404 to 408
(Adjustment of the LUN 1476-8 pressure switch).
NOTE: To change limiter intervention by 1 % it is

necessary to change switching pressure for
switch calibration by approximately 0.009 MPa.
77.15.00
Page 402
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 403

(Manhours)
- replacement of
2.2 Insert the switch into the holder, screw on the nut, tighten it
using spanner s=12 mm and lock it.
2.3 Screw on the union nut of the inlet pressure manifold,

tighten it using spanner s=15 (17) mm and lock it.
2.4 Insert the connector socket and tighten the union nut.
De-aerate the installation.
2.5 Assemble the static pressure tubes with new packing rings
8x12 ČSN 02 9310.3 - 8 pcs and tighten the nuts with a
spanner s=12 mm.
2.7 After having replaced the instrument check out the

adjustment of the pressure switch according to the
Technological Instructions, section 77.15.00, page 501.
77.15.00
Page 403
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
404 to 408

(Manhours)
Adjustment of the LUN 1476-8 pressure switch
Introduction
When installing a new switch or after replacement of failed

switch it is necessary to calibrate i.e. to adjust switching of the
I st and II nd level in accordance with oil pressure of the
pertinent engine (pressure for torque of 100 % is shown in the
Engine Log Book).
Only authorized trained staff can adjust the switch. Workshop

with necessary equipment for switch adjustment should be
available.
1. Adjustment
1.1 Install the switch as shown in diagram (refer to Fig. 401)
1.2 Screw off the cover of the calibrating casing and loosen
both securing screws (Fig. 402).
Z 800 Calibration device Double ended spanner Washer

5.5x7 mm 5.2 ONL 3288.2 - 2 pcs
Pressure pump
Double ended spanner 11x12 Washer 4.2 LMN 3290 - 1pc
mm
Double ended spanner of stainless steel 17 246.4
8x9 mm
Spanner
s=15 mm - M601-9027.4
77.15.00
Page 404
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
404 to 408

(Manhours)
1.3 Feed pressure to the switch which is prescribed for I st level

closing. Set the pressure using the check pressure gauge.
Displace the calibrating lever till the position when the
signalling lamp lights up. Slightly tighten the calibrating
screw. Decrease the pressure and repeat check for
switching and readjust the lever if necessary. Tighten the
calibrating screw.
1.4 Adjustment of the II nd level is carried out using the other

lever. Procedure is identical that shown in preceding para.
1.5 Screw on the cover of the calibrating casing, secure and

record into the instrument log the following data:
- S/N of the switch
- date of adjustment
- pressure levels corresponding to I st and II nd level closing
- result of measurement of accuracy of I st and II nd level

closing
Carry out measurement of inaccuracy.
77.15.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
404 to 408

(Manhours)
1.5.1 Measurement of the inaccuracy
Switch inaccuracy must not exceed the tolerances for

calibration pressures by values as shown in the following
table:
Level Ambient temperature 0 to 80 °C -60 °C, +100 °C
I, II ± 0.025 MPa ± 0.05 MPa
1.5.2 Measurement of the inaccuracy of switches should be

performed using test bench as shown in the Fig. 401.
1.5.3 Connect switches to the test bench and perform four to

five pressure cycles (0 to 1.3 to 0.0 MPa) using pressure
pump. Then perform measurement of inaccuracy of I st
and II nd level of contact closing with increasing
pressure. Pressure deviation from adjusted value shown
by check pressure gauge specifies error. The switch is
subjected to vibrations during measurement of the
inaccuracy.
1.6 If other liquid than the engine oil is used as pressure

liquid after adjustment it is necessary to carry out as
follows: to screw off damper, to rinse the pressure boxes
of the switch with engine oil using syringe and again file
with this oil. The damper should be rinsed with clean
petrol and then screwed on again.
77.15.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
404 to 408

(Manhours)
Terminal
Switch
Precise manometer
Source of pressure fluid
R1, R2 LUN 2621.42 relay

Ž1, Ž2 lamp 28 V
R1, R2, R6 resistor 1 kΩ
R3, R4 resistor 2.4 kΩ
D1, D2 diode KY 704-705
T1, T2 transistor KF 506 (KFY 46)
R5 resistor 750 Ω
R7 resistor 6.8 kΩ
T3 transistor KFY 18
ZD zenner diode KZ 260/10 V
DIAGRAM OF THE TEST BENCH

FOR ADJUSTMENT AND CHECK OF THE SWITCHES
Fig. 401
77.15.00
Page 407
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
404 to 408

(Manhours)
Adjusting elements Adjusting lever for setting

of second level contact closing
Adjusting lever for setting

of first level contact closing
Equipment of the workshop for calibration:
a) accurate pressure gauge up to pressure of 1.6 MPa,

accuracy of 0.6 % or better
b) source of the pressure oil - pressure liquid pump
c) source of DC current, voltage of 16 to 32 V, current of max. 1 A
d) device for checking of individual levels closing
e) seal tongs and other normal workshop equipment
Special Z 800 testing device can be used for calibration.
Fig. 402
77.15.00
Page 408
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 504

(Manhours)
Check on adjustment of torque channel
General:
To secure the required range of contact closing of the first level
of limiting and of the range of torque limiter intervention, it is
necessary to check these ranges on each engine after installing
to the airframe, after the LUN 1476-8 pressure switch
replacement and during periodic checkouts.
Check of contact closing of the first limiting level.
1.1 Start up and warm the engine according to instructions
given in the flight operation manual.
1.2 Moving slowly the engine control lever increase the
generator speed till signalling light on the panel „IELU
STBY“ - first limiting level lights on.
1.3 Read the torque value at which the signal „IELU STBY“
appeared.
1.4 The obtained value of torque must be in the range of 65 to
75 %. Otherwise the cause of the defect is to be traced
(check the adjustment of the first level of the pressure
switch according to Technological Instructions 77.15.00,
page 402, point 2.1.1).
Z 800 Calibration device Double ended spanner Washer

5.5x7 mm 5.2 ONL 3288.2 - 2 pcs
Pressure pump
Double ended spanner Washer 4.2 LMN 3290 - 1pc
8x9 mm
Double ended spanner 11x12 of stainless steel 17 246.4
mm
Spanner s=15 mm
77.15.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 504

(Manhours)
2. Torque channel check done by loading the propeller.
2.1 When the engine is warmed up, the propeller control lever is
on the stop corresponding to max. speed, increase the
generator speed by means of the engine control lever up to
the torque range of 103 to 106 %. The value of generator
speed is limited by ITT = 735 °C.
2.2 If the torque of 106 % was not reached the propeller speed
is to be decreased to attain required torque when the
signalling lamp „PARAMETER EXCEEDING“ must be on.
Watch carefully the value of torque corresponding to the
signalling lamp just alight. Torque corresponding to this
point is to be in the range of 103 to 106 %. Propeller speed
can be reduced to value 1700 rpm.
NOTE: If it is not possible to reach this range of torque it is

necessary to carry out the check according to the
point 3.
2.3 If requested values for signalling lamps lighting on

according to point 1.4 and 2.2 were not reached, re-adjust
the LUN 1476-8 pressure switch according to Technological
Instructions 77.15.00, page 403, point 2.1.2. Enter
necessary data into instrument log and repeat the check.
77.15.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 504

(Manhours)
3. Checking the torque channel by means of the pressurizing

pump.
3.1 Disconnect the screw union of tubes Dwg. No. S 601-841

and S 601-840 (manifold feeding oil from torquemeter of
reduction gearbox and manifold distributing oil to devices
LUN 1540.02-8, LUN 3280-8 and LUN 1476-8 and to the
airframe instrument DMP-15A).
3.2 Loosen two nuts LN 5167 of bolts LN 5084, which fasten

bushings M601-8048.8, M601-8060.8 and M601-8061.8 of
the feeding tube M601-840.6 to the front air baffle. Remove
the bushings. Unlock one bolt Dwg. No. LN 5135 that
attaches the bracket Dwg. No. M 601-846 to the pad of the
pin of the containment ring. Unlock and screw off nut of the
pipe M601-840.6 from tube connecting the following
instruments: LUN 1540.02-8, LUN 3280-8, LUN 1476-8 and
DMP-15A. Connect through port (after bushings removal)
outlet of the pressurizing pump.
3.3 Turn on the system of limiters in the cockpit of the airplane.
77.15.00
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Jul 1, 2003
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M601E On pages
M601E-21
501 to 504

(Manhours)
3.4 Using the pressurizing pump increase the oil pressure and
read the value of torque on the indicator in cockpit
corresponding to signalling lamp „PARAMETER
EXCEEDING“ alight. With correct adjustment of LUN 1476-8
pressure switch the signalling lamp should be alight in
torque range of 103 to 106 %.
3.5 If requested values are not reached according to point 3.4

re-adjust the LUN 1476-8 pressure switch according to
Technological Instructions 77.15.00, page 403, point 2.1.2.
Enter necessary data into instrument log and repeat the
check.
3.6 If the values are in accordance with para. 3.4 disconnect

source of pressure oil and connect the pipe Dwg. No. M601-
840.6. Lock the nut with binding wire. Fasten the tube clamp
with bolt using new locking washer 5.2 ONL 3288.2 to pad
of containment ring pin. Pull on bushings on the pipe and
fasten then to the front air baffle using cover sheets and two
bolts LN 5167 with self-locking nuts LN 5167 and washers
LN 5165.
3.7 De-aerate the manifold.
77.15.00
Page 504
Jul 1, 2003
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MAINTENANCE MANUAL
TEMPERATURE MEASURING INSTRUMENTS
The engine is equipped with the following temperature measuring instruments
– interturbine temperature transmitters
– electric resistance oil thermometer transmitter
The first of the above-mentioned instruments has its own indicator and supplies signal to the
integrated electronic limiter unit. The other has a common indicator with oil and fuel
pressure.
77.20.00
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77.20.00
Page 2
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WALTER a.s.
MAINTENANCE MANUAL
TEMPERATURE MEASURING INSTRUMENTS
SERVICING
Temperature measuring instruments require no periodic servicing during operation.
The procedure of replacement of the LUN 1358-8 transmitter of resistance oil thermometer is
described in 77.22.00 and the procedure of replacement of the LUN 1377 interturbine
temperature transmitter is described in 77.21.00.
77.20.00
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MAINTENANCE MANUAL
77.20.00
Page 202
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
LUN 1377-8 INTERTURBINE TEMPERATURE

TRANSMITTER
The set of transmitters together with the LUN 1370.02-8 temperature indicator serve for
remote measurement of interturbine temperature. Temperature transmitters are mounted by
two screws to the outlet casing. There is a set of 9 transmitters per one engine parallel
connected by bus bars and terminated by cable eyes.
The cable eyes are connected by compensation wiring to the LUN 1370.02-8 indicator and to
the integrated electronic limiter unit (LUN 5260.04). These instruments are included in the
The chromel - alumel thermocouples in order to avoid the interchange of leads when parallel
connecting them to bus bars have 4 mm dia hole in the chromel terminal and 5 mm dia hole
in the alumel terminal. Hot gas streaming along the thermocouple shield heats the hot
junction of the thermocouple; resulting thermoelectric force is proportional to the gas
temperature. Resulting voltage is transferred to magneto electric system of the indicator and
to the integrated electronic limiter unit.
Range of operating temperature of thermocouples is from 0 to 900 °C and for a short period
to 1200 °C.
77.21.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
77.21.00
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 405

(Manhours)
Interturbine temperature transmitter
1. Removal
1.1 Using the spanner s=7 mm for chromel outlet and s=9 mm for
alumel outlet release and unscrew the unions on terminals of
thermocouples.
1.2 Using the caulking chisel release lock washers on screws of

thermocouple flanges.
1.3 Using the spanner s=8 mm release and unscrew the screws
fixing the thermocouple flange to outlet casing.
1.4 Remove the thermocouple. In some cases it is necessary to

remove the thermocouple using a screwdriver.
Double ended spanner Bending washer

5.5 x 7 mm 5.2 ONL 3288.2 - 18 pcs

8 x 9 mm
Pipe wrench 7 mm
Pipe wrench 8 mm

9 x 10 mm
Caulking chisel
Screwdriver
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(Manhours)
2. Installation
2.1 Slide the thermocouple in the hole in the outlet casing.
2.2 Slide new lock washers on the screws. Using spanner

s=8 mm, screw and tighten the screws which fasten
thermocouples to the outlet casing.
2.3 Using the caulking chisel secure the lock washers.
2.4 Slide cable eyes of thermocouple harness on screws

connecting outlet wires with thermocouple and tighten
self-locking nuts on the thermocouple terminals using
spanners s=7 mm and s=9 mm.
3. Check on transmitters and thermocouple harness
3.1 Firstly a visual inspection of transmitters and thermocouple

harness has to be carried out. Among the most frequent
defects belong: broken outlet, broken jacket, cracked collar of
transmitter body, damaged isolation of transmitter, broken
cable eye on harness wiring.
If no defect is found at visual inspection the following

measurement is to be carried out:
3.2 The outlets of harness wiring CH-A are to be short-circuited

and insulation resistance between short-circuited outlets and
engine frame is to be measured. Insulation resistance must
be greater than 5 kΩ. It is measured at 100 V (DC) using e.g.
the Megmet.
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(Manhours)
3.3 Then the electrical resistance of parallel joined transmitters

including connecting wiring must be measured. Resistance
R 0.5 is to be measured between outlets of wires CH-A of
section 0.5 mm2 (IELU); resistance R 2.5 is to be measured
between outlets of wires CH-A of section 2.5 mm2 (for
indicator).
R 0.5 is to be within 2.7 to 3.1 Ω
R 2.5 is to be within 0.7 to 1.1 Ω.
It is measured for instance by means of multimeter RFT
1002.500.
3.4 Procedure of check of individual thermocouples on the
engine is as follows:
The alumel bus bar must be disconnected from individual
thermocouples. Using the resistance meter - accuracy class
1 % - resistance of the transmitter is measured at its outlets.
At normal ambient temperature and at relative humidity of
30 to 80 % - the resistance must be within 1.0 ± 0.3 Ω.
The measurement is repeated twice (I, II) at change of
polarity of resistance meter (change in current supply); the
resistance is estimated as a mean value from both
measurements: R = (RI + RII) / 2
3.5 Then the insulation resistance between thermocouple
outlets and outlet casing is measured by means of an
insulation resistance meter (at the voltage of 100 V DC).
The meter is connected with its one pole to disconnected
terminal of the thermocouple and with its other pole to metal
flange of the thermocouple. Insulation resistance must be
min. 50 kΩ at normal ambient temperature and at relative
humidity of 30 to 80 %.
When servicing thermocouple system a due care has to be
paid namely not to overpole, not to short-circuit, not to bend,
not to tear down etc.
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401 to 405

(Manhours)
4. Replacement of temperature transmitters and bus bars

(harness)
4.1 Faulty transmitters are replaced by new ones with the same
group of calibration. Interchanging of calibration groups is
prohibited. The group is marked in the log and on the cover
of transmitter.
4.2 Bus bar (harness) is universal. Damaged bus bar is to be

replaced by a new one.
4.3 Total resistance of the compensating line with connected

bus bar should be 8 ±0.1 Ω at ITT indicator terminal at
ambient temperature of 20 ±5 °C.
Additional adjustment to this value of resistance should be

carried out by means of the RCEJCH. resistor (change in
manganese wire length, the wire is soldered by tin solder).
The resistor is situated in the connector plug of the
compensating line to the indicator (ref. Fig. 401).
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(Manhours)
LUN 1370.02-8
Indicator
Lighting
5V
ALUMEL CHROMEL
RCEJCH.
Resistor
RCEJCH.
The LUN 1377-8

thermocouples
DIAGRAM OF THE CONNECTOR PLUG OF THE COMPENSATING LINE AND

OF THERMOCOUPLES WIRING
Fig. 401
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LUN 1358-8 TRANSMITTER OF ELECTRIC RESISTANCE

OIL THERMOMETER
The transmitter of electric resistance oil thermometer together with the

LUN 1538.01-8/LUN 1538.09-8 triple indicator form a set for remote oil temperature
measurement. The resistance oil temperature transmitter is located at the rear of the engine
on the accessory gearbox. Its sensor is submerged in the oil tank, i.e. it measures the oil
temperature in the oil tank.
The principle of operation of the transmitter is based on physical properties of resistance

winding. Electric resistance varies with the temperature of surrounding medium. Changes in
electric resistance are measured by the triple indicator, which indicates temperature of oil in
centigrade degrees. The triple indicator is located on the instrument panel in the cockpit; it is
included in the airframe installation.
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401 to 402

(Manhours)
LUN 1358-8 electric resistance thermometer transmitter -
replacement of 0.33
1. Removal
1.1 Open the drain valve and drain oil from the tank into a
prepared clean container.
1.2 Unlock the union nut of the 774.24-8 socket, unscrew it and
pull it out from the temperature transmitter.
1.3 Release and unscrew the temperature transmitter from the

casing, using spanner s=19 mm.
Oil container Screwdriver Binding wire dia 0.63 mm

- volume of 10 litres of stainless steel 17 246.4
Flat pliers
- 0.5 m
Nippers
Spanner s=19 mm
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M601E-21
401 to 402

(Manhours)
LUN 1358-8 electric resistance thermometer transmitter -
replacement of 0.33
2. Installation
2.1 Depreserve the temperature transmitter; check it for

possible transport defects.
2.2 Enter the results of check into the appliance log.
2.3 Screw the temperature transmitter together with the packing

ring in the case and tighten it by a spanner s=19 mm.
2.4 Insert the 774.24-8 socket, screw on and tighten the union
nut and secure with locking wire.
2.5 Refill oil into the oil tank.
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M601E-21
501 to 502

(Manhours)
Inspection of the LUN 1358-8 electric resistance
thermometer transmitter
Inspection after 900 ± 30 hours in operation
This inspection is carried out periodically after 900 ± 30 flight

hours. Inaccuracy and insulation resistance of resistance
transmitter are checked. The check is performed as follows:
Transmitter inaccuracy check.
1. The transmitter is removed from the engine according to

Technological Instructions 77.22.00 pages 401 to 402.
Resistance of the transmitter winding is measured at 0 °C
and at +100 °C.
Heater Spanner s=19 mm Water 0.3 l
Container 0.3 l Ice 0.25 kg
Thermometer 100 °C ± 0.1
Connecting cable
Megmet (100 V DC)

insulation tester
Wheatstone bridge
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M601E-21
501 to 502

(Manhours)
Inspection of the LUN 1358-8 electric resistance
thermometer transmitter
a) Resistance measurement is performed at 0 °C by

submersion of the stem of the transmitter up to the
hexagonal part into the melting ice. After 15 minutes of
submersion the resistance of winding is measured using
the Wheatstone bridge instrument, of accuracy class 0.05
or better. The resistance of winding must be 90.1 ± 0.35 Ω.
The resistance is further measured at +100 °C.
b) The same procedure is used when measuring the winding

resistance at +100 °C with that only difference that the
transmitter stem is submerged for a period of 5 minutes
into boiling water. Temperature during this test is
measured by means of thermometer, of accuracy 0.1 °C.
Winding resistance is to be 129.8 ± 0.6 Ω.
When measuring the resistance of winding, the resistance of

the connecting leads must be excluded.
2. Insulation resistance check.
a) The socket is to be disconnected from the LUN 1358-8

transmitter.
b) Using an insulation tester (Megmet) (100 V DC) the

insulation resistance of socket/plug connection of the
instrument is measured. The socket/plug contact is
short-circuited and insulation resistance between them
and the case of the transmitter is measured. Under
standard conditions the insulation resistance is to be min.
20 MΩ.
3. If the measured values exceed the allowed tolerance the

transmitter must be scrapped.
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PRESSURE MONITORING INSTRUMENTS
The following pressure monitoring instruments are used:
– fuel pressure transmitter
– oil pressure transmitter
– oil pressure switch
The first two instruments have a combined indicator together with oil temperature indicator,
the last mentioned instrument transmits signal for the pilot signalling panel in the cockpit.
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PRESSURE MONITORING INSTRUMENTS
SERVICING
Pressure monitoring instruments require no periodic servicing during operation.
Procedure of faulty instrument replacement is described in the following technological

instructions.
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LUN 1559-8/LUN 1559.01-8

FUEL PRESSURE TRANSMITTER
The fuel pressure transmitter is located at the airframe fire bulkhead and senses the fuel
pressure before entering the fuel system of the engine. The transmitter operates together
with a triple indicator type LUN 1538.01-8, which is located on the instrument panel in the
cockpit. Fuel to the transmitter is fed through the union on the airframe bulkhead in the left
lower part of the fuel inlet manifold of the engine. The measuring range of the instrument is 0
to 1.6 MPa, the working range for the engine is 0.05 to 1.2 MPa.
Fuel pressure transmitter operates on the basis of the deflections of diaphragm caused by
fuel pressure, thus electrical properties of the exciting coils are changed. The deflection of
diaphragm changes the air gap between the yoke and exciting coils and consequently
changes the reluctance of magnetic circuit. By change in reluctance also the magnetic flux in
the circuit is changed. Change in magnetic flux causes proportional changes of exciting coils
inductivity and impedance. Electric currents in the coils turn by the transmitter armature. The
position of the transmitter armature is the same as the position of the pointer in the
evaluating mechanism of the triple indicator.
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M601E On pages
M601E-21
401

(Manhours)
The LUN 1559-8/LUN 1559.01-8 fuel pressure transmitter
- replacement of 0.50
Replacement of the fuel pressure transmitter, is performed

according to instructions given by the airplane manufacturer.
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LUN 1558-8/LUN 1558.01-8

OIL PRESSURE TRANSMITTER
The oil pressure transmitter is located on the airplane fire bulkhead; it indicates engine oil
pressure. The LUN 1558-8 transmitter operates with the triple indicator, type LUN 1538.01-8
and the LUN 1558.01-8 transmitter operates with the triple indicator, type LUN 1538.09-8.
The triple indicator is located on the instrument panel in the cockpit. Oil is fed to the
transmitter from the union on the manifold supplying oil to the pressure switch at the rear wall
of the accessory gearbox.
The principle of operation is the same as that of the fuel pressure transmitter.
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M601E On pages
M601E-21
401

(Manhours)
LUN 1558-8/LUN 1558.01-8 oil pressure transmitter
- replacement of 0.50
Replacement of the oil pressure transmitter is performed

according to the instructions given by the airplane manufacturer.
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1.25K LUN 1469.32-8 PRESSURE SWITCH
The pressure switch is located on the top of the engine, in the contact plane of the
compressor inlet casing and the accessory gearbox.
This switch signalises oil pressure drop in the oil system. A signalling lamp on the panel in
the cockpit is connected into the circuit of the pressure switch. When oil pressure drops
below 0.125 MPa the signalling lamp is on. When the oil pressure rises again the lamp is
switched off.
The pressure measuring system of the instrument consists of a measuring piston with a
limited stroke and a spring with adjustable force. Pressure oil fed into the instrument acts on
the piston. When pressure drops under the nominal value the spring moves the piston. This
motion is transferred by a rod to microswitch which closes the circuit and the signalling lamp
on the panel signals the oil pressure drop in the oil system. When the pressure rises again
the microswitch opens the signalling lamp circuit and the light is switched off.
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M601E On pages
M601E-21
401 to 402

(Manhours)
Replacement of the 1.25K LUN 1469.32-8 pressure switch
(minimum oil pressure signaller) 1.50
1. Removal
1.1 Unlock and unscrew the connector union nut and remove
the socket.
1.2 Unlock, loosen and unscrew the union nut of inlet manifold,
using spanner s=15 (17) mm.
1.3 Unlock, loosen and unscrew the bolt on the pressure switch
holder, using spanner s=11 mm.
1.4 Remove the transmitter and enter the necessary information

into the instrument log.
Z 800 Calibration device Flat pliers Packing rings

8x12 ČSN 02 9310.3 - 2 pcs
mm Binding wire dia 0.63 mm
mm
Spanner
s=15 mm M601-9027.4
Nippers
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M601E On pages
M601E-21
401 to 402

(Manhours)
Replacement of the 1.25K LUN 1469.32-8 pressure switch
(minimum oil pressure signaller) 1.50
2. Installation
2.1 Make ready the new pressure switch for installing on the
engine.
2.2 Insert the pressure switch into the holder, screw on the nut
and tighten by a spanner s=11 mm.
2.3 Screw on the union nut of inlet manifold and tighten by a

spanner s=15 (17) mm.
2.4 Insert the connector plug and tighten the union nut.
2.5 Lock all joints.
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LUN 1581-8 MINIMUM OIL LEVEL SIGNALLER
The LUN 1581-8 minimum oil level signaller is located in the lower part of the engine on the
accessory gearbox.
The role of this transmitter is to signal the oil level drop when the engine is at rest. There is a
signalling lamp on the instrument panel in the cockpit that is alight after push button
depressing while the engine is at rest if the oil level would drop below the admissible level.
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M601E On pages
M601E-21
401 to 402

(Manhours)
The LUN 1581-8 minimum oil level signaller - replacement of
1. Removal
1.1 Drain oil from the accessory gearbox.
1.2 Unlock and disconnect the socket/plug connection.
1.3 Using the caulking chisel unlock bending lock washers on

the signaller flange.
1.4 Using the spanner s=8 mm loosen and unscrew the bolts on
signaller flange.
1.5 Remove the signaller.
Caulking chisel Washer

5.2 LMN 3290 - 5 pcs
8x9 mm
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M601E On pages
M601E-21
401 to 402

(Manhours)
The LUN 1581-8 minimum oil level signaller - replacement of
2. Installation
2.1 Insert the signaller into the hole for signaller in the lower
part of the accessory gearbox.
2.2 Put the new lock washers on the bolts, screw the bolts and
tighten them by the spanner s=8 mm.
2.3 Using the caulking chisel secure the bending lock washers.
2.4 Connect the socket/plug connection to the signaller, tighten

the union nut and secure it with locking wire.
2.5 Pour oil through the filling neck into the accessory gearbox.
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CRITICAL PARAMETERS LIMITING INSTRUMENTS
Critical parameters limiting instruments are incorporated in the control system of the engine.
They include the integrated electronic limiter unit and the pressure switch for automatic
propeller feathering.
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CRITICAL PARAMETERS LIMITING INSTRUMENTS
SERVICING
The LUN 3280-8 pressure switch for automatic propeller feathering, requires no periodic
servicing during operation.
Working procedure for replacement of damaged instrument - if necessary - is given in the

technological instructions 77.52.00, pages 401 to 402.
The LUN 5260.04 integrated electronic limiter unit (IELU), its servicing and replacement - if
necessary - is carried out according to instruction given by the airplane manufacturer.
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LUN 5260.04
INTEGRATED ELECTRONIC LIMITER UNIT
TROUBLESHOOTING
The LUN 5260.04 device is designed as a system of five independent limiters with common
outlet. A failure can be characterized as the condition of this device at which any of
corresponding parameters is out of tolerance given in flight operation manual.
A failure of the LUN 5260.04 IELU can be discovered using the Z 1086 device.
Discovery of a faulty element and remedy can be carried out only by the manufacturer or by
a service center that disposes of workers trained in the manufacturing plant.
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M601E On pages
M601E-21
301

(Manhours)
LUN 5260.04 Integrated Electronic Limiter Unit (IELU)
- Servicing
Servicing
The LUN 5260.04 device has no adjusting elements and does

not require any servicing. It is switched on to operation in
conditions given in the flight manual by the switch located
on the ceiling panel in the cockpit of the airplane.
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M601E On pages
M601E-21
801

(Manhours)
The LUN 5260.04 Integrated Electronic Limiter Unit (IELU)
- repairs of
Current repairs See

page 101
Can be performed provided the seals remain intact. If the
instrument seal is removed only personnel by the manufacturer
or approved service center are authorized to realize the repairs.
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LUN 5260.04
INSTRUCTIONS FOR INSTRUMENTS STORAGE
1. The products accepted by customer’s representative and packed in boxes are stored in
heated and well-ventilated rooms. Air temperature must be minimum +10 °C and
maximum +30 °C. Relative humidity of air is to be 40 to 70 %. Abrupt temperature
changes are unacceptable.
2. The floors in storage rooms must be made of wood with protective coating, of xylolith or
covered by paving tiles; they must not be made of concrete, cement or of pressed soil.
The products are deposited on shelves made of wood having relative humidity max. 20
%. The shelves must be standing 40 cm in front of the wall as the minimum. The
shelves must be provided with curtains made of light cloth in order to protect
instruments from dust and radiation of sun.
3. Storing rooms must be protected from various gas as chlorine, ammonia vapours etc.
Storing of chemical substances, especially acids and lyes is prohibited.
4. Entry into storehouses of ready-made products where the products accepted

by customer’s representative are stored is allowed only to persons accompanied
by the customer’s representative.
NOTE: If the instruments are delivered individually (as spare parts for example) to regions
with heavy climatic conditions the packing and preservation technique of products
must comply with requirements for overseas transport and storage in tropical
conditions. This requirement must be stated in the order.
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LUN 5260.04
INSTRUMENTS TRANSPORTATION
1. Cardboard boxes can be in no case used as shipping packing. During transport the
instruments in cardboard boxes must be put into a transportation case made of hard
material and big enough provided with waterproof layer or internally lined with
bituminous paper according to ČSN 50 3460 (GOST 515-41). Cases containing
products must be protected from displacement during transport. Empty space between
the boxes must be filled with dry wood or paper wool or with other convenient damping
material. The minimum distance between the walls of the case and cardboard boxes
must be 50 mm. The space between walls of the case and cardboard boxes must be
filled with wood wool or similar damping materials as well.
2. Using a template designate by unwashable marking as follows:
a) a number of packing list
b) „Handle with care“, „Instruments“
c) “Do not drop“, „Do not toss“
d) „Upside“, „Open here“
Markings according to points a), b), c) are applied on two side walls of the case
whereas marking according to point d) on the cover. Besides on one of side walls of
the case the address of supplier and consignee must be stated. The case must be
closed by iron bands and sealed with seals of customer and manufacturer. For local
transport the manufacturer will agree the suitable way of transport with customer’s
representative.
3. Into each case a packing list must be put stating contents of the case. The list must be
put into an envelope and under waterproof paper in the upper part of the case to
protect it from any damage.
4. Cardboard boxes and cases must be made according to standards or drawings of the
manufacturer. These drawings must be approved by customer’s representative and
must be enclosed to design drawings of products.
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5. Inner packing (cardboard boxes) must be rigid and able to protect the product during
transport.
6. The outer packing (case) must sufficiently protect boxes with products during transport
on the railroad and in freight automobile riding on paved and even unpaved roads.
Material of the outer packing (case) must not contain more humidity than 20 %.
7. The case must be able of repeated use in transport of products from storehouse.
8. Gross weight of the case must not exceed 50 kg. Quantity of boxes that can be put into
the case must be stated for every product separately, with the consent of customer.
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LUN 3280-8 PRESSURE SWITCH FOR

AUTOMATIC PROPELLER FEATHERING
The pressure switch for automatic propeller feathering is located on a bracket in the space of
engine intake in the same plane as the torque transmitter and torque limiter pressure switch.
The pressure switch has two levels of contact closing. At the higher pressure level it closes
the circuits for automatic trimming of airplane rolling in the electric installation of the airplane
and blocks the function of automatic feathering of the second engine. At the lower pressure
level it closes circuit of automatic feathering, by an independent pair of contacts switches the
limiter over to the lower level of ITT limit when starting-up the engine and simultaneously
switches on a circuit limiting the rate of temperature growth.
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M601E On pages
M601E-21
401 to 402

(Manhours)
The LUN 3280-8 automatic propeller feathering pressure
switch - replacement of 1.00
1. Removal
1.1 Unlock, loosen and unscrew the static pressure manifold

nuts, at all transmitters, using spanner s=12 mm.
1.2 Unlock, loosen and unscrew the union nut of inlet pressure
1.3 Unlock and unscrew the connector union nut and remove
the socket.
1.4 Unlock, loosen and unscrew the inlet union nut, using
spanner s=27 mm.
1.5 Remove the transmitter and entry a note into the instrument
log.
Z 800 calibrating device Double ended spanner 11x12 Packing rings

mm 8x12 ČSN 02 9310.3 - 8 pcs
Double ended spanner 14x17 Binding wire dia 0.63 mm

mm of stainless steel 17 246.6
- 0.5 m
mm
Spanner
s=15 mm M601-9027.4
Nippers
Flat pliers
77.52.00
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M601E On pages
M601E-21
401 to 402

(Manhours)
The LUN 3280-8 automatic propeller feathering pressure
switch - replacement of 1.00
1. Installation
2.1 Make ready a new instrument for installation on the engine

according to instructions in the instrument log.
2.2 Insert the transmitter into the holder, screw on the nut and
tighten with a spanner s=27 mm.
2.3 Screw on the union nut of inlet manifold and tighten by a

spanner s=15 (17) mm.
2.4 Insert the connector socket and tighten the union nut.
De-aerate the installation.
2.5 Install the static pressure manifold using new packing rings
8x12 ČSN 02 9310.3 - 8 pcs and tighten the nut by a
spanner s=12 mm.
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MAINTENANCE MANUAL
LUN 5260.04
INTEGRATED ELECTRONIC LIMITER UNIT (IELU)
The LUN 5260.04 IELU is a part of a two-level system of parameters limiting, as a

supplementary unit to the main control system of the engine. The device is mounted in the
airframe. Together with the LUN 6590.05-8 fuel control unit it protects the engine by power
limiting i.e. by decreasing the fuel supply in case when one or more limited parameters of the
engine exceed the nominal value. These parameters are as follows:
– generator speed nG
– propeller speed nV
– interturbine gas temperature ITT
– propeller shaft torque Mk
– rate of interturbine temperature increase (dITT/dt)
Input signals are fed to the LUN 5260.04 IELU from the respective transmitters and switches.
The output control current the value of that is proportional to the value of the excess and the
number of signals of exceeded limited parameters - is fed into the LUN 6590.05-8 fuel control
unit that reduces the engine fuel supply.
The LUN 5260.04 IELU is an electronic instrument incorporating semiconductor elements

(transistors, integrated circuits). Individual components are mounted on printed circuit cards.
Electric input and output is put in effect by means of the socket/plug connectors except the
compensation lines of thermocouples that are connected to a special terminal board by cable
eyes. Card circuits are fastened in a frame and the whole unit is spring-mounted in the
airframe.
The IELU is not fitted with actuating elements. The design of the IELU enables testing of
control channels of the generator speed nG, propeller speed nV and the propeller shaft torque
Mk by means of the „TEST“ circuit. This is put in operation by the switch and the press-button
that is located on the front panel. The control channel of the interturbine temperature limiter
ITT is checked by switching-on the „IELU“ switch that is located on the instrument panel of
the airplane.
Block diagram is shown in Fig. 1.
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fnG
fnV
U ITT
UMk
dITT +
U
LUN 6590.XX dt voltag 28 V
e
LUN 5260.XX
-
„K“
Indication of
parameter
exceeding
BLOCK DIAGRAM OF THE IELU IN THE ENGINE CONTROL SYSTEM

Fig. 1
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The wire to „First level of limiting“ signaller and the wire to signalling lamp „PARAMETER
EXCEEDING“ are connected by means of the socket/plug connections to the IELU
Description of electronic circuits
The limiters of nG, nV, ITT, Mk, dITT/dt, the final signalling stage, power source and the
supplement for two-level limiting are connected to four printed cards. The circuit for the
generator and propeller speed limiting levels „TEST“ is located in the instrument and it is put
in effect by the switch and the push-button on the front panel of the IELU.
Limiter of nG
The input signal of voltage UnGef = 3.5 V is of almost sinusoidal shape with frequency
proportional to the gas generator speed. This is fed from the LUN 1333.12-8 transmitter into
conditioning circuit of the limiter nG. Here the signal is converted to pulses that activate a
monostable flip-flop circuit the output of that are rectangular alternating pulses. These pulses
are further changed in the converter into DC voltage that is proportional to the input signal
frequency from the LUN 1333.12-8 transmitter. The comparator-amplifier compares this
voltage with a reference voltage that corresponds to nominal voltage of nG signal for
beginning of intervention. Reference voltage is corrected for ambient air temperature that is
transferred by P-5(7) transmitter. The comparator lets through only the signals of positive
speed deviations into the end stage. In the end stage the deviation voltage is converted into
equivalent current that feeds the LUN 6590.05-8 electrohydraulic transducer (EHT) across
the relay contacts.
Limiter of nV
The propeller speed limiter nV works quite analogically to the generator speed limiter nG.
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Limiter of ITT
The voltage from the LUN 1377-8 thermocouples is fed by compensating line (that is parallel
to compensating line of the indicator) to terminal block of the LUN 5260.04 IELU to that the
input bridge circuit of the temperature limiter is connected. In the input bridge circuit - that
can be characterized by constant current - a voltage control difference is created and by the
help of resistor located in inlet hollow terminal a compensation of the circuit to the
temperature of the terminals is effected. Due to the voltage drop on the resistor when the
electronic switch is closed the reference value of ITT is reduced to the value of „CHECK“
mode. The electronic switch is closed either by a push-button in the cockpit or by closing the
switch contact of the LUN 3280-8 automatic feathering unit during the period of the starting
panel operation.
The control voltage deviation is then amplified in a symmetrical amplifier and the positive
deviation is fed into the correction amplifier; further function is similar to the function of the nG
limiter.
Limiter of torque Mk
From the contact of the LUN 1476-8 pressure switch of torque limiter, the signal voltage
U = 10 V is fed to the output amplifier. In the amplifier the voltage of the signal is converted
into current that feeds the LUN 6590.05-8 electrohydraulic transducer through the contacts of
the relay.
Limiter of dITT/dt
The signal from the thermocouples is fed to the derivative amplifier. At the output of the
derivative amplifier there is a DC voltage that is proportional to the rate of thermocouples
voltage increase (temperature rise). The voltage proportional to the temperature rate is
filtered and applied on the comparator circuit where it is compared with the reference voltage
corresponding to the nominal rate. Positive deviation from the required rate is passed
through the contacts of the relay to the correction amplifier and further operation is similar to
that of the limiting member of nG. The relay is closed and thus the limiter dITT/dt is effective
only on „CHECK“ mode or on „START “ mode of the engine when the push-button „IELU“ is
short-circuited by the contact of the LUN 3280-8 automatic feathering switch or by the
starting panel timing relay.
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Two levels of limiting
Two levels of limiting according to the permitted decrease in engine rating enables the relay
that by its contacts connects the electro-hydraulic transducer in the fuel control unit to the
end stage of the IELU, i.e. to the control current source.
The relay contacts connect the electro-hydraulic transducer to the IELU outlet stage under
the conditions as follows:
1. the undercarriage switch is closed (undercarriage retracted) and the radioaltimeter

output voltage on the „Instrument“ input corresponds with the prescribed flight altitude
(above 700 m SOL to app. 3700 m ISA).
2. the propeller switch is on (signalling of the propeller pitch under the minimum flight
pitch),
3. the torque transmitter contact is closed as the prescribed torque is reached - first level of
limiting,
4. the relay in the limiter circuit of dITT/dt is closed (mode „START“ or mode „CHECK“).
The instrument provides the limiting system quite automatically with:
1. switching over of the first limiting level to the second limiting level and back in the
prescribed flight altitude (app. 700 m SOL) and when the undercarriage has been
retracted or lowered; further the switch-over to the first limiting level when
radioaltimeter is off;
2. switching - over to the second limiting level when reversing or starting the engine.
„CHECK“ mode circuit
„CHECK“ mode is switched on by pushing the push button „IELU“ on the front instrument
panel of the airplane or by closing the contacts of automatic feathering switch when timing
relay is put in operation at engine starting. By closing any of these contacts an accessory
voltage source in the LUN 5260.04 IELU is activated. This reduces nominal value of the input
signal for intervention of ITT limiter. In this way the limiting function of temperature limiter
during starting is carried out. Simultaneously this mode enables to check ITT limiter function
during engine operation - by depressing the push-button IELU when the temperature ITT is
higher than the pre-set value for decreased rating.
In the „CHECK“ mode the limiter dITT/dt is put in operation. The function of other limiters is
not changed in this mode.
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„TEST“ circuit
The „TEST“ circuit that is housed in the instrument and is actived by the switch on the front
panel of IELU enables to check the function of the limiters of the generator speed nG, the
propeller speed nV and the torque Mk. The check is carried out by a consecutive decreasing
reference level of limiting values set in individual channels by the aid of connected resistor.
No 1 position of the switch corresponds to normal operation and to the check of the
channel for limitation of corrected generator speed.
No. 2 position of the switch corresponds to the check of channel for limitation of generator
true speed nG.
No. 3 position of the switch corresponds to the check of channel for limitation of the propeller
speed nV.
No. 4 position of the switch corresponds to the check of channel for the torque Mk limiting.
Signalling
1. Light signal of closing of the relay that connects the electro-hydraulic transducer in fuel
control unit to the IELU output is indicated by a signalling lamp in the cockpit.
2. Signalling of the controlling current at IELU output is indicated by the signalling lamp on
the panel in the cockpit. An electronic switch activates this lamp every time the control
current appears at the IELU output. This signalises intervention of any of the limiting
channels.
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M601E On pages
M601E-21
401

(Manhours)
The LUN 5260.04 integrated electronic limiter unit
- removal and installation of 1.00
Removal and installation
The device is located on the ceiling panel in the cockpit of the

airplane.
The installation of the device consists of:
- inserting of the device into socket/plug connector in the 990-P7

spring-mounted frame
- connecting of Chr and Al eyes and grounding terminal of the

compensation wiring on the front panel of the instrument.
Removal is carried out in reverse sequence.
After the instrument replacement check the intervention of

limiters according to the Technological Instructions 77.55.00
page 501.
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M601E On pages
M601E-21
501

(Manhours)
The LUN 5260.04 integrated electronic limiter unit,
adjustment and testing 1.00
Adjustment and testing
- The LUN 5260.04 instrument has no adjusting elements.
This instrument may be tested using appropriate testing

equipment. Using this equipment the reference levels of input
signals for the start of intervention are tested according to the
values mentioned in the instrument log. Also signalling and the
„Check“ mode are tested. The LUN 5260.04 instrument can be
partly tested as installed in the aircraft. This is performed by
functional testing of limiters operation according to the Airplane
Flight Manual, as follows:
1. Ref. the Technological Instructions 77.55.00 page 601 to 604
2. Check switching of the first level of limiting - see the Airplane

Flight Manual
3. Limiter operation check by interturbine temperature (ITT)

limiting - see the Airplane Flight Manual.
4. Check of function of the channel for the torque Mk limiting -

see the Airplane Flight Manual.
Z 796 a
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M601E On pages
M601E-21
601 to 604

(Manhours)
Integrated electronic limiter unit check
using the „TEST“ circuit 1.00
1. Generator speed limiter check (corrected values)
1.1 Start the engine and warm it up according to the Airplane

Flight Manual
1.2 In the passenger cabin between the 14th and 15th

bulkheads remove the left and right ceiling panels.
1.3 On the LUN 5260.04 IELU set the „TEST“ switch to position 1.
1.4 Set the ground idle.
1.5 Press the IELU push-button and the „TEST“ push-button.
1.6 Slowly moving the engine control lever (ECL) increase the
generator speed. (The propeller control level PCL must be
in position for maximum propeller speed).
1.7 Read the generator speed at that the signalling lamp

„PARAMETER EXCEEDING“ is alight.
1.8 If function of the generator speed limiter is correct the signal

light must be illuminated at the generator speed of 81 to 86
%.
1.9 When a difference is found out check the connecting wiring.

The defect can be rectified by replacement of the
LUN 1333.12-8 transmitter or the LUN 5260.04 IELU.
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M601E On pages
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601 to 604

(Manhours)
2. Generator speed limiter check (true values)
2.1 At the ground idle turn the switch „TEST“ into position 2.
2.2 Press the „IELU“ push-button and the „TEST“ push-button.
2.3 Slowly moving the engine control lever ECL increase the
generator speed. (The propeller control lever PCL must be
in position for maximum propeller speed).
2.4 Read the generator speed at that the signalling light

„PARAMETER EXCEEDING“ is alight.
2.5 With correct function of the generator speed limiter the Replacement of
signalling light must be switched on at generator speed 81 LUN 1333.12-8
or
to 86 %.
LUN 5260.04
2.6 When a difference is found out rectify the defect by

checking the wiring or replacing the LUN 1333.12-8
transmitter - or the LUN 5260.04 IELU.
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M601E On pages
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601 to 604

(Manhours)
3. Propeller speed limiter check
3.1 At the ground idle switch over the „TEST“ switch into the
position 3.
3.2 Press the „IELU“ and the „TEST“ push buttons.
3.3 Slowly moving the engine control lever ECL increase the
generator speed. (the propeller control lever PCL must be in
position of maximum propeller speed).
3.4 Read the propeller speed at that the signalling lamp

„PARAMETER EXCEEDING“ is switched on.
3.5 With correct function of propeller speed limiter the signalling Replacement of
lamp must be switched on at the propeller speed in the LUN 1333.12-8
or
range of 1544 to 1640 r.p.m.
LUN 5260.04
3.6 If a difference was found rectify the defect by checking the

wiring, or/and replacing the LUN 1333.12-8 transmitter, or
the LUN 5260.04 IELU.
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M601E On pages
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601 to 604

(Manhours)
4. Torque limiter check
4.1 At the ground idle switch over the „TEST“ switch into
position 4.
4.2 Press the „TEST“ push-button on the LUN 5260.04.
4.3 Move slowly, the engine control lever ECL into the position
for take-off rating.
4.4 The correct function of the limiter is shown by intermittent LUN 5260.04
signal of the signalling lamp „PARAMETER EXCEEDING“ in replacement
the range of Mk = 65 to 75 %.
4.5 When not functioning correctly rectify the defect by

replacing the LUN 5260.04 IELU.
4.6 After having finished the IELU check switch over the „TEST“
switch into position 1.
4.7 Shut-down the engine according to the procedure given in

the Airplane Flight Manual.
4.8 Fasten the ceiling panels in the passenger cabin.
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M601E On pages
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605 to 606

(Manhours)
Check on operation of the Integrated Electronic Limiter Unit
1. Check of the first level of limiting switching on
1.1 Start up the engine and warm it up.
1.2 Moving slowly the engine control lever increase the

generator speed.
1.3 Read the value of torque at that the signalling lamp „IELU
STBY“ is alight - the first limiting level.
1.4 This value is to be within 65 to 75 %. Otherwise it is

necessary to find the cause of trouble.
2. Check by limiting the ITT at ambient temperatures above –

10 °C
2.1 At engine rating corresponding to the acceleration datum

press the push-button, „IELU CHECK “.
2.2 Displace slowly the engine control lever up to the position

corresponding to max. generator speed. The propeller
control lever must be in a position corresponding to the
maximum propeller speed. Correct function of limiters is
proved by the fact that after reaching the ITT limit the
generator speed does not increase even if the engine
control lever is moved further towards the position of
maximum generator speed.
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M601E On pages
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605 to 606

(Manhours)
Check on operation of the Integrated Electronic Limiter Unit
CAUTION:
IF THE INTER-TURBINE TEMPERATURE IS INCREASING
ABOVE THE LIMIT 680 °C IT IS PROHIBITED TO
CONTINUE INCREASING GENERATOR SPEED. ENGINE
CONTROL LEVER IS TO BE RETURNED TO INITIAL
POSITION AND THE CAUSE OF TROUBLE MUST BE
ELIMINATED.
2.3 Read the mean value of inter-turbine temperature. Check

the signal „PARAMETER EXCEEDING“ on the panel.
2.4 The mean inter-turbine temperature during the check is to

be within 623 to 680 °C. Otherwise it is necessary to find out
the cause of trouble.
2.5 Slow down to the acceleration datum. Check extinction of

signal „PARAMETER EXCEEDING“ on the panel.
2.6 Release the push-button „IELU check“
2.7 During the check on IELU function according to points 2.1 to

2.6 fluctuations of generator speed, propeller speed, inter-
turbine temperature and torque are admitted.
NOTE: At lower temperatures, as far as the IELU

intervention as described above has not been put
into effect it is necessary:
a) turn on the airplane heating
b) turn on the nacelle heating at the intake duct inlet
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MAINTENANCE MANUAL
MAINTENANCE PART No. 0982055
M601E On pages
M601E-21
601 to 602

(Manhours)
LUN 5223 generator speed derivative element - check of
1. Start and warm up the engine according to the Airplane Flight

Manual.
2. In the passenger cabin between the 14th and the 15th

bulkheads remove the left and the right ceiling panels
fastened by self-holding stripes VELCRO.
3. Push the button „IELU“ and hold it in pushed down position

during the whole testing time.
4. Set a higher engine rating by the ECL. This has to be just

under the IELU intervention level so that the signalling lamp
„PARAMETER EXCEEDING“ will be still not alight.
5. Switch over the „TEST“ switch on the LUN 5260.04 IELU to

position No. 4.
6. Push the TEST push-button on LUN 5260.04 for app. 0.5 sec
and then release for 1 sec and push again.
7. When pushing the push-button for the second time follow the
signalling of LED on the LUN 5223 derivative element which
at correct function of the instrument must be alight for about
3 sec. If the LED does not operate or if it does in another
phase of the test, the instrument is defective.
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MAINTENANCE PART No. 0982055
M601E On pages
M601E-21
601 to 602

(Manhours)
LUN 5223 generator speed derivative element - check of
8. Release the push-buttons „IELU“ and „TEST“ and switch

over the „TEST“ switch to position 1.
9. Shut-down off the engine according to the procedure given

in the Airplane Flight Manual.
10. Fasten the ceiling panels in the passenger cabin.
NOTE: During normal engine operation the diode is on/off

in accordance with the derivative element
intervention.
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78
EXHAUST SYSTEM
WALTER a.s.
MAINTENANCE MANUAL
RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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Section - Section -
point point
78 „Record of
2 Jul 1, 2003
78 „Review of
2 Blank Jul 1, 2003

2 Blank Jul 1, 2003
78.10.00 1 Jul 1, 2003

2 Blank Jul 1, 2003
101 Jul 1, 2003

102 Blank Jul 1, 2003
401 Jul 1, 2003

402 Jul 1, 2003
601 Jul 1, 2003

602 Blank Jul 1, 2003
801 Jul 1, 2003

802 Jul 1, 2003
803 Jul 1, 2003
804 Blank Jul 1, 2003

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CONTENTS
78.10.00 EXHAUST NOZZLES

- Troubleshooting
- Exhaust nozzle-replacement of - left M601-418.7
- right M601-419.7
- Exhaust nozzle-visual inspection
- Exhaust nozzle repair
- Welding of exhaust nozzle cracks
78 „CONTENTS“
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78 „CONTENTS“
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EXHAUST NOZZLES
Engine air path is terminated by two exhaust nozzles which direct hot gas from the exhaust
system into ambient atmosphere. The nozzles change the direction of streaming gas from
radial into approximately axial direction, with a small deviation downwards.
Each exhaust nozzle consists of a flange, and a shell. The bends are attached to the outlet
duct on opposite sides, app. in a horizontal plane. Each nozzle, incl. its insert, is fastened to
the flange of the outlet casing by means of bolts and nuts.
Exhaust nozzles are welded from stainless steel.
78.10.00
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78.10.00
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EXHAUST NOZZLES
TROUBLESHOOTING
Con.
No.
1. Crack on nozzle Increased local dynamic See TI 78.10.00,

stresses pages 601, 801, 802
2. Deformation in exhaust Foreign body impact See TI 78.10.00,

nozzle shell pages 601, 801, 802
78.10.00
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78.10.00
Page 102
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M601E On pages
M601E-21
401 to 402

(Manhours)
Exhaust nozzle-replacement of - left M601-418.7
- right M601-419.7
1. Removal
1.1 Using the caulking chisel M601-9026.4 unlock lock washers

at all 8 nuts that keep the exhaust nozzles attached to the
engine outlet casing.
1.2 Loosen and screw off the LN 5281 nuts using flat-box or
side-spanner s=9 mm and remove the lock washers, then
pull out the bolts M601-4556.6.
1.3 Remove the exhaust nozzle manually.
CAUTION: AT EXHAUST NOZZLES REMOVAL THE

M601-467.7 INSERT MUST REMAIN
ATTACHED TO THE OUTLET CASING. WHEN
REMOVING THE NOZZLES - ONLY ONE OF
BOTH SCREW CONNECTIONS CAN BE
LOOSENED. BOTH NOZZLES MUST BE NOT
REMOVED SIMULTANEOUSLY.
Hammer Lock washers

6.2 ONL 3288.2 - 8 pcs
Caulking chisel
M 601-9026.4
Screwdriver
Flat-box or side spanner

s=9 mm
78.10.00
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MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 402

(Manhours)
Exhaust nozzle-replacement of - left M601-418.7
- right M601-419.7
2. Check both mating surfaces of exhaust nozzles and

M601-467.7 inserts.
2.1 Fit the new exhaust nozzle.
CAUTION: BECAUSE OF DIFFERENT SHAPE OF THE

RIGHT AND THE LEFT EXHAUST NOZZLE,
FIT THEM ON THE ENGINE, WITH FLANGE
RECESS R10 ALWAYS FACING UPWARDS,
PROVIDED AT THE SAME TIME THE
DIRECTION OF GAS STREAM IS APPR.
OPPOSITE TO THE DIRECTION OF FLIGHT.
2.2 Fit in the bolts with lock washers, slide the 6.2 ONL 3288.2
lock washers under the nuts and screw on the LN 5281
nuts.
2.3 Hold the lock washers in proper position by a screwdriver

while tightening the nuts using spanner s=9 mm.
2.4 Lock the nuts by lock washers using caulking chisel and a
hammer.
3. Enter the exhaust nozzle replacement the Engine Log Book.
78.10.00
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M601E On pages
M601E-21
601

(Manhours)
Exhaust nozzle-visual inspection
0.33
1. Check visually the exhaust nozzle shell for cracks and See TI
deformation. 78.10.00
Pages 801
to 802
2. Check locking of nozzle fastening bolts. See TI

78.10.00
Page 101
78.10.00
Page 601
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78.10.00
Page 602
Jul 1, 2003
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MAINTENANCE MANUAL
M601E On pages
M601E-21
801 to 802

(Manhours)
Exhaust nozzle repair
1.5
1. Remove the damaged exhaust nozzle. See pages

401 to 402
2. Establish the extent of cracks using the dye penetrate

process. Should the nozzle be repaired on aerodrome the
ends of cracks are to be found by means of a 10-times
magnifying glass.
3. Cracks that enter the spot welds on the upper and lower
side of the nozzle are to be repaired as follows:
3.0.1 Cracks up to 20 mm length: At the ends of cracks the

holes of 1.5 mm dia are to be drilled to stop further
propagation of the crack; sharp edges of holes are to be
rounded.
3.0.2 Cracks longer than 20 mm: the nozzle is to be removed Welding

and sent in a repair shop. according to
TI 78.10.00,
page 803
10 times magnifying glass 1.5 mm dia drill
Kit for dye penetrate

inspection
78.10.00
Page 801
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MAINTENANCE MANUAL
M601E On pages
M601E-21
801 to 802

(Manhours)
Exhaust nozzle repair
1.5
3.1 Repair of the cracks starting at the reinforcing border of

the nozzle:
3.1.1 If cracks are found, remove the nozzle and send it to the Weld
repair shop. according to
78.10.00
page 803
3.2 Repair of exhaust nozzle shell:
3.2.1 At local outward bulging, projecting from the surface of

exhaust nozzle shell not more than 3 mm, the nozzle can
be used without repair.
3.2.2 If building of the shell exceeds 3 mm, carry out the dye
penetrate inspection of the affected area, or inspect it
using the 10-times magnifying glass. In case the cracks
are not found the exhaust nozzle can be used without
repair.
3.2.3 If the shell is found punctured remove the nozzle from the
engine. If the crack is shorter than 20 mm stop the crack
propagation by drilling holes at its ends by a 1.5 mm dia
drill. The sharp edges of the holes are not to be rounded.
3.2.4 If the damaged portion of the shell is longer than 20 mm, Weld
remove the nozzle and send it to the repair shop. according to
TI 78.10.00
page 803
78.10.00
Page 802
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MAINTENANCE MANUAL
M601E On pages
M601E-21
803

(Manhours)
Welding of exhaust nozzle cracks
0.3
1. Determine the length of cracks before welding. Drill the holes

of 1.5 mm dia at their ends.
2. Weld the crack at full length by the TIG (tungsten inert gas)
weld.
3. Grind the weld flat. In inaccessible spots the welds need not
be ground. Transition between ground and ungrounded weld
must be smooth and gradual without sharp edges and steps.
4. Surrounding metal must not be thinned down by grinding.
5. There must not be any crack in the transition zone between

base metal and the weld itself. Check with 10-times
magnifying glass. There must not be any burnout in the weld.
6. Welding procedure is to be argon - arc welding, using

tungsten or thoriated tungsten electrode with stainless steel
17 246.4 filler metal.
10-times magnifying glass Welding apparatus
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78.10.00
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79
LUBRICATION SYSTEM
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RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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DATE OF
SION No. OF NEW AND
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Section - Section -
point point
79 „Record of 79.20.00 1 Jul 1, 2003

2 Jul 1, 2003 3 Jul 1, 2003
4 Blank Jul 1, 2003
79 „Review of
2 Blank Jul 1, 2003 602 Jul 1, 2003
603 Jul 1, 2003
79 „Contents“ 1 Jul 1, 2003 604 Jul 1, 2003
2 Blank Jul 1, 2003 605 Jul 1, 2003
606 Jul 1, 2003
79.00.00 1 Jul 1, 2003 607 Jul 1, 2003
2 Jul 1, 2003 608 Blank Jul 1, 2003
79.10.00 1 Jul 1, 2003 79.30.00 1 Jul 1, 2003

2 Jul 1, 2003 2 Jul 1, 2003
3 Jul 1, 2003
4 Jul 1, 2003 79.40.00 1 Jul 1, 2003
5 Jul 1, 2003 2 Blank Jul 1, 2003
6 Blank Jul 1, 2003
79.50.00 1 Jul 1, 2003
101 Jul 1, 2003 2 Jul 1, 2003
102 Blank Jul 1, 2003
301 Jul 1, 2003
601 Jul 1, 2003 302 Jul 1, 2003
602 Jul 1, 2003 303 Jul 1, 2003
603 Jul 1, 2003 304 Jul 1, 2003
604 Jul 1, 2003 305 Jul 1, 2003
605 Jul 1, 2003 306 Jul 1, 2003
606 Jul 1, 2003 307 Jul 1, 2003
607 Jul 1, 2003 308 Blank Jul 1, 2003
608 Jul 1, 2003
609 Jul 1, 2003
610 Blank Jul 1, 2003

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CONTENTS
79.00.00 LUBRICATION SYSTEM

79.10.00 ENGINE LUBRICATION SYSTEM
- Troubleshooting
- Engine magnetic plugs - check
- Cleaning and replacement oil filter cartridge. Evaluation of the retained metal
abrasive wear.
79.20.00 LUBRICATION SYSTEM MANIFOLDS
- Lubrication system-check on tightness
- Engine and accessories - check on tightness
79.40.00 LUBRICATION SYSTEM ADJUSTMENT
79.50.00 OIL FILTERING
- Oil quantity check, oil replenishment
- Filling the engine with oil, lubrication system de-aerating
- Engine oil discharging
79 „CONTENTS“
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79 „CONTENTS“
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LUBRICATION SYSTEM
The engine has a single, independent, pressure oil circulation lubrication system with
a single oil tank, incorporated in the engine.
Lubrication system provides for lubrication and cooling of all bearings and gears in the
engine. Pressure oil is used in accessories for metering torque in reduction gearbox and for
propeller speed governing (pitch control). There are also other devices incorporated in the
airframe, which are connected to the engine lubricating system.
Oil is also used for flaw-detection of parts that are in contact with the oil.
The propeller, fitted on the front end of the engine, is controlled by two-channel (two-way)
hydraulic system of the propeller speed governor and by the electrohydraulic actuator. In the
rear of the engine, behind the accessory gearbox there is fuel/oil heat exchanger with fuel
temperature control and the air/oil cooler with oil temperature control. The electric feathering
pump with „on“ indication is fitted on the fire bulkhead behind the engine.
Oil grades in compliance with the Operation Manual (Manual Part No. 0982404) can be used
in the lubrication system. The oil ensures satisfactory cooling and lubrication of gears and
bearings in the whole range of operational conditions.
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In the engine itself there are four compartments through which the oil circulates as follows:
1. Common reduction gearbox and power turbine shaft oil compartment (see 72.10.00).
Pressure oil is directed inside the reduction gearbox casing to each lubricated part as
well as to the torquemeter and propeller governor.
Return oil is collected in the reduction gearbox casing sump. From the sump the oil is
sucked by a pump in the accessory gearbox.
2. Gas generator turbine bearing space (see 72.51.00). Pressure oil lubricating the
bearing flows into the bearing cover space and is scavenged by the pump in the
accessory gearbox. Oil manifold outside the engine includes a cylindrical sump for
collecting oil after the engine shutdown.
3. Internal space of accessory gearbox.
The space is divided into two parts - the common space of gears of the accessory
gearbox and of the axial compressor bearing, and the other one, which is actually the
engine oil tank.
4. Internal space of the alternator gearbox.
Oil is fed to the lubricated parts and then the oil is returned from gear compartment via
bushing to the gear compartment of the accessory gearbox.
5. Oil manifolds
The oil spaces are interconnected by the pressure and return oil manifolds situated
mainly outside the engine. Cooler and other airframe-installed devices are connected
to the engine lubricating system by flexible hoses.
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ENGINE LUBRICATION SYSTEM
The accessory gearbox houses the main components providing function of engine lubrication
system. They are as follows - the oil tank, both pressure and scavenge pumps, main oil filter,
oil pressure reducing valve etc. (see section 72.63.00). Function of the system is evident
from the lubrication system diagram.
The purpose of the pressure pump is to deliver oil to the engine through both the protective
strainer and the main filter (description of oil filter - see section 79.50.00). The by-pass valve
by-passes the oil in case of the main filter clogging. It provides for a parallel oil path through
the oil filter enabling thus emergency function of the oil system. Upstream of the filter there is
the pressure reducing valve the aim of which is to control max. pressure in the system by
means of oil by-passing back to the oil tank.
Lubrication circuit pressure branch is provided with feeds leading both to the reduction
gearbox bearings and to the accessory gearbox.
Oil to compressor bearing is fed through the accessory gearbox. The strainer located in the
oil tank is common for both lubricating of the accessory gearbox rotating parts and the
compressor bearing.
Oil to the generator turbine bearing is supplied by branch tube from the oil manifold to the
reduction gearbox through the protective strainer and a nozzle (see section 79.50.00).
The pressure manifold, supplying pressure oil into reduction gearbox connects the accessory
gearbox to the reduction gearbox. Pressure oil passes through a protecting strainer, then is
branched to power turbine rotor bearing, to reduction gearbox bearings and gears, into
torquemeter and propeller governor and further through the electro-hydraulic actuator and
propeller shaft inside the reduction gearbox compartment into the propeller hub itself
(reduction gearbox oil system - see section 72.13.00).
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Return oil is scavenged by return pumps, located in the oil tank. Reduction gearbox return oil
is led to the accessory gearbox by an external pipe, fastened to the engine casing. Return oil
from the gas generator turbine bearing is fed back to the scavenge pump through a manifold
including a sump. In this sump oil escaping from the bearing after engine shut down is
collected. During engine running this sump helps to cool down overheated oil. Return oil from
the accessory gearbox is scavenged through pipes inside the accessory gearbox casing.
There is an auxiliary scavenging pump in the reduction gearbox casing. This pump feeds oil
from the power turbine disk compartment to the reduction gearbox sump whenever the oil
level rises there due to the oil level slope.
There are protection strainers upstream of all return pumps. These strainers are accessible
and could be checked from outside of the engine (see section 79.50.00).
The return oil from triple scavenge pump flows into a fuel/oil heat exchanger and from which
it passes, into oil cooler and back into the oil tank. There is a relief by-pass thermostatic
valve built into the cooler; this valve controls the oil temperature. The heat exchanger and oil
cooler, including the interconnecting hoses, are included in the aircraft oil system.
Even if the engine is not running, the propeller feathering can be ensured by an
electric-driven feathering pump, whose oil inlet is at the bottom of oil tank. The feathering
pump supplies pressure oil directly into the propeller governor.
In order to prevent congealing of the overcooled oil in the pump and piping, they are heated
by a small amount of warm oil, flowing in opposite direction when the engine is running.
There is a protection strainer in the scavenging inlet from the accessory gearbox. This
strainer can be checked from outside the engine (see section 79.50.00). The feathering
pump and connecting hoses are included in the aircraft system.
Oil compartments of the reduction gearbox, power turbine and gas generator casing have no
special de-aeration. Air entering these compartments is removed together with the return oil
and fed into the oil tank.
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Excessive air is then passed through the pressure control valve located in the accessory
gearbox into the gears compartment. There the air is cleaned in a power-driven centrifugal oil
separator and led into the atmosphere through de-aerating pipes (for oil system de-aerating
see section 72.63.20).
There are three magnetic metal-chip detector plugs in oil-washed engine compartments. One
is placed in the accessory gearbox return-oil compartment; the other are in the oil tank and in
the sump of the reduction gearbox. The reduction gearbox and the accessory gearbox
magnetic plugs are included in the metal-chip signalling system.
Oil can be discharged from both the oil tank and the oil sump at the reduction gearbox by
means of auxiliary adapter that can be screwed in the orifice after removing the magnetic
plug.
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LUBRICATION SYSTEM DIAGRAM

Fig. 1
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Legend:
1 - Filling port 20 - Oil sump
2 - Magnetic plug 21 - Torquemeter pressure transmitter
3 - Oil dip stick 22 - Minimum oil pressure switch
4 - Pressure pump 23 - Feathering pump
5 - Main oil filter 24 - Strainer before the feathering pump
6 - By-pass valve of the oil filter 25 - Torque limiter switch
7 - Pressure reducing valve 26 - Protective strainer before the
reduction gearbox
8 - Torquemeter pump 27 - Automatic feathering pressure
switch
9 - Torquemeter 28 - Oil pressure transmitter
10 - Scavenging pump (3 pcs) 29 - Minimum oil level signaller
11 - Aux. scavenging pump 30 - Thermostat of the fuel/oil heat
exchanger
12 - Electromagnetic metal-chips signaller 31 - Gas generator turbine scavenging
in the accessory gearbox pump protective strainer
13 - Centrifugal air separator 32 - Protective strainer at the auxiliary
scavenging pump inlet
14 - Oil temperature transmitter 33 - Reduction gearbox scavenging
pump protective strainer
15 - Oil cooler 34 - Magnetic plug incl. the metal chip
detector in the reduction gearbox
16 - Thermostatic valve of the oil cooler 35 - Pressure pump protective strainer
17 - De-aeration of the oil system 36 - Fuel/oil heat exchanger
18 - Strainers 38 - Air pressure control valve
19 - Propeller governor
Manifolds: I - Scavenged/return oil

II - Engine lubricating and cooling pressure oil
III - Torquemeter pressure oil
IV - Propeller governor unit pressure oil
V - Fuel
LUBRICATION SYSTEM DIAGRAM

Fig. 1 - continued
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ENGINE LUBRICATING SYSTEM
TROUBLESHOOTING
If the ambient temperature decreases below -20 °C, no handling with the lubrication system is
permitted unless the engine is heated beforehand to attain oil temperature higher than +5 °C.
Con.
No.
1. Low oil pressure 1) Faulty oil pressure 1) Check the wiring and
transmitter or indicator instruments; replace
failed instrument
2) Clogged oil filter 2) Change the oil filter
cartridge
2. Oil at the compressor air Damaged sealing rings on Replace the sealing ring
bleed valve outlet the starter/generator drive
shaft, auxiliary drive shaft
or on the speed transmitter.
Damaged oil system Tighten oil installation
sealing in the engine inlet
duct.
3. Oil escapes through the Damaged sealing ring of Replace the sealing ring
hydraulic pump drainage the hydraulic drive
4. Fluctuating oil pressure Clogged oil filter cartridge Replace the oil filter
cartridge
5. The oil temperature 1) Faulty oil cooling system 1) Check the cooling
exceeds the upper limit system and correct the
faults
2) Fault in the oil 2) Check protective
scavenging system strainers in the return-oil
manifold and function of
return pumps.
6. Increased oil consumption 1) Oil leaks in the pressure 1) Find the leakage and
branch joints repair it.
2) Oil system is overfilled 2) Check the oil level
3) Labyrinth seal is 3) Check thoroughly for
damaged other causes of
increased oil
consumption - otherwise
hand the engine over to
the manufacturer.
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M601E On pages
M601E-21
601 to 605

(Manhours)
Engine magnetic plugs - check
Generally: See
Page101
The magnetic plug case is equipped with a valve. After screwing
off the magnetic plug the valve spring closes the discharge hole
and so prevents oil from flowing out. Leakage - if any dripping -
retain into the arranged vessel.
Flat pliers „O“ ring LN 5096
Oil vessel 1 litre and 5 litres Lock washer

with the sieve 5.2 LMN 3240 - 2 pcs
Spanners s=8; 22; 27 mm Sealing ring

14x18 ČSN 02 9310.3
Cutting nippers
Clean rag
Caulking chisel
Engine oil
Hammer
Screwdriver
Hook M601-9028.7
- 0.4 m
79.10.00
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M601E On pages
M601E-21
601 to 605

(Manhours)
1. The oil tank magnetic plug-check of.
1.1 Unlock the oil tank magnetic plug.
1.2 Place the vessel under the plug; hold the plug case by the
spanner s=27 mm in the casing; release and screw off the
plug by the spanner s=22 mm.
CAUTION: BY GIVING A SLIGHT TURN TO THE PLUG

CASE IN THE CASING LEAK-PROOFNESS
CAN BE DISTURBED AND OIL LEAK MAY
OCCUR.
1.3 Inspect the magnetic plug. Carry out evaluation of retained

metal abrasive wear – ref. 79.10.00, Page 609. Wipe off the
chips by a clean rag.
1.4 Install the clean M601-572.9 plug incl. the sealing ring
14x18 ČSN 02 9310.3 back and secure with binding wire.
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M601E On pages
M601E-21
601 to 605

(Manhours)
2. The accessory gearbox electro-magnetic signaller check.

NOTE: The electromagnetic signaller in the accessory
gearbox is to be checked if there is a large amount
of chips on the magnetic plug in the oil tank or in
the case of contacts, closing, signalled by the metal
chips signaller indicating lamp. There is no valve
preventing oil flowing out from the accessory
gearbox plug. (After screwing-off the plug 0.1 l of oil
can flow out as maximum.)
2.1 Unlock the electromagnetic signaller and disconnect the
electric installation connector.
2.2 Place clean oil vessel (1 litre) under the plug, release (apply
hexagonal not quadrangle part) and screw-off the plug. Let
oil flow out to the arranged vessel.
2.3 Inspect the electromagnetic signaller; search the cause of
contacts closing. Carry out evaluation of retained metal
abrasive wear – ref. 79.10.00, Page 609. Wipe-off magnetic
chips by a rag. Finally rinse the signaller in lacquer petrol.
2.4 Using hook M601-9028.7 from the space under the signaller
pull out carefully the preserving strainer of the scavenge
pump from the accessory gearbox.
2.5 Carry out evaluation of retained metal abrasive wear – ref.
79.10.00, Page 609.
2.6 Rinse the strainer in lacquer petrol.
2.7 Install the strainer in to the accessory gearbox.
2.8 Install the clean M601-543.7 electromagnetic signaller incl.
the sealing washer 16x20 ČSN 02 9310.3 again; connect
the connector.
2.9 Check the proper function of the signaller; secure the
connections with binding wire.
79.10.00
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M601E On pages
M601E-21
601 to 605

(Manhours)
3. Reduction gearbox electro-magnetic signaller check.

The reduction gearbox electro-magnetic signaller is to be
checked in case of the signalling lamp signals contacts
closing - i.e. crowding of chips. If the chips do not seem to
have their origin in engine production and engine
components damage is presumed, the reduction gearbox
scavenge filter must be dismounted. In this operation oil
remainder of about 1 litre will flow out.
3.1 Unlock the electric connector cap nut at the reduction
gearbox electro-magnetic signaller.
3.2 Release and disconnect the connector.
3.3 Unlock the electric signaller body incl. the magnetic plug.
CAUTION: DO NOT RELEASE CASE (SCREW UNION OF
THE SIGNALLER) FROM THE REDUCTION
GEARBOX CASING.
3.4 Open the securing clamp and pull out the signaller body
incl. the magnetic plug.
Carry out evaluation of retained metal abrasive wear – ref.
79.10.00, Page 609.
3.5 Inspect the magnetic plug. Wipe off magnetic chips by clean
rag.
3.6 Install the clean electro-magnetic signaller into the port
again.
3.7 Secure by the clamp.
3.8 Slip in the connector and tighten the nut.
3.9 Secure the connections and the clamp by binding wire.
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M601E On pages
M601E-21
601 to 605

(Manhours)
4. The reduction gearbox scavenge strainer, type M601-615.4

- check of.
The strainer is to be checked only when the reduction

gearbox electric signaller signals a presence of chips. The
strainer flange is located on the left-hand side of the
reduction gearbox face above the magnetic plug with chips
signaller.
4.1 Unlock the M5 ČSN 02 1401.44 nuts and screw them off
4.2 Hold a clean vessel of the capacity of about 5 litres with a

sieve of mesh size max. 0.1 mm under the strainer.
4.3 Remove the reduction gearbox strainer by means of a

screwdriver.
4.4 Carry out evaluation of retained metal abrasive wear – ref.

79.10.00, Page 609.
4.5 Wash the strainer in petrol.
4.6 Insert or -if damaged replace the „O“ ring LN 5096.
4.7 Install the strainer in the reduction gearbox again; slide on

new securing washers 5.2 LMN 3240 and screw the
M5 ČSN 02 1401.44 nuts; tighten them using spanner
s=8 mm and secure.
4.8 Refill up oil into the engine.
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M601E On pages
M601E-21
606 to 609

(Manhours)
Cleaning and replacement of the oil filter cartridge.
Evaluation of the retained metal abrasive wear.
General: The oil filter cartridge is replaced at planned

inspections Type 3, at oil pressure drop and when
defects of the engine lubrication system occurred. At
300 hours inspections when the engine oil filling is not
replaced the oil filter cartridge cleaning and inspection
is established.
1. Remove both the fire wall and alternator covers and adjust
the M601-919.4 ratchet in the inner splines to turn by the
engine for about 50 meshes of the ratchet clockwise viewing
the flange. Owing to this sense of rotation the oil is pumped
by the pressure pump from the filter into the oil tank.
2. Using the pliers remove the securing wire from the oil filter
plug screw.
Cutting pliers Oil filter cartridge

M601-529.7
Flat pliers
Screwdriver
M601-919.4 ratchet
- 0.5 m
Hook M601-5028.7
Clean rag
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M601E On pages
M601E-21
606 to 609

(Manhours)
3. Release the plug screw and release the yoke of the holder
from the groove in the filling neck dish body by slight turn and
remove the cover including the plug.
4. Using hook M601-9028.7 draw out the filter cartridge carefully

from the accessory gearbox and evaluate the retained
impurities and metal chips as presented in 79.10.00 on the
Page 609.
As far as the oil filter cartridge is checked due to metal chips

detector signalling and metal abrasive wear on the magnetic
plugs has been found, the oil filter cartridge replacement is
not necessary. It is sufficient to clean it in accordance with
procedure described in the point 5.
5. If the oil filter cartridge has to be cleaned, the removal is

coincident with procedure described in points 1 to 4 (including
the evaluation of the retained impurities and metal abrasive
wear).
a) After filter cartridge removal from the engine let the oil run
down from the cartridge.
b) Close both sides of the filter cartridge by suitable caps to

prevent contamination of the inner space of the cartridge.
c) The filter cartridge must be washed in clean petrol or

kerosene and the outer surface of the cartridge including
the filtration gauze must be wiped using a soft brush.
d) Remove the caps from the cartridge and blow the

cartridge through, from the inner side, with dry
compressed air.
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M601E On pages
M601E-21
606 to 609

(Manhours)
6. A new or cleaned cartridge is to be inserted in the oil filter and

covered by a shim and new packing.
7. Close the filter space with a cover. Turn the plug holder into
the grooves. Tighten the plug screw by hand.
8. Secure the plug screw with a locking wire.
9. Check for cleanness of the oil filter cartridge:
After the procedure has been finished, during engine ground

test the oil pressure at max. continuous rating must be in the
range of 0.25 ±0.02 MPa at oil temperature of +20 oC to
85 oC.
CAUTION: CLOGGING OF THE OIL FILTER CARTRIDGE

THAT CAN CAUSE THE HIGH OIL PRESSURE
LOSS NEED NOT BE VISIBLE. THE CARTRIDGE
THAT SEEMS TO BE CLEAN SOMETIMES CAN BE
FAULTY. THE METALLIC GAUZE CAN BE
CLOGGED WITH VERY FINE IMPURITIES.
AS FAR AS THE REQUIREMENTS PRESENTED IN

THE POINT 9. ARE NOT MET, THE FAULTY
CARTRIDGE MUST BE REPLACED BY A NEW
ONE. THE FAULTY CARTRIDGE IS TO BE
DEFORMED APPROPRIATELY IN ORDER NOT TO
BE USED AGAIN AND DISCARDED.
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M601E On pages
M601E-21
606 to 609

(Manhours)
Evaluation of the retained metal abrasive wear
The metal abrasive wear at standard engine operation is very

fine and pulpy. It arises mostly when the brand-new engine
starts with its flight operation. After the magnetic plugs and the
oil filter cartridge have been cleaned further engine operation is
possible without any limitation.
If the fine abrasive wear is combined with individual greater

metal chips or impurities, further engine operation is possible as
far as there is apparent that these great chips come from the
engine manufacture. The inspections of magnetic plugs and also
of the oil filter cartridge (as the case may be that the metal chips
were found on the magnetic plugs) must be repeated after
intervals of 2 to 5 hours of engine operation up to the time when
the metal abrasive wear has not be found.
As far as the metal abrasive wear occurrence repeats for a

longer time, especially when the metal particles are greater than
0.2 mm, further engine operation can be permitted only after
evaluation and decision of the Customer Support Dpt. of the
engine manufacturer or authorized service organization.
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79.10.00
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LUBRICATION SYSTEM MANIFOLDS
DESCRIPTION AND OPERATIONS
On the engine outer surface there are manifolds that either supply the oil or connect the
points where oil pressure is sensed to the applicable signalling device.
All manifolds are made of stainless steel. Unless stated otherwise, all the pipe joints are
flared out to a cone shape and screwed tight by the union nuts. All connections other than
the above-mentioned are either vacuum soldered with a nickel base solder or welded in a
protective atmosphere. When the „O“ rings are used for sealing, they are made of
fluorocarbon rubber, resistant to the oil used.
1. Reduction gearbox oil supply manifold (ID 14, length of app.1000 mm).
The manifold is connected to the reduction gearbox oil sump by a flange and two
bolts. There is a holder supporting the manifold, roughly in the middle; the other end
of the manifold is inserted through the telescopic bushing near the bottom of the
accessory gearbox. Both ends of the manifold are sealed with O-rings.
In the middle of this pipe there is a T screw fitting, providing for oil supply to the gas
generator turbine bearing.
2. The manifold for gas generator turbine bearing oil supply (ID 4, length of app.
250 mm).
One end of this pipe is connected to the reduction gearbox oil supply pipe. The
other end is fastened under the horizontal axis on the engine outlet casing there
where the pressure oil manifold enters the power turbine nozzle guide vane ring to
pass further through a protecting strainer and a nozzle to the gas-generator turbine
bearing.
3. The reduction gearbox return oil manifold (ID 20, length of app. 1100 mm).
It is connected and sealed like the reduction gearbox oil supply manifold. Both
manifolds are fastened parallel along the full length of the engine, on its bottom
side.
79.20.00
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4. Gas-generator turbine bearing return oil manifold (ID 8, overall length of app.
950 mm).
One end of the manifold is connected to the gas generator turbine bearing return oil
outlet under the engine middle; the other end is connected to the bottom of the
accessory gearbox.
A cylindrical sump of dia. 34 mm and 230 mm length is welded in the middle part of
the manifold.
5. Alternator gearbox manifold (ID 4, length of app. 300 mm).
It is located in the upper part of the accessory gearbox casing under the oil-filling
orifice. One of its ends is connected to a double banjo connection of accessory
gearbox pressure system; the other end is connected to a pipe-union with a nozzle
in the alternator gearbox. There is a pipe-union with a nozzle on the manifold that
serves for connection with the oil pressure transmitter.
6. Minimum oil pressure indicator manifold (ID 4, length of app. 200 mm).
One of its ends is connected to a double banjo connection of the accessory

gearbox pressure system and the other end is connected to the minimum oil
pressure signaller.
7. The manifold to the torquemeter signalling devices consists of:
a) Tube (ID 4, length of app. 600 mm) to the torquemeter pressure transmitters is
on its one end connected to the reduction gearbox upper part by a flange with
two bolts and sealed by an O-ring seal and the other end is connected to the
pipe-union of the torquemeter pressure transmitter tube.
b) Torquemeter pressure transmitter tube (ID 4, length of app. 800 mm), is located
on the top of the compressor casing and connects the torquemeter pressure oil
supply tube to the two signalling devices, to the torquemeter pressure
transmitter, connected with the torque indicator and to the DMP-15A airframe
instrument. The tube consists of seven parts with three branches soldered
between them. One of branch tubes has a double screw-union.
79.20.00
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MAINTENANCE MANUAL
8. Manifold to propeller feathering pump (ID 8, length of app. 1000 mm).
One end of the manifold is connected to the propeller speed governor. The other
end is fastened to the air baffle near the combustion chamber casing. In the
airframe the manifold is connected to the feathering pump by a hose that is a part of
9. Manifold to the electro-hydraulic actuator (ID 8, length of app. 400 mm).
This manifold connects the electro-hydraulic actuator to the propeller speed

governor. At the electro-hydraulic actuator end the manifold carries a soldered
banjo connection.
Remaining manifolds and hoses that are part of the airframe oil system are connected to the
engine oil system only after engine installation in the airframe structure. This remaining
manifolds consist of hoses for supply and scavenging oil between the accessory gearbox
and oil cooler, hose for supplying oil to the feathering pump from the accessory gearbox,
hose for connecting fuel/oil heat exchanger and the hose for connecting engine pressure oil
to the oil pressure transmitter. Included in the lubrication system is also the de-aerating tube
leading from the de-aerating valve located on the accessory gearbox to the bottom of the
accessory gearbox.
79.20.00
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79.20.00
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M601E On pages
M601E-21
601 to 604

(Manhours)
Lubrication system-check on tightness
0.33
General:
Arrange all connections so that their visual inspection can be

carried out. Check every connection drawn in the diagram in Fig.
601. If any leakage is suspected wipe the connection by a clean
rag and check for stains on the cloth. In extreme case check on
leakage by your finger.
1. Remove the engine cowlings as necessary according to the

procedure described in the airplane documentation.
Electric torch or portable Clean rag

lamp
79.20.00
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M601E On pages
M601E-21
601 to 604

(Manhours)
0.33
2. Check visually the tightness of the following connections

(ref. Fig. 601, 79.20.00, Page 604):
- the telescopic connection of the reduction gearbox return

oil manifold (Item 1) to the accessory gearbox (Item 12)
(see the diagram for the lubrication system tightness
check);
- the telescopic connection (of the pressure oil manifold

from the accessory gearbox (Item 13) to the reduction
gearbox (Item 2);
- the pipe union of the generator turbine bearing pressure oil

supply tube (Item 5);
- the pipe unions of the generator turbine bearing return oil

manifold outside the outlet casing (Item 6) and of the
accessory gearbox casing (Item 11);
- the pipe union for the generator turbine bearing pressure

oil supply manifold (Item 10);
- the pipe union for the torquemeter pressure oil manifold

located on the reduction gearbox (Item 4), and on the
torque transmitters (Items 14, 9, 8 and 17);
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M601E On pages
M601E-21
601 to 604

(Manhours)
0.33
- the connections for oil supply manifolds to propeller

governor and electrohydraulic actuator (Item 3);
- the unions of the feathering pump (Items 7, 27),

(connections the airframe installation);
- the magnetic plugs (Items 15, 16, 18);
- the union for the oil cooler hoses (Items 19, 21);
- the minimum oil pressure transmitter connection (Items 20,

22);
- the pipe union of alternator gearbox pressure oil tube

(Items 23, 24);
- the oil pressure transmitter tube union (Items 25 and 26 - a

part of airframe installation).
3. Put on the engine cowling according to working procedure

described in the airplane documentation.
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M601E On pages
M601E-21
601 to 604

(Manhours)
0.33
Fig. 601
79.20.00
Page 604
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M601E On pages
M601E-21
605 to 607

(Manhours)
Engine and accessories - check on tightness
0.33
1. Check the propeller shaft and propeller channels visually on See

tightness. Leakage - if any - appears at the propeller shaft Page 101
flange (Item 1), see 79.20.00, Fig. 602.
2. Check the propeller speed transmitter drive (Item 2) and the

joint plane between the reduction gearbox and the outlet
casing (Item 3) - and the outlet casing parting plane (Item 4)
visually on tightness.
3. Check the compressor rotor packing visually on tightness.

Leakage appears at the air bleed valve (Item 5), at the screen
at the compressor inlet (Item 6) and at the lubrication system
de-aerating flange (Item 14).
4. Check the tightness of the oil filter cover and of the filling port
of the oil tank (Item 13).
5. As far as the oil leaks through the de-aeration system, most

probably it is caused by fault of the shaft packing ring of the
de-aerator inside the accessory gearbox.
Torch or portable light Clean rag
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M601E On pages
M601E-21
605 to 607

(Manhours)
0.33
6. Check the drives and flanges of engine accessories visually

on tightness as follows:
- the starter/generator drive (Item 11)
- the hydraulic pump drive (Item 8)
- the generator speed transmitter drive (Item 16)
- the FCU drive (Item 9)
- the fuel pump drive (Item 10)
- the propeller governor drive (Item 12)
- the flange of the cover of the alternator gearbox (Items 17

and 18)
- the minimum oil level signaller flange (Item 19)
- connections of the electro-hydraulic actuator with the

propeller speed governor and with the reduction gearbox
(Item 15).
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M601E On pages
M601E-21
605 to 607

(Manhours)
0.33
Fig. 602
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79.20.00
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MONITORING INSTRUMENTS
Proper function of lubrication system is checked in the following manner:
1. The quantity of oil in the oil tank is checked by the dipstick made of sheet strip. The
dipstick is inserted through the oil-filling orifice located on the surface of the accessory
gearbox into the oil tank. The dipstick carries gauge marks showing the upper and lower
limits of normal oil charge in litres, „MIN. 5.5“ and „MAX. 7“ respectively. This enable to
establish the oil tank content. After inserting the dipstick into the tank the tightness is
ensured by a self-locking bayonet joint.
2. Temperature of the oil in the tank is shown by the triple indicator. Electrical oil
temperature transmitter is located on the accessory gearbox face. Resistance sensor is
located in the oil charge in the tank. Triple indicator is included in the airframe
installation.
3. The oil pressure in the pressure manifold of the lubrication system is shown on the oil
pressure indicator. The oil pressure transmitter is installed downstream of the main oil
filter. Oil pressure indicator is included in the triple indicator and it is, together with its
electric wiring, a part of the aircraft system.
4. For checking of the lubrication system minimum pressure there is a minimum oil
pressure switch, which is installed on the upper part of the accessory gearbox.
4.a For minimum oil level warning check (5.5 litres) there is a signalling device in the lower
part of the accessory gearbox that serves for checking of minimum oil level when the
engine is stopped on the ground. The cockpit signalling lamp is a part of airframe
installation.
5. The torque measurement is indirect - through the oil pressure acting upon the
torquemeter piston. The oil pressure is picked up by the torquemeter oil pressure
transmitter. The cockpit torque indicator is a part of the engine installation. The oil
pressure for the torque limiter and for the automatic propeller feathering pressure switch
is picked up by corresponding probes. All three transmitters are mounted on the
brackets located on the top of compressor casing flange in the compartment of air duct.
79.30.00
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6. The main oil filter cartridge clogging is signalled indirectly by the lubrication system
pressure drop. When this pressure drop is detected replacement of the oil filter cartridge
is necessary.
7. Presence of increasing amount of metal chips in the oil is detected by magnetic plugs.
There is a removable, easily accessible and checkable magnetic plug in the oil tank.
There are magnetic chip detectors, fitted in compartments of the reduction gearbox and
of the accessory gearbox. These detectors are provided with electric signalling.
Signalling lamp is located in the cockpit.
A detailed description of function of all electric instruments including wiring is given in

section 77.
79.30.00
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LUBRICATION SYSTEM ADJUSTMENT
The engine lubrication system is designed to operate under normal conditions without need
to adjust it. Therefore the majority of elements are inaccessible from outside of the engine.
Elements which require adjustment also during the operation of the engine are accessible
from outside.
Oil pressure in the engine lubrication system is limited by oil pressure reducing valve, fitted
inside the oil filter liner, in a common housing with the oil filter by-pass valve.
Both valves were adjusted by the manufacturer by change in the spring force of each valve.
This is carried but by selection of total thickness of adjusting washers. It is not necessary to
change this adjustment during the operation.
The reducing valve by-passes oil from the system upstream of the filter cartridge so that
pressure will drop when filter is clogged. This pressure drop indicates the necessity of filter
cartridge replacement.
When the oil filter is fully clogged the by-pass valve opens. Amount of oil passing through
the by-pass valve then ensures engine operation for a period long enough to complete the
flight.
Oil temperature is controlled by the oil cooler thermostatic control valve. At greater
differences in cooling air temperatures it is possible to adjust the intensity of cooling by
setting the baffle in the oil cooler air duct. This baffle limits the amount of cooling air
entering the cooler during low-temperature operation. The oil cooler with thermostatic valve
and baffle are included in the airframe system.
Oil tank de-aerating is carried out through control valve adjusted in the manufacturing plant.
Air from oil comes in the accessory gearbox space. The accessory gearbox is de-aerated
through a centrifugal venting device into the ambient air.
Oil feed to individual lubricated spots is set by fixed nozzles installed and checked during
engine assembling.
Pressure in all accessories and signalling devices can be adjusted according to instructions
given in respective instrument manuals.
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79.40.00
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OIL FILTERING
High grade of oil purity is required. It is necessary to remove all impurities in order to ensure
long life of all high-speed bearings as well as to ensure faultless operation of engine control
elements.
The main means of engine oil filtering is the oil filter cartridge downstream of the pressure
pump. All oil from the pump passes through this cartridge.
Other strainers in the lubrication system are for protection only. They serve for catching
accidentally released coarse impurities that could damage the respective portion of the
lubrication system.
Location of all protection strainers and of the oil filter cartridge is shown in the lubrication
system diagram - see 79.10.00.
The main oil filter is located in the upper part of the accessory gearbox. The oil filter cartridge
can be removed from the filter jacket after removing the filter cover.
In the accessory gearbox lower part there are protection strainers in the outlet of the
generator turbine bearing scavenging pipe and in the feathering pump inlet. Both are of
similar design, consisting of a hollow screw with perforated stem, whose central part is
covered with protection screen. There is an aluminium sealing washer, preventing oil
escaping after hollow screws are tightened into the casing.
There is a protection strainer in the scavenging manifold from the accessory gearbox. This
strainer is located on the lower rear face of the gearbox. The strainer can be removed from
its jacket after removing the magnetic plug (electromagnetic chips detector).
There are two protection strainers in the reduction gearbox oil sump. They are inserted from
its forward side. One of the strainers is located in the pressure manifold supplying the
reduction gearbox with oil, the other, larger one, is in the scavenging manifold, that returns oil
from the reduction gearbox.
The strainers are sealed in the casing with rubber O-rings and fastened with stud bolts and
nuts.
The gas generator turbine bearing oil supply (see 72.52.00) is protected from dirt penetration
by a strainer, located in the pressure oil supply bushing. This bushing is located on the outlet
casing. The strainer is threaded, with four longitudinal grooves.
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Remaining protection strainers, fitted inside the engine, are listed below:
The compressor bearing and accessory gearbox protection strainer, the power turbine
rotor auxiliary scavenging pump strainer, the torquemeter pump strainer located in the
reduction gearbox casing, the main pressure pump strainer in the accessory gearbox.
For separation of magnetic particles and thus for checking of some engine components on
wear, there are magnetic plugs fitted in the lubrication system. One plug is located in the
accessory gearbox scavenging branch. Other two magnetic plugs located in the reduction
gearbox sump and in the oil tank, are self-sealing; the reduction gearbox plug is combined
with a chip detector. The oil does not spill out after these two plugs have been removed
because disc valves will close the orifices once the plugs are pulled out.
For reduction gearbox oil draining use the drain extension pipe; for oil tank draining use the
screw-on adapter. Both devices fit into the magnetic plug orifices and they open the disc
valves after inserting into the orifices.
In the reduction gearbox countershafts there are inner cavities, whose purpose is to clean
the oil by centrifugal effect. This is carried before the oil enters the antifriction bearings. The
centrifugal effect causes most of the heavier impurities from the oil to settle on the inner walls
of the compartment.
To prevent coarse impurities from entering the engine oil tank during filling of oil, the fill port
is protected by a non-removable protective strainer.
Penetration of dirt and moisture into the engine oil system is considerably limited by fitting of
an extended de-aeration pipe - see 72.63.20.
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M601E On pages
M601E-21
301 to 302

(Manhours)
Oil quantity check, oil replenishment
1.00
1. Oil quantity check following the engine shut-down See

Page 101
1.1 After 10 to 15 minutes following the engine shutdown, take
out the oil dipstick. It is secured by a bayonet coupling.
A screwdriver may be used to loose the coupling.
1.2 Wipe the dipstick with clean, dry rag.
1.3 Push the wiped dipstick with its bayonet coupling pins in
their grooves. Pull the dipstick out and check the oil level in
tank.
1.4 Fill up the required amount of oil into the tank, using the
funnel.
- Loosen the knurled nut with your hand, swing off the
yoke and remove the oil tank fill port cap.
- Insert the funnel into the oil fill port.
- Fill up required amount of oil.
- Remove the funnel and close the oil tank fill port.
1.5 Check again the oil level in the tank according to steps 1.1,
1.2, 1.3 and 1.4.
Screwdriver Clean rag
Funnel from the aircraft tool Oil in compliance with

set or an oil syringe Airplane Flight Manual
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M601E On pages
M601E-21
301 to 302

(Manhours)
Oil quantity check, oil replenishment
1.00
2. Oil quantity check preceding the engine starting
2.1 If the engine has not been run for 12 hours or more, check
the amount of oil in the tank before starting the engine.
Carry out the check according to step 1. If the oil level
remained unchanged since the last check and the quantity
of oil is sufficient, the engine is ready for operation without
refilling the oil tank.
If oil level drop is detected, make sure that oil does not
escape from the engine. Then start the engine, run it at idle
for two minutes and shut it down again.
2.2 After 10 to 15 minutes later check the oil tank contents

again.
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M601E On pages
M601E-21
303 to 304

(Manhours)
Filling the engine with oil, lubrication system de-aerating
0.5
1. Loosen the knurled oil tank fill port nut with your hand, swing
the yoke loose and remove the oil tank fill port cap.
2. Insert the funnel hose into the oil tank fill port and fill up the
tank with 7 litres of prescribed oil.
3. Remove the funnel hose and close the tank fill port.
4. Feather the propeller with feathering pump so as to flood all

internal cavities of the propeller pitch-setting mechanism with
oil.
5. Unlock and loosen by half-turn the nuts on manifolds to all

torque transmitters and to minimum oil pressure transmitter.
Put a rag under the nuts.
Spanner 15 M601-9027.4 Clean rag
Oil funnel from the airplane Oil in compliance with

set Airplane Flight Manual
Cutting pliers Binding wire dia 0.63 mm

Flat-nosed pliers
- 0.8 m
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M601E On pages
M601E-21
303 to 304

(Manhours)
Filling the engine with oil, lubrication system de-aerating
0.5
6. Switch on dry motoring run switch and let the engine rotate
for the whole 20 sec starting cycle so as to flood and
de-aerate the torque transmitters and the min. oil pressure
transmitter manifolds.
7. Check whether the oil appeared at all pipe connections of

the torque and minimum pressure transmitters. When the
oil does not reach the pipe connections during the engine
turning that means that piping is not sufficiently de-aerate
yet. Repeat the engine turning procedure according to the
step 6.
8. If the oil in manifold reaches to the transmitters the

manifold is de-aerate. Tighten the joint nuts at all
transmitters and secure them with locking wire.
9. Remove the oil-soaked rags. Wipe the oil remaining on the

engine with a clean rag.
10. Open the oil tank fill port again and put the funnel hose
inside.
11. Fill up the prescribed amount of appropriate oil in the tank;

check by dipstick. Total amount of oil in the engine
including oil cooler and heat exchanger is about 13 litres.
12. Remove the funnel hose from the tank fill port and close
the tank.
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M601E On pages
M601E-21
305 to 307

(Manhours)
Engine oil discharging
0.33
Generally: There are five plugs for oil drainage - in the oil tank, See
in the reduction gearbox, in the accessory gearbox, Page 101
in the oil cooler and in the fuel/oil heat exchanger.
Oil tank draining
1. Release the magnetic oil tank plug located on the accessory

gearbox bottom.
2. Place an oil canister under the plug, hold the plug socket in
the gearbox with a spanner s=27 mm, and loose and unscrew
the plug with the spanner s=22 mm.
Drain plug screw adapter Clean rag

M601-9020.7
Drain pipe extension of 17 246.4 stainless steel
M601-903.7 - 0.3 m
Cutting pliers
Flat-nosed pliers
Spanners: s=22; 24; 27 mm
Oil canister of 8 litres

capacity
79.50.00
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M601E On pages
M601E-21
305 to 307

(Manhours)
0.33
CAUTION: A SLIGHT TURN OF THE PLUG SOCKET CAN

DISTURB LEAK-PROOFNESS AND OIL LEAKAGE
CAN OCCUR.
3. Instead of the plug screw smoothly on the discharging pipe

union No. M601-9020.7 that opens the magnetic plug valve.
4. After the oil has been discharged screw off the discharging
pipe union.
5. Screw in and secure the magnetic plug again.
Reduction gearbox oil discharge
1. Unlock the body of the chips signaller with magnetic plug.
2. Open the securing clamp and draw out the body of the chips
signaller.
3. Put a vessel under the opening.
4. A discharge pipe extension M601-903.7 is to be slid in the

hole; the disc valve will be so opened.
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M601E On pages
M601E-21
305 to 307

(Manhours)
0.33
5. After the oil has been discharged the discharge pipe

extension is to be put out.
6. Put in the chips signaller body with magnetic plug and secure
it by a clamp.
7. Secure the chips signaller body by binding wire.
Accessory gearbox oil discharge
1. Release the magnetic plug located on the accessory gearbox

bottom. The plug is equipped with an electrical signalling
device.
2. Put an oil canister under the plug and screw out the plug
using spanner s=24 mm. Simultaneously remove the strainer
from the accessory gearbox incl. the retaining spring.
3. After the oil has been discharged insert the strainer together
with the spring into the orifice of the accessory gearbox;
screw in the plug and secure it.
Oil cooler and fuel/oil heat exchanger discharge
Procedure for oil cooler and fuel/oil heat exchanger discharge is

given in airframe manual.
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80
STARTING
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RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
Page 2
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Section - Section -
point point
80 „Record of 80.10.00 1 Jul 1, 2003

2 Jul 1, 2003
80.11.00 1 Jul 1, 2003
80 „Review of 2 Blank Jul 1, 2003
2 Blank Jul 1, 2003 101 Jul 1, 2003
102 Blank Jul 1, 2003
2 Blank Jul 1, 2003 401 Jul 1, 2003
402 Jul 1, 2003
80.00.00 1 Jul 1, 2003 403 Jul 1, 2003
2 Jul 1, 2003 404 Jul 1, 2003
3 Jul 1, 2003 405 Jul 1, 2003
4 Jul 1, 2003 406 Blank Jul 1, 2003
101 Jul 1, 2003 501 Jul 1, 2003

102 Jul 1, 2003 502 Jul 1, 2003
503 Jul 1, 2003
501 Jul 1, 2003 504 Jul 1, 2003
502 Jul 1, 2003 505 Jul 1, 2003
503 Jul 1, 2003 506 Jul 1, 2003
504 Jul 1, 2003
505 Apr 20/01 801 Jul 1, 2003
506 Apr 20/01 802 Jul 1, 2003
507 Jul 1, 2003 803 Jul 1, 2003
508 Jul 1, 2003 804 Jul 1, 2003
509 Jul 1, 2003 805 Jul 1, 2003
510 Jul 1, 2003 806 Jul 1, 2003
511 Jul 1, 2003 807 Jul 1, 2003
512 Jul 1, 2003 808 Jul 1, 2003
513 Jul 1, 2003 809 Jul 1, 2003
514 Jul 1, 2003 810 Blank Jul 1, 2003
515 Jul 1, 2003 811/812 Jul 1, 2003
516 Blank Jul 1, 2003

Page 1
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Page 2
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CONTENTS
80.00.00 STARTING SYSTEM

- General
- Troubleshooting
- Engine starting at periodic inspections
- Check of the integrated electronic limiter function
- Engine shut down
- Motoring run
80.10.00 ROTATING UP
80.11.00 STARTER/GENERATOR
- Troubleshooting
- Replacement of the LUN 2132.02-8 starter/generator
- Test of the LUN 2132.02-8 starter/generator
- Repair of commutator surface by re-turning
- Armature removal
- Repair of commutator
- Balancing of rotor
- Armature installation
80 „CONTENTS“
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80 „CONTENTS“
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STARTING SYSTEM
GENERAL
Engine starting is provided by an automated starting cycle. The starting cycle includes
engine gas generator rotating up to the required speed, fuel delivery to the combustion
chamber with a programmed fuel flow rate and fuel ignition by torch igniters.
The starting cycle is started by depressing the corresponding push button of the starting
panel. This will activate the starter/generator, the starting fuel supply system, the low voltage
igniting system and torch igniters. The starting cycle ends approximately in the 20th second
after the starting push button has been depressed by the engine gas generator running at the
steady idling speed and by interturbine temperature stabilized at the correct value. The
interturbine temperature must not exceed the value specified for the starting cycle.
The engine is rotated up by a starter/generator that turns the gas generator. At the end of the
starting cycle electric power supply to the starter/generator is interrupted and a solid state
transistorised voltage control circuit is switched automatically into operation. This changes
the function of the starter/generator from engine starting to generate electric current. The
voltage control system is equipped with overvoltage protection and it is included in the
system of aircraft.
At the beginning of the starting cycle fuel is supplied to the fuel distributor and through the
distributor to the spray ring inside the combustion chamber.
Fuel flow rate and its variation during the starting cycle are controlled by the starting fuel
control system.
80.00.00
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Except for the starting fuel control system all other starting elements are controlled
automatically by a starting panel that is included in the system of airframe. When the push
button on the starting panel has been depressed the starter/generator starts to rotate up the
engine gas generator and activates the low voltage igniting system. After a brief delay the
fuel pump starts to deliver fuel from the fuel control unit to the spray ring. The fuel flow
supplied into the combustion chamber is controlled by the starting fuel control system that is
included in the fuel control unit.
The engine starting system consists of the following items:
– rotating up
– low voltage ignition system
– starting cycle
– torch igniters.
Mechanical, electrical and fuel relations among components providing for starting are
shown in Fig. 1.
NOTE: Some elements of the starting system can operate in addition to the starting cycle in
some other cases, namely:
1. During engine motoring run - by depressing a separate push button the

starter/generator will turn by the engine. This procedure should follow each
unsuccessful engine starting attempt.
2. During check of the low voltage ignition system - the low voltage ignition system
is activated by depressing a corresponding push button and it remains in
operation as long as the push button is depressed.
The procedures for starting the engine on ground and in-flight as well as the procedure for
engine motoring run for the purpose of residual fuel removal are specified in the Airplane
Flight Manual.
80.00.00
Page 2
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Legend:
I - Supply of fuel pressurized to 0.07 MPa IV - 28 V DC power supply
II - Supply of fuel pressurized to 0.15 MPa V - 2.1 kV DC power supply
III - Supply of fuel pressurized to 0.75 to 1.2 MPa
1- Combustion chamber 7- Starting panel

2- Torch igniters 8- Low voltage igniter coils
3- Fuel distributor 9- Spark plugs
4- Fuel pump 10 - Circuit breaker
5- Fuel pump electromagnetic valve 11 - Starter/generator acting as a starter
6- Fuel control unit
STARTING SYSTEM WITH LUN 2201.03-8.

DIAGRAM OF WIRING AND FUEL SUPPLY SYSTEM
Fig. 1
80.00.00
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Legend:
I - Supply of fuel pressurized to 0.07 MPa IV - 28 V DC power supply
II - Supply of fuel pressurized to 0.15 MPa V - Spark igniter power supply
III - Supply of fuel pressurized to 0.75 to 1.2 MPa
1- Combustion chamber 7- Starting panel

2- Torch igniters 8- UNISON ignition exciter
3- Fuel distributor 9- Spark igniters
4- Fuel pump 10 - Circuit breaker
5- Fuel pump electromagnetic valve 11 - Starter/generator acting as a starter
6- Fuel control unit
STARTING SYSTEM WITH UNISON EXCITER – SCHEMATIC DIAGRAM

Fig. 2
80.00.00
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STARTING SYSTEM
TROUBLESHOOTING
Con.
No.
1. The starter/generator 1) Broken power supply 1) Repair the lead
fails to rotate outer lead
2) Starter system fault 2) Check the starting
panel function
3) Stone under 3) Turn by the engine by
starter/generator brush hand using a ratchet
2. Too low speed for 1) Too low power supply 1) Check and raise
starting voltage voltage
2) Too low power source 2) Raise power
output power
3) Defective starter/generator 3) Replace the
starter/generator
– soiled armature
– shortened coil
replace brushes
– too short brushes
3. Fuel in the combustion 1) No sparks on plugs 1a) Check the leads to the
chamber fails to ignite spark plugs
– insufficient sparks
1b) Check the igniter
system
Watch board indicator
whether the voltage
does not drop below
20 V
1c) Check the spark plugs
80.00.00
Page 101
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
Con.
No.
2) The torch igniter failure 2a) Adjust the axial
position of the spark
plug in the torch igniter
- see Technological
Instructions in Section
80.30.00
2b) Check function of the
electromagnetic valve
of the fuel pump
2c) Check fuel pressure at
the torch igniter inlet
2d) Replace the torch
igniter - see
Technological
Instructions
in Section 80.30.00
4. ITT permanently over 1) Defective Integrated 1a) Check the IELU
650 °C - or steep electronic limiter unit function, see
temperature rise to (IELU) Technological
maximum value of 700 °C Instructions in Section
to 735 °C that could cause 80.00.00,
the overtemperature pages 508 to 511
1b) If the signalling lamp
on the panel flashes in
the gas generator
speed range of 20 to
40 % during starting
cycle it is evident that
the IELU operates
properly
2) Leaky shut off valve at the 2a) Check fuel shut off
fuel control unit valve of the FCU (no
dripping is permitted)
3) Mismatched starting unit 3a) Adjust elements No.
elements in the fuel control 50 and 41 as specified
unit in Technological
Instructions 73.21.00,
pages 502 to 507.
5. Gas generator rpm Frozen condensate in the air Remove the
sticking at low supplying manifold between condensate from the
atmospheric temperatures compressor and the starting manifold; warm it up;
control system either as installed or
after its removal
80.00.00
Page 102
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 507

(Manhours)
Engine starting at periodic inspections
The engine can be started using an external power supply or See

aircraft batteries. When the starter/generator is energized by an page 101
external power supply the voltage in the aircraft electric system
must not decrease under 20 V. Start the engine energized by
aircraft batteries in case of emergency only. When starting the
engine energized by aircraft batteries the airplane upwind
position is recommended.
1. Connect the external power unit to the external power plug on

the aircraft.
External power supply

of 28 V
80.00.00
Page 501
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 507

(Manhours)
2. Basic position of actuating elements.
2.1 On the overhead panel
- BATTERY I, II switch on
Both signalling lamps GENERATOR on the panel must be

alight.
NOTE: If an external power source is connected take care

to check that its voltage does not exceed 31 V
before switching on further power consumers.
- All circuit breakers under cover switch on
- CONVERTOR 36 V I, II switch on
NOTE: When converters have been switched on orange

flags must DISAPPEAR from windows of torque
indicators.
- STARTING L.H., R.H. switch on
- INTEGRATED ELECTRONIC
LIMITER UNIT - L.H., R.H. switch on
- BOOSTER PUMP L.H., R.H. switch on
80.00.00
Page 502
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 507

(Manhours)
2.2 On the front control panel:
- FUEL lever (L.H., R.H.) OPEN
- Propeller control lever (L.H., R.H.) FEATHER
- Engine control lever (L.H., R.H.) IDLING
- FUEL SHUT-OFF VALVE lever (L.H., R.H.) CLOSED
- HEATING lever CLOSED

(down)
3. After the signalling lamp FUEL PRESSURE has switched

off:
3.1 On the front control panel:

(for the engine to be started)
- FUEL SHUT OFF VALVE lever OPEN
- ENGINE STARTING push button depress
The button will pop up automatically after 20 seconds and

the engine will settle at idling power without any additional
action.
80.00.00
Page 503
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 507

(Manhours)
3.2 Check during starting:
- interturbine temperature; enter maximum value if limit has

been exceeded into the Engine Log Book after completing
the inspection;
- gas generator speed;
- oil pressure.
CAUTION: IF THE GAS GENERATOR SPEED RISE IS

INSUFFICIENT AFTER STARTING AND/OR IF
ENGINE SPEED SHOWS A TENDENCY TO
STICKING, INCREASE THE STARTING FUEL
SUPPLY RATE BY DISPLACEMENT OF THE
ENGINE CONTROL LEVER UNTIL GAS
GENERATOR SPEED STARTS TO RISE
SMOOTHLY. ONCE THE GAS GENERATOR
SPEED STARTS TO RISE PUT THE LEVER
TO IDLING POSITION IMMEDIATELY.
80.00.00
Page 504
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 507

(Manhours)
4. After the engine has settled at idling speed
- Propeller control lever at max. speed stop (small angle)
NOTE:
1. The procedure described above applies both for starting

the engine using an external power supply and for starting
the engine energized by aircraft batteries.
2. When starting the engine energized by aircraft batteries

check the voltage in the aircraft system on the right hand
voltammeter (the VA-METER switch must be either in
position BATTERY I VA or II VA for L410 UVP-E airplane).
When the engine starting button has been depressed the

voltage may drop to a value not less than 18 V for less
than 4 seconds.
Before starting the other engine let batteries to be charged

for 3 to 5 minutes from the generator of the running engine
whose gas generator speed should be set at not less than
70 %.
80.00.00
Page 505
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 507

(Manhours)
5. Unsuccessful starting
Stop immediately the starting process by setting the FUEL

SHUT-OFF VALVE lever to CLOSED position (by pulling the
lever to a stop) if:
- interturbine temperature rises too quickly and there is a

danger that the maximum allowed temperature will be
exceeded;
- fuel will not ignite within 10 seconds after ENGINE

STARTING button was depressed (the indicator does not
show any interturbine temperature rise);
- oil pressure does not increase;
- a flame flashes from the exhaust;
- abnormal noise can be heard during starting.
CAUTION: THE MAXIMUM NUMBER OF CONSECUTIVE

ENGINE STARTING ATTEMPTS (MOTORING
RUNS) CARRIED OUT AT TWO MINUTES
INTERVAL IS FIVE. AFTERWARDS A BREAK
OF ONE HOUR IS OBLIGATORY FOR
COOLING DOWN.
80.00.00
Page 506
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 507

(Manhours)
6. Engine warming - up after starting
The started engine must be allowed to warm up. The engine

is allowed to warm up and simultaneously the first check of
engine operation and instrument readings is carried out.
The engine control lever is set to idling and to the
acceleration datum (flight idle). The engine warming up time
depends upon ambient temperature and must not be less
than two minutes. At air temperatures under zero centigrade
the warming up time must be extended to allow oil to reach
the prescribed temperature.
80.00.00
Page 507
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
508 to 511

(Manhours)
Check of the integrated electronic limiter function
The design of the IELU permits a simultaneous partial check of

its functions - namely to check the function of interturbine
temperature limiter function using the push buttons
INTEGRATED ELECTRONIC LIMITER UNIT on the left hand
control panel.
The IELU is switched on and off by circuit breakers

INTEGRATED ELECTRONIC LIMITER UNIT, LEFT, RIGHT on
the overhead panel (in the group ENGINES). During the roll out
phase after touchdown the system is switched on automatically
regardless whether circuit breakers INTEGRATED
ELECTRONIC LIMITER UNIT, LEFT, RIGHT are switched on or
off.
When the IELU is off the signalling lamp INTEGRATED

ELECTRONIC LIMITER UNIT for the corresponding engine will
be alight on the signalling panel. When the engine is throttled
down by a control signal delivered by the IELU signalling lamp
„PARAMETER EXCEEDING” for the corresponding engine will
be alight on the signalling panel.
The IELU operates reliably at the nominal voltage of 28 V DC, in

the range of operating voltages from 23.5 to 30.5 V and under
emergency conditions at 20 to 23.5 V DC.
80.00.00
Page 508
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
508 to 511

(Manhours)
1. Check on switching of the first stage of limiters

1.1 It is necessary to carry out starting and warming-up of the
engine according to the Technological Instructions, pages
501 to 507, chapter 80.00.00 of this manual.
1.2 Slowly moving the engine control lever increase gas
generator speed.
1.3 Read the value of torque at the moment when the signalling
lamp „IELU STBY” is alight - the first stage of limitation.
1.4 Read value of torque must be in the range from 65 to 75 %.
In opposite case it is necessary to find out the reason of
malfunction.
2. Check using the interturbine temperature limitation - at
temperatures above -10 °C
2.1 If the engine operates at rating corresponding to
acceleration datum depress „IELU CHECK“.
2.2 Accelerate slowly by moving the engine control lever to
position corresponding to gas generator max. speed (the
propeller control lever is to be set to position corresponding
to propeller max. speed).
Correct function of IELU is proved by constant generator
turbine speed as soon as the limited interturbine
temperature has been reached even if the engine control
lever has been moved forward steadily.
CAUTION: IF THE INTERTURBINE TEMPERATURE
WOULD INCREASE ABOVE THE LIMIT OF
680 °C GENERATOR SPEED MUST BE NOT
FURTHER INCREASED. PUT THE ENGINE
CONTROL LEVER IN THE STARTING
POSITION AGAIN. FIND THE CAUSE OF
TROUBLE.
80.00.00
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Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
508 to 511

(Manhours)
2.3 Read out the mean value of interturbine temperature. Check

the function of signalling lamp „PARAMETER EXCEEDING”
on the panel.
2.4 The mean value of interturbine temperature during the

check must be within the range of 623 to 680 °C. In
opposite case it is necessary to find out the reason of
malfunction.
2.5 Decelerate the engine to acceleration datum and check the

extinction of signalling lamp „PARAMETER EXCEEDING”
on the panel.
2.6 Release the push-button „IELU CHECK“.
2.7 During checking the IELU function fluctuations in generator

speed, propeller speed, interturbine temperature and torque
are allowed.
NOTE: At low ambient temperatures, if it is not possible to

put into operation the IELU according to above
described procedure, it is necessary:
a) to switch on the cabin heating system,
b) to switch on the heating system of nacelle inlet.
80.00.00
Page 510
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
508 to 511

(Manhours)
3. Torque Channel function - at temperature below -10 °C
3.1 Provided the engine is warmed up and the propeller control

lever at the maximum speed stop raise the gas generator
speed.
3.2 Read the torque value at that the signalling lamp

„PARAMETER EXCEEDING” is alight.
3.3 If the system is O.K. the signalling lamp is alight in torque

range of 103 to 106 %.
80.00.00
Page 511
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
512 to 513

(Manhours)
Engine shut down
After a normal flight the engine must be allowed to cool down

before it is shut down.
1. Engine control lever idling
Three minutes delay. This is the minimum period for the

engine to cool down.
2. On the overhead panel:
- FEATHERING/AUTOMATIC YAW CONTROL switch off
3. On the front panel:
- Propeller control lever feather
Let the engine run for approximately 40 seconds.

So oil will be removed from the reduction gearbox.
- GENERATOR L.H./R.H. switch off
80.00.00
Page 512
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
512 to 513

(Manhours)
Engine shut down
- SHUT-OFF VALVE ACTUATING lever CLOSED

(backwards
to the stop)
6. After the gas generator has stopped:
On the overhead panel:
- BOOSTER PUMP - L.H./R.H. switch off
- FUEL lever OFF
- all other circuit breakers switch off
CAUTION: IF AFTER ENGINE SHUT DOWN BURNING OF

FUEL INSIDE THE ENGINE HAS BEEN
DETECTED CARRY OUT ARRANGEMENTS
DESCRIBED IN THE FOLLOWING PARAGRAPH
„MOTORING RUN“ IMMEDIATELY.
80.00.00
Page 513
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
514 to 515

(Manhours)
Motoring run
Motoring run is used if it is necessary to clear engine of trapped

fuel or vapours or if fuel burns inside the engine after it has been
shut down. Motoring run can be used also for filling the
lubrication system with oil.
Conditions (phases/actions):
- Engine control lever idling
- Propeller control lever feather
- FUEL SHUT-OFF VALVE actuating lever CLOSED
- FUEL lever OPEN
28 V external power source
80.00.00
Page 514
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
514 to 515

(Manhours)
Motoring run
- BATTERY I/II switch on
- CONVERTORS 36 V I/II switch on
- STARTING, BOOSTER PUMP switch on
- MOTORING RUN push button depress
The push button will pop up automatically

after 20 seconds.
NOTE: If necessary, motoring run can be

interrupted at any moment by
switching off the switch STARTING
on the overhead panel.
4. FUEL lever closed
- BOOSTER PUMP switch off
80.00.00
Page 515
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
80.00.00
Page 516
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
ROTATING UP
The rotor of the engine gas generator is rotated up by the starter/generator. Whilst engine
running the starter/generator operates as a generator supplying the aircraft DC system. The
starter/generator is attached to the rear part of the engine - the rear wall of the accessory
gearbox. The starter/generator is attached to the casing through an intermediate flange that
is bolted to the casing by four bolts. The flange forms a part of the starter/generator. The
starter/generator is attached to the flange by a quick release clip.
The duct for cooling ram air is attached by a quick release clip as well. Torque is transferred
via a quill shaft, through splines machined on its both ends. The shaft is a part of the
starter/generator. The starter/generator outlet is wired to a contactless transistorised voltage
regulator including an overvoltage protection.
The transistorised voltage regulator is a part of the aircraft installation.
80.10.00
Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
80.10.00
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
STARTER/GENERATOR
The LUN 2132.02-8 starter/generator (type designation SDS 08 s/F) is a four-pole DC

generator with shunt self-excitation. The exciting coil is supplied through a transistorised
voltage regulator. A commutating winding and a compensating winding are connected in
series with the armature winding. The series excitation winding (for starter mode of
operation) can be supplied either from an external power supply or from aircraft batteries.
The starter/generator is cooled by a twin cooling system. One cooling system is installed in
the starter/generator, the other one supplies ram air at 1.2 kPa (120 mm water column)
overpressure, to the starter/generator cooling air duct. If the ram air supply is not available
i.e. when cooled entirely by the internal cooling system the starter/generator may be
operated for not more than 30 minutes with a current load not exceeding 100 A.
Basic specification - generator mode:
Nominal voltage 28 V DC
Operating voltage 27.0 to 28.5 V
Nominal continuous current 200 A continuously
Intermittent overload when running at more than 7000 r.p.m. 250 A
Rated output power 5.6 kW continuously
Speed range 6300 to 11500 r.p.m.
Nominal excitation current at 5800 r.p.m. 7 A maximum (at ambient

temperature of 20 ±5 °C)
During starting the starter/generator can be operated 5 times for 30 seconds during each
starting cycle. The minimum interval between individual starting attempts is 2 minutes. Any
further starting attempts are permitted only after an interval of one hour. When looking on the
input shaft the sense of rotation (both when operated as a starter and as a generator) is
counterclockwise.
80.11.00
Page 1
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
80.11.00
Page 2
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
STARTER/GENERATOR
TROUBLESHOOTING
If Technical Specifications are not complied with contact the product support department of
the engine manufacturing plant.
80.11.00
Page 101
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
80.11.00
Page 102
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 405

(Manhours)
Replacement of the LUN 2132.02-8 starter/generator
2.50
1. Removal See
Page 101
1.1 Using a special spanner s=14.3 mm and a spanner
s=10 mm (supplied in the airframe kit of accessories) loosen
and screw off self-locking nuts on the starter/generator
terminal strip and take off cable shoes from individual
screws.
1.2 Using a screwdriver and a side spanner s=8 mm loosen the

SKF hose clip on the duct supplying air into the
starter/generator housing and slip the clip on the airframe
duct bend.
1.3 Pull out the air duct bend with hand from the
starter/generator cover throat.
Special spanners for

disassembling the terminal
strip
8x10 mm
Screwdriver
80.11.00
Page 401
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 405

(Manhours)
2.50
1.4 Release the nut on the hose clip fixing the starter/generator
flange to the engine using the spanner s=10 mm.
1.5 Hold the starter/generator with the right hand to keep it

centered and with the other hand release the catch and take
down the hose clip with one segment. There are two
segments above the hose clip - see Fig. 401. The segment
(1) is firmly attached to the hose clip, after taking down the
hose clip turn the segment (2) around its perimeter as far as
it is shifted outside the space (M) limited by the hydraulic
pump.
1.6 Support the starter/generator with both hands and pull out
from the centering shoulder and driving splines towards the
firewall. Turn the starter/generator so that its drive will face
obliquely forward and shift out the generator between
engine mount supports.
CAUTION: WHEN TAKING OUT THE

STARTER/GENERATOR BE CAREFUL NOT
TO DAMAGE THE FUEL MANIFOLD THAT IS
POSITIONED 3 CM UNDER THE
STARTER/GENERATOR FLANGE.
80.11.00
Page 402
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 405

(Manhours)
2.50
2. Installation
2.1 Check visually the sealing gasket of the starter/generator

drive.
2.2 Check and clean the flange seating surfaces on the

starter/generator and engine and check that the holes for
positioning pins are intact. Smear smoothly spline surface
with plastic grease AEROSHELL GREASE 6 or TOTAL
SPECIS CU.
2.3 Slip the starter/generator into its drive and on its centering
shoulder. The position of the terminal strip is evident
according to the positioning pin and the hole in flanges. If
necessary adjust the position of the starter/generator drive
by hand turning the gas generator rotor.
2.4 With the right hand hold the starter/generator on the

centering shoulder and with the left hand shift the free
segment on the connecting flanges close together. Take
care to connecting flanges fit together tight. Immediately
after slipping the free segment into the space between
hydraulic pump and starter/generator fit the segment into its
final position securing thus the starter/generator against
displacement.
80.11.00
Page 403
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 405

(Manhours)
2.50
2.5 Fit the hose clip with the fixed segment to the
starter/generator flange and over the free segment and
secure them with the catch. Tighten the self-locking nut on
the hose clip screw.
2.6 Fit the air supply bend into the air supply duct on the
starter/generator, fit the hose clip over lugs and tighten the
clip.
2.7 Fit cable shoes on starter/generator terminal strip screws

according to markings specified in the airframe manual and
tighten self-locking nuts using the spanner provided in the
airframe kit of tools.
2.8 Record the replacement in the Engine Log Book. Complete

the appliance logs.
2.9 Check the starter/generator for correct functioning by engine

test run.
80.11.00
Page 404
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
401 to 405

(Manhours)
2.50
SECTION A - A
Hydraulic pump
Slip off clip in this
direction
Starter/generator
Brush cover tightening screw

installed on the bottom
in the vertical axis
Fig. 401
80.11.00
Page 405
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
80.11.00
Page 406
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 506

(Manhours)
Test of the LUN 2132.02-8 starter/generator
2.0
1. Remove the starter/generator from the engine according to See

the procedure described in the Technological Instructions Page 101
80.11.00, point 1. (ref. to Page 401).
1.1 Protect the starter/generator mounting pad on the engine

from dirt.
2. Test
2.1 Remove the brush cover, set back the brush retaining screw
over one pair of brushes and take out both brushes. Check
brushes for cracks and check connecting leads for frayed
spots. If any of both defects have been detected replace the
worn brushes by a new ones.
24 V DC 40 A power source Attachment for running No. 00 sand paper

in brushes
Rheostat Clean compressed air
Screwdriver
Single-pole switch
Supporting blocks
Speed indicator of range
up to 10.000 r.p.m.
80.11.00
Page 501
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 506

(Manhours)
2.0
2.2 Check starter/generator brushes for wear and replace

brushes which length after 300 hours of running have been
worn down to 18 mm or less. New brushes must be of the
same quality. After 600 ± 30 hours of operation replace the
old brushes by the new ones.
2.3 After replacing brushes they need not be grounded if the

commutator has not yet been returned (they are
pre-grounded to the commutator diameter by manufacturer).
The brushes are only run in after setting of brushes.
2.4 After replacing brushes position their leads so that they will
not interfere with brushes moving. Brushes must move
smoothly in their holders.
80.11.00
Page 502
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 506

(Manhours)
2.0
2.5 Check the condition of the commutator. As normal condition

and normal wear is considered blue-violet shiny carbon film
in the paths of brushes and wear of the path after 300 ± 15
hours to the depth of 0.05 mm, after 600 ± 30 hours of
running to the depth of 0.15 mm. If at an inspection rough
surface of commutator, pitted spots, scratches and burnt
spots are found or if the brush path depth reached 0.4 mm
or more it is necessary to repair the commutator according
to Technological Instructions on pages 803 to 809.
2.6 Suck off the dust from the inner compartment of

starter/generator. Blowing of individual parts of
starter/generator with compressed air can be done on
disassembled starter/generator only.
2.7 Run in brushes. Brushes are run in on the same

starter/generator in which they will be used. Following
equipment is necessary to run in brushes:
a) 24 V DC power supply
b) 400 A switch
c) rheostat of 10 Ω resistance and min. 15 A current
80.11.00
Page 503
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 506

(Manhours)
2.0
2.8 Clamp the starter/generator by a resilient clamp and wire it

as shown in the diagram:
switch rheostat
+ Terminals of
C starter/generator
Power A D
source
E
Fig. 501
80.11.00
Page 504
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 506

(Manhours)
2.0
2.9 Running in the brushes
Put the starter/generator upon supporting blocks. Connect

the „E“ terminal on the starter/generator to the minus
terminal of 24 V DC power source. See diagram in
Fig. 501 for starter/generator terminal marking.
Connect the „C“ terminal to the plus terminal of the power

source through a rheostat and a single-pole switch. Short
the „A“ terminal to the „B“ terminal by a lead. Set
the rheostat to maximum resistance and switch on the
switch. The generator will start to run as a motor. Viewed
from the side of the commutator it will turn clockwise.
Set rheostat so that the generator will run at 5000 r.p.m.

(not over 15 V). Allow the generator to run until the
brushes sit to 100 % in the direction of rotation
and to 90 % in the axial direction.
(Running in time is approximately 24 hours).
Blow out all collected carbon dust with dry clean

compressed air.
NOTE: If after brush replacement the brushes have not

been run in it is necessary to check condition of
both brushes and commutator within first 24 hrs of
operation.
2.10 Install the brush cover.
80.11.00
Page 505
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
M601E On pages
M601E-21
501 to 506

(Manhours)
2.0
3. Record the starter/generator check into its appliance log.
4. Install the starter/generator on the engine according to the

Technological Instructions 80.11.00, point 2., Page 403.
80.11.00
Page 506
Jul 1, 2003
WALTER a.s.
MAINTENANCE MANUAL
Repair of commutator surface by re-turning
Contents:
1) The qualifications of workers and equipment of workshop
2) Disassembling
3) Repair of commutator
4) Balancing
5) Assembling
6) Run-in of brushes (see points 2.9 and 2.10 in chapter 80.11.00, page 505)
1.1 The qualifications of workers:
Repair works must be done by a worker-specialist who has several years of

experience and deep knowledge of instrument functioning. The final check must be
done by a responsible supervisor - technician who puts an entry into accompanying
appliance log about the repair and suitability of instrument to further operation.
1.2 The equipment of workshop:
The device must be repaired in a clean, dry and light facility free of aggressive
substances (acids, lyes etc.). The temperature in the space must be min. 20 °C at
relative humidity of max. 60 %.
1.2.1 The repair must be carried out on clean working tables covered with rubber.
1.2.2 As a cleaning substance cleaning petrol is used - necessary quantity is 500 ccm. That
is why anti-fire measures must be respected in the workshop.
1.2.3 In addition to universal tools and equipment the workshop must be equipped with:
- hand rack press
- precision turning lathe SV 18 R/100
- balancing equipment „Schenk“ R18, 3000 r.p.m.
- milling machine
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1.2.4 Tools and aids:
– closed tank for cleaning petrol
– brush
– micrometer
– slide gauge
– special puller No. 1554 1260 for rear bearing
– cutting tool for commutator re-turning
– chamfering tool to commutator edges 21 N 92 900
– centres for commutator re-turning
– socket spanner 9 mm and 14 mm
– screwdrivers 6 mm and 8 mm
– hook for carbon brush extracting
– general-purpose puller for removing the armature from the stator
– grinding fixture No. 1554 1170
– torque spanner with shank of opening 9 mm (for nuts of clamps)
– dial indicator 0.001 mm on magnetic stand
– fixture for forcing the friction flange on the shaft 1554 1236
– fixture for run out measurement 1587 1059
– cast iron insert 1587 1185
– gauge to dim. 221 ± 0.3 mm No. 1582 1039
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M601E On pages
M601E-21
803 to 805

(Manhours)
Armature removal
2. Individual parts are dismantled according to Figure 801,

Page 811/812 acc. to the working procedure as follows:
2.1 Using the socket spanner 9 mm release clamps (2) and

(41), take down air duct (1) and mounting flange (38). By
turning the ventilator cover (3) (to the right or to the left)
release it and take it down from the shield.
2.2 Using the screwdriver release screw (42) on the brush

rocker cover (12) and remove the cover from frame.
2.3 Using the socket spanner 10 mm unscrew castellated nut

(5) and take down the ventilator (4) from the input shaft.
2.4 Knock out the input shaft (40) using a soft-padded hammer;
then take down the friction flange (36) and braking plate
(35).
2.5 Using the screwdriver unscrew 4 screws (20) and remove

4 double brushes (15) from their holder (14).
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M601E On pages
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803 to 805

(Manhours)
Armature removal
2.6 Using the screwdriver and socket spanner 9 mm unscrew

8 countersink screws (39) fixing rear bearing shield (37) to
the frame (22) and take down the rear shield incl. the rotor
as wound (21). By means of a jaw puller 100 mm dia
clamp the outer hub of the front bearing shield (13), the tip
of the puller spindle let bear against the shaft face. By
tightening the spindle the complete rotor incl. the rear
shield is forced out. Then the rear shield can be taken
down from the bearing easily.
2.7 Armature must be disassembled in the following way:
Remove the retaining ring (34) using the pliers, take down
the sheet metal bearing lid (33) from the hollow shaft.
Using the single-purpose puller pull down the bearing (32)
incl. the inner bearing lid (31) from armature shaft.
2.8 Using a screwdriver release 4 screws M4x10 fixing the

bearing lid (9) to the front shield (13). Then remove the
bearing lid and force out the bearing (10).
2.9 Do not dismantle the brush holders and springs on the

front bearing shield as far as the necessity of exchange of
these parts has been not proved at inspection.
2.10 Do not dismantle the stator as wound. If the inspection

proved that the winding has to be removed then change
the whole stator as wound.
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M601E-21
803 to 805

(Manhours)
Armature removal
2.11 Cleaning
Dismantled parts of the starter/generator - with the

exception of armature, brush holders and stator wash by
cleaning petrol. Blow out the dust from the inner part of the
stator and wipe it then with clean cloth socked with
cleaning petrol. The armature is cleaned by blowing with
compressed air; using a brush and by wooden pin remove
carbon dust deposits from between the leads; blow them
out again.
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M601E On pages
M601E-21
806

(Manhours)
Repair of commutator
3.1 Re-turning:
If, during the inspection surface defects are discovered, it is

necessary to repair the surface by re-turning. Commutator
must be always turned using the lathe that is suitable to
precision turning. Chip thickness is to be chosen so that the
surface will be free of defects. The armature is to be
replaced by the new one if the commutator diameter is less
than 54.3 mm after turning. Peripheral run-out of repaired
commutator with respect to shaft bearing shoulder must be
within 0.01 mm.
3.2 Cutting of mica:
If the depth of slots after turning is less than 0.3 mm it is

necessary deepen the slots by scraping the mica between
segments to the depth of 0.5 mm. Use a triangular scraper
for removing mica and de-burring the edges of segments of
commutator. For removing of metal chips and mica particles
from the slots between segments use bristle brush. Check
concentricity again.
3.3 Polishing the commutator:
Clamp the armature in the lathe; set the speed at 500 to 600
r.p.m. Commutator is to be polished using reverse side of
new emery cloth. A stripe of emery cloth must be pressed
by a suitably shaped block of tough material applying in the
whole length of commutator.
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M601E On pages
M601E-21
807

(Manhours)
Balancing of rotor
4. Commutator repair ought to be followed by check on

armature dynamic balance; tolerance width is 1 µm,
measured in the plane of bearings. If a correction of
balancing is necessary remove material by milling in bandage
rings to the depth of 1 mm. In order to allow for sufficient
strength of bandage collars there are only two cuts-in
permitted in each strip. Milling has to be done with milling
cutter of dia. 6 mm.
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M601E On pages
M601E-21
808 to 809

(Manhours)
Armature installation
5.1 Installing the input shaft.
Using the hand press and a fixture force the friction flange
on the input shaft (40). Dim. 221 ± 0.3 mm should be
respected.
5.2 Front shield (13).
Slide bearing (10) in the front shield and close it by the

outside bearing lid (9) using 4 screws (43) and fasten to the
shield. The shield is to be installed and screwing in the
stator by eight screws.
5.3 Armature assembly (21).
On the free end of the shaft from the opposite side to the
commutator insert the inner bearing (25), the lid (31), force
the bearing (32), slide in the oil-throw ring (33) and secure
by a retaining ring (34).
Rear shield assy (37) is forced on the bearing of the

armature assembly. The hollow shaft and the input shaft as
well have to be cleaned by a rounded brush and preserved
with grease LH TP-D-203-62.
80.11.00
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M601E On pages
M601E-21
808 to 809

(Manhours)
Armature installation
5.4 Starter/generator
Rotor assy. according to point 5.3 is inserted in the stator

incl. winding (22); then it is forced into the shoulder formed
on the stator and screwed together by eight screws (39).
Install the input shaft (40) including ventilator (4); check the
deformation of friction flange (0.6 mm to 0.8 mm); adjust the
clearance by suitable spacing rings (7, 8) and tighten. The
cover of ventilator has to be put in with hand. Using a hook
drop the carbon brushes to the commutator. Permitted run
out of commutator in assembled starter/generator is max.
0.015 mm.
5.5 Screws on both starter/generator shields have to be locked

by cutting in - in total 16 times. Unvarnished surfaces of
both shields (37, 13) have to be preserved with grease
LH TP-D-203-62, then slide on the assembling fixture (38)
and tighten the clip (41); put in the air duct (1); tighten the
clip (2); screw on the brush cover (12). Tightening torque for
clip nuts is 2 to 4 Nm.
6. Replace and run in the brushes according to points 2.9 and

2.10 (80.11.00, Page 505).
80.11.00
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80.11.00
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Fig. 801
80.11.00
Pages 811/812
Jul 1, 2003
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82
WATER INJECTION
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RECORD OF REVISIONS
DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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DATE OF
SION No. OF NEW AND
No. PAGES SIGNATURE
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Section - Section -
point point
82 „Record of
2 Jul 1, 2003
82 „Review of
2 Blank Jul 1, 2003

2 Blank Jul 1, 2003
82.00.00 1 Jul 1, 2003

2 Blank Jul 1, 2003
82.01.00 1 Jul 1, 2003

2 Blank Jul 1, 2003
80.20.00 1 Jul 1, 2003

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

902 Blank Jul 1, 2003

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CONTENTS
82.00.00 WATER INJECTION

- General
82.01.00 REQUIRED PROPERTIES OF WATER
82.20.00 SPRAY RING
- Preservation of the injection system
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WATER INJECTION
GENERAL
For abnormal atmospheric conditions, i.e. high ambient temperature or low pressure, engine
power required for the aircraft take-off is attained by water injection in to the air at the
compressor inlet. Injected water with the air creates a mixture of greater specific mass; this
results in an increase in the compressor mass flow. During the process of compression the
water evaporates, takes from air the heat for evaporation and thus increases the compressor
efficiency. Corresponding decrease in temperature of air at compressor outlet mainly affects
the inter-turbine temperature, thus enabling increased fuel flow rate to increase the power.
Water is injected by the spray ring nozzles into the airflow in front of the compressor
protective screen. The quantity of injected water is set according to atmospheric pressure
and temperature.
The flow rate of the water pump is set according to the Operation Manual (Manual Part No.
0982404) where is also stated the power increase in percents in the Diagram 503,
Subsection 72.03.00. Power characteristics with water injection with respect to atmospheric
temperature are shown in the Fig. 4 in Subsection 72.01.02.
Of the water injection system, only the spray ring belongs to the engine design. The spray
ring is mounted on the engine at the entry part. The supply manifold, tank, pump, signalling
device and other components belong to the airframe installation.
The requirements for water properties are mentioned in the following part.
WARNING: WATER INJECTION MAY ONLY BE USED IN EXCEPTIONAL CASES, WHEN

ATMOSPHERIC CONDITIONS AND RESULTING DECREASE IN ENGINE
POWER WOULD JEOPARDIZE THE SAFE TAKE-OFF.
The spray ring can also be used for washing of the compressor air path, when the spray ring
is connected to the washing device (see Subsection 72.03.00, Page 701).
If water injection is used frequently due to specific atmospheric conditions prevailing in the
region where the aircraft is operated, it is necessary to check frequently the condition of the
first stage rotor blades of the axial compressor.
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REQUIRED PROPERTIES OF WATER
It is possible to use water for water injection into the engine inlet as follows:
1. Distilled water acc. to ČSN 68 4063, PN 31-1151-65, PN 31-1151-65II, GOST 6709-72,

PN 213/77-Ch, IS 1070-1960, BN-716191-95, Reagent Water Type III acc. to
ASTM D 1193-77.
2. Water for laboratory purposes acc. to B.S. 3978:1966

o
3. Distilled water with electrical conductivity of max. 15 µS/cm at temperature of 25 C.
Evaporation residue of max. 10 mg/litre, acidity coefficient pH 5.0 to 7.5.
Size of contaminants of max. 10 µm.
Water, which would not meet the above requirements, must be not used. It could cause
corrosion of hot parts and deposition of mechanical particles in the manifold, in passages of
water nozzles and in the air path - i.e. in the compressor, combustion chamber, and
turbines.
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SPRAY RING
The spray ring feeds the water and sprays it into the airflow closely in front of the inlet
protection screen. With respect to installation this manifold is made in two parts. Both bends
of the manifold are interconnected by a tube-union. The tube-union is connected to the
airframe installation. The tube union contains removable strainer. The spray cone of
11 nozzles, which are spaced regularly on the periphery, points radially to the inlet duct.
The spray ring is clamped by holders to the vertical flange of the inlet casing together with
the rear air baffle. The parts of the spray ring are manufactured of stainless steel and are
welded or screwed together.
The parts of the supply tube-union including the strainer are made of stainless steel. The
design and details of the spray ring are shown in Fig. 1 and Fig. 2.
82.20.00
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Legend:
The spray ring as seen against the flight direction
1- R.H. part of the spray ring
2- supply tube union incl. the strainer
3- L.H. part of the spray ring
4- brackets for spray ring clamping to the engine
5- injection nozzles
SPRAY RING
Fig. 1
82.20.00
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Legend:
Bracket sectional view:
1 - spray ring
2 - rubber insert
3 - split clamp
4 - compressor inlet protective screen
Tube union - sectional view:

5 - supply nipple
6 - protective strainer
7 - connecting tube union
SPRAY RING
Fig. 2
82.20.00
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82.20.00
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M601E On pages
M601E-21
901

(Manhours)
Preservation of the injection system
Internal preservation of the water injection system is carried out before

the winter frosts will come. This is substantiated by the fact that water
injection system is not needed during the winter period; also as a
protection against the results of frozen water inside the injection
system.
1. Drain the remaining water from the tank; flush the tank and the
water pump with ethyl alcohol and preserve of the tank and the
water pump by preservation mixture.
2. Drain the remaining liquids from the tank (by the electromagnetic
drainage valve).
3. Prior to putting the water injection system in normal operation, the
tank and the water pump must be de-preserved by the engine fuel.
The remaining fuel must be then drained from the tank.
NOTE: The preservation and de-preservation agents must not enter
the spray ring. The penetration of these agents into the engine
must be prevented as well.
Preserving means:
Foreign particles size: max. 20 µm
Foreign particles content: max. 0,005 %
a) Preserving mixture per one litre
of mixture:
75 ml AeroShell Turbine Oil 2
(MIL-L6081 C Grade 1010)
25 ml AeroShell Fluid 2XN
(MIL-C-6529 C Type 1)
or
100 ml Shell Storage Oil 3
b) Preserving oils:
Aviation Oil OLE-TO (ČSN 65 6634)
Transformer Oil (GOST 98280)
Aviation Oil Mk-8 (GOST 6457-66)
Aviation Oil MS-8p (38.40153-73)
82.20.00
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82.20.00
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Maintenance Manual Walter M601e, M601e-21

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Maintenance Manual Walter M601e, M601e-21

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MAINTENANCE MANUAL

MANUAL PART No. 0982055

FOURTH REVISED EDITION

ISSUED JULY 1, 2003

This Manual was approved and signed in Czech by:

Oldřich Matoušek Milan Cibulka

Section 72 TURBOPROP ENGINE

72.01.04 ENGINE AND AIRFRAME EQUIPMENT ENSURING ENGINE OPERATION

72.12.00 COUNTERSHAFT CASING

72.32.02 REAR WALL

72.63.00 THE ACCESSORY GEAR BOX OIL SYSTEM

Section 73 FUEL SYSTEM

- Adjustment initial phase of engine starting

74.21.00 IGNITION UNIT

Section 75 AIR BLEEDS

Section 76 CONTROL SYSTEM

76.30.00 SYSTEM OF INTEGRATED ELECTRONIC LIMITERS OF CRITICAL

Section 77 INSTRUMENTS FOR MONITORING

77.22.00 LUN 1358-8 TRANSMITTER OF ELECTRIC RESISTANCE OIL

77.44.00 LUN 1581-8 MINIMUM OIL LEVEL SIGNALLER

Section 78 EXHAUST SYSTEM

Section 79 OIL SYSTEM

Section 82 WATER INJECTION

REVIEW OF EFFECTIVE PAGES

00 „Contents“ 1 Jul 1, 2003

00.00.00 1 Jul 1, 2003

00.01.00 1 Jul 1, 2003

00.02.00 1 Jul 1, 2003

00 „REVIEW OF EFFECTIVE PAGES“

00 „REVIEW OF EFFECTIVE PAGES“

00.01.00 REVIEW OF INDIVIDUAL SECTIONS

00.02.00 HOW TO USE THIS MANUAL

INFORMATION PRESENTED IN THIS MANUAL, IN ENCLOSED DRAWINGS

FURTHER REPRODUCTION OF DATA PRESENTED IN THIS MANUAL AND

DATA PRESENTED IN THE MANUAL AND ADDITIONAL DATA OBTAINED

All described maintenance procedures can be carried out in common working

Nevertheless the described maintenance procedures can be carried out exclusively by

2. Customer Support Dpt.

Phone: ++420 25104 2530

Fax: ++420 25721 1430

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

REVIEW OF INDIVIDUAL SECTIONS

Section 73 FUEL SYSTEM

Section 75 AIR BLEED VALVE

Section 77 INSTRUMENTS FOR MONITORING

Section 78 EXHAUST SYSTEM

Section 79 OIL SYSTEM

Section 82 WATER INJECTION

HOW TO USE THIS MANUAL

THE CONCEPT OF DIVIDING THIS MANUAL

Example: 72. 10. 00

Section Subsection Item

Pages are numbered as follows:

AIRWORTHINESS LIMITATIONS „RECORD OF REVISIONS“

AIRWORTHINESS LIMITATIONS „RECORD OF REVISIONS“

REVIEW OF EFFECTIVE PAGES

AIRWORTHINESS LIMITATIONS „REVIEW OF EFFECTIVE PAGES“

AIRWORTHINESS LIMITATIONS „REVIEW OF EFFECTIVE PAGES“

AIRWORTHINESS LIMITATIONS „CONTENTS“

AIRWORTHINESS LIMITATIONS „CONTENTS“

This chapter was approved and signed in Czech by:

1.3 Airworthiness regulations require operator to record: