TrendCheck/TrendCheck+ - TurbineTracker I.pdf · If the TrendCheck/TrendCheck+ Manual is revised, all operators will be provided with a copy of the applicable revision. If you have

Pratt & Whitney Engine Services, Inc.249 Vanderbilt AveNorwood, MA 02062

249 Vanderbilt Avenue, Norwood, MA 02062, Phone 781-762-8600, Fax 781-762-2287

TrendCheck/TrendCheck+Installation Manual TREND-I-010-1

Manual Number: TREND-I-010-1 Prepared By: F Salvucci

PreparationDate:

July 2, 1997 Contributors: J Flebotte/A Boiteau/R Dumo/B Dills/ JWilkinson

Revision Date: November 8, 2007 J Cipolla, Manager Quality Assurance

Revision Ltr: I S Sackos, Manager of Manufacturing &Quality

Total Pages: 90

Approved By:

D Fetherston,Manager of Customer Solutions / Engineering

P&W ENGINE SERVICES, INC. TrendCheck/TrendCheck+ TREND-I-010-1For Pratt & Whitney EnginesPT6A-6, PT6A-6A, PT6A-6B, PT6A-11, PT6A-11AG, PT6A-15AG, PT6A-20, PT6A-20A, PT6A-20B, PT6A-21, PT6A-25, PT6A-25A, PT6A-25C, PT6A-27, PT6A-28, PT6A-34, PT6A-34AG, PT6A-34B, PT6A-36, PT6A-38, PT6A-40, PT6A-41, PT6A-41AG, PT6A-42, PT6A-45A,PT6A-45AG, PT6A-45B, PT6A-45R, PT6A-50, PT6A-60, PT6A-60A, PT6A-61, PT6A-62, PT6A-64, PT6A-65AG, PT6A-65AR, PT6A-65B,PT6A-65R, PT6A-66, PT6A-67, PT6A-67A, PT6A-67AF, PT6A-67AG, PT6A-67B, PT6A-67D, PT6A-67R, PT6A-110, PT6A-112, PT6A-114,PT6A-114A, PT6A-135, PT6A-135A

Page iTREND-I-010-1 Pratt & Whitney Engine Services, Inc. Proprietary

PREFACE

Disclaimer

Like all instrumentation, the Pratt & Whitney Engine Services, Inc. TrendCheck/TrendCheck+ systems requireknowledgeable interpretation by the pilot. Any recommendations and operating procedures contained in this manual shall notsupersede the Aircraft or Engine manufacturer recommendations, operating procedures, or limits. The Pratt & WhitneyEngine Services, Inc. TrendCheck/TrendCheck+ systems should not be used as a primary guide monitoring the Aircraft andEngine manufacturers operating limits. Pratt & Whitney Engine Services, Inc. is not liable for any damages resulting from theuse of this product.

Proprietary Information Notice

This manual contains proprietary information that is protected by copyright, and all rights are reserved. No portion of thisdocument may be copied, photocopied, reproduced by any means, or translated into another language without the priorwritten permission of P&W Engine Services.


Page iiTREND-I-010-1 Pratt & Whitney Engine Services, Inc. Proprietary

REVISION HISTORY

Rev I I I I I I I I I I I I I I I IRev Statusof Sheets Sheet i ii iii iv v vi vii 1 2 3 4 5 6 7 8 9

Rev I I I I I I I I I I I I I I I I

Sheet 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25


Sheet 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41


Sheet 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57


Sheet 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73


Sheet 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89

Rev I

Sheet 90

LOG OF REVISIONS

REV. NO ECO # DESCRIPTION Date PAGES REVISED

A 0153 Revise part numbers and reformat manual 04/04/2000 Refer to ECO 0153

B 241 Revise part numbers, schematics, and reformatmanual.

05/15/2001Refer to ECO 241

C, D 0601 Add TrendCheck+ to Manual 03/25/2002 Refer to ECO 0601

E 0615 Revise Calibration Instructions 05/03/2002 Refer to ECO 661

F 661 Add RTD Probe notes. Revise wire diagramsand reformat manual

05/19/2003 Refer to ECO 661

G 766 Revise Parts List and wiring schematics 06/16/2004 15, 16, 17, and 54

H 838 Change J2 Harness part number on theTREND-K-024-4 and TREND-K-024-5 Parts

Kit.01/04/2006 Cover, ii, 8, and 15

I 959 Revised part numbers, calibration proceduresand schematics. Corrected spelling andgrammar. Add wire numbers to text and

schematics. Updated company name and logos.

11/08/07 All

NOTE:If the TrendCheck/TrendCheck+ Manual is revised, all operators will be provided with a copy ofthe applicable revision. If you have a subscription with TurbineTracker™, you will be informedvia email of new revisions to this manual. In addition to this, P&W Engine Services maintainsthe latest versions of all manuals in the Support Section of TurbineTracker™.

If you are not a subscriber to TurbineTracker™, you may call P&W Engine Services CustomerSupport at 781-762-8600 for the latest revision.


Page iiiTREND-I-010-1 Pratt & Whitney Engine Services, Inc. Proprietary

TABLE OF CONTENTS

1 INTRODUCTION........................................................................................................................................... 11.1 Scope....................................................................................................................................................... 21.2 About This Manual ................................................................................................................................. 21.3 System Description ................................................................................................................................. 31.4 Unpacking the Equipment....................................................................................................................... 31.5 Parts List.................................................................................................................................................. 41.6 Weight and Balance ................................................................................................................................ 4

2 INSTALLATION AND MAINTENANCE PROCEDURES ......................................................................... 52.1 Standard Practices-Airframe/Powerplant ................................................................................................ 5

2.1.1 Procedure for Wiring Connections.................................................................................................. 52.1.2 Wiring Splices ................................................................................................................................. 62.1.3 Maintenance .................................................................................................................................... 7

3 INSTALLATION KITS.................................................................................................................................. 83.1 TrendCheck/TrendCheck+ Systems by Parts Kits: ................................................................................. 83.2 TrendCheck Optional Installation Kits: .................................................................................................. 93.3 TrendCheck System by Parts Kits........................................................................................................... 93.4 TrendCheck+ System by Parts Kits ...................................................................................................... 13

4 INSTALLATION - MECHANICAL............................................................................................................ 184.1 System Processor .................................................................................................................................. 184.2 Cockpit Components ............................................................................................................................. 244.3 Engine Indicating .................................................................................................................................. 25

4.3.1 Torque High / Low Pressure Transducers..................................................................................... 254.3.2 Fuel Flow / Temperature Sensor ................................................................................................... 274.3.3 Inlet Pressure and Temperature Probe........................................................................................... 284.3.4 Inlet Pressure Transducer .............................................................................................................. 294.3.5 Nacelle Pressure Transducer ......................................................................................................... 32

5 INSTALLATION - ELECTRICAL .............................................................................................................. 335.1 Harness Installation............................................................................................................................... 33

5.1.1 J1 Harness ..................................................................................................................................... 335.1.2 J2 Harness ..................................................................................................................................... 345.1.3 J3 Harness ..................................................................................................................................... 355.1.4 Comm Harness (Option) ............................................................................................................... 35

5.2 Engine Indicating .................................................................................................................................. 365.2.1 Turbine T5 Temperature Transducer ............................................................................................ 365.2.2 Engine High and Low Pressure Torque Sensors ........................................................................... 375.2.3 Engine N1 Speed Signal................................................................................................................ 385.2.4 Engine N2 Speed signal ................................................................................................................ 395.2.5 Engine Fuel Flow / Temperature Sensor....................................................................................... 415.2.6 Inlet & Nacelle Pressure Transducers ........................................................................................... 445.2.7 Thermocouple Style Inlet Air Temperature Sensor ...................................................................... 445.2.8 “RTD” Style Inlet Air Temperature Sensor .................................................................................. 445.2.9 Spare Connections......................................................................................................................... 45

5.3 Cockpit Components ............................................................................................................................. 46


Page ivTREND-I-010-1 Pratt & Whitney Engine Services, Inc. Proprietary

5.3.1 Cockpit TREND Switch / Lamp Connector.................................................................................. 465.3.2 Communication Port Connector Wiring........................................................................................ 475.3.3 Optional Cockpit Annunciator Panel Lamp .................................................................................. 475.3.4 Power and Ground Connections.................................................................................................... 48

5.4 Final Wiring Instructions: ..................................................................................................................... 495.5 TrendCheck Initial Processor Test ........................................................................................................ 505.6 TrendCheck+ Initial Processor Test ...................................................................................................... 51

6 Wiring Diagrams........................................................................................................................................... 526.1 Wiring Diagram No. 1 – TrendCheck:.................................................................................................. 526.2 Wiring Diagram No. 2 – TrendCheck:.................................................................................................. 536.3 Wiring Diagram No. 3 – TrendCheck+ With Thermocouple Style Kiel Probe .................................... 546.4 Wiring Diagram No. 4 – TrendCheck+ With “RTD” Style Kiel Probe................................................ 55

7 HARNESS CONNECTOR SIGNAL PINOUTS.......................................................................................... 567.1 TrendCheck System Cables .................................................................................................................. 56

7.1.1 TrendCheck Power/Sensor, J1 Cable “S” ..................................................................................... 567.1.2 TrendCheck Sensor Cable, J2 ....................................................................................................... 577.1.3 TrendCheck Optional Cockpit Indicator Cable, Comm................................................................ 59

7.2 TrendCheck+ System Cables ................................................................................................................ 607.2.1 TrendCheck+ Power / Sensor, J1 Cable “15 Pin S”.................................................................... 607.2.2 TrendCheck+ Sensor Cable J2, 15 Pin SA Keyed Connector....................................................... 617.2.3 TrendCheck+ Cable, J3, 37 Pin Connector ................................................................................... 62

8 System Configuration and Calibration .......................................................................................................... 648.1 Definitions............................................................................................................................................. 648.2 Processor Configuration........................................................................................................................ 65

8.2.1 Pre-Calibration Sensor Test .......................................................................................................... 658.3 Calibration Using Test Equipment ........................................................................................................ 668.4 Calibration Using Aircraft Cockpit Instruments ................................................................................... 67

9 SYSTEM OPERATION OVERVIEW ......................................................................................................... 699.1 TrendCheck Functional Description ..................................................................................................... 69

9.1.1 Engine Run Logging ..................................................................................................................... 699.1.2 Cycle Logging ............................................................................................................................... 699.1.3 Event Monitoring .......................................................................................................................... 709.1.4 Trend Monitoring .......................................................................................................................... 70

9.2 System Initialization and Lamp State Description ................................................................................ 709.2.1 System Modes ............................................................................................................................... 719.2.2 Run Mode...................................................................................................................................... 719.2.3 Lamp States in Run Mode............................................................................................................. 729.2.4 Configuration Mode ...................................................................................................................... 729.2.5 Manual Self Test (Loopback Test)................................................................................................ 72

9.3 TrendCheck+ Functional Description ................................................................................................... 739.3.1 Engine Run Logging ..................................................................................................................... 739.3.2 Cycle Logging ............................................................................................................................... 739.3.3 Event Monitoring and Time History Buffer.................................................................................. 739.3.4 Trend Monitoring .......................................................................................................................... 74

9.4 System Initialization and Lamp State Description ................................................................................ 749.5 System Modes ....................................................................................................................................... 75


Page vTREND-I-010-1 Pratt & Whitney Engine Services, Inc. Proprietary

9.6 Run Mode Description (States and Fault Lamp Display) ..................................................................... 759.6.1 Engine Not Running Mode ........................................................................................................... 769.6.2 Engine Starting Mode.................................................................................................................... 769.6.3 Engine Running Mode .................................................................................................................. 76

10 AIRCRAFT TESTING ............................................................................................................................. 7710.1 Aircraft Ground Test ............................................................................................................................. 7710.2 Aircraft Flight Test................................................................................................................................ 8010.3 Test Data Retrieval and Review............................................................................................................ 81

11 SERVICE .................................................................................................................................................. 8211.1 Customer Support.................................................................................................................................. 82

12 SPECIFICATIONS ................................................................................................................................... 8312.1 System Specifications ........................................................................................................................... 8312.2 Specifications for P&W Engine Services Supplied Sensors ................................................................. 8512.3 Interface Requirements for Aircraft Sensors......................................................................................... 86


Page viTREND-I-010-1 Pratt & Whitney Engine Services, Inc. Proprietary

LIST OF FIGURES

FIGURE 1: TYPICAL TRENDCHECK/TRENDCHECK+ SYSTEM..................................................................................................... 3FIGURE 2: SINGLE OR DUAL WIRE SPLICES .............................................................................................................................. 6FIGURE 3: SHIELDED CONNECTION (OUTER HEAT-SHRINK TUBING NOT SHOWN) ................................................................... 6FIGURE 4: PROCESSOR............................................................................................................................................................ 18FIGURE 5: TYPICAL PROCESSOR SHOCK MOUNT DETAIL ....................................................................................................... 19FIGURE 6: TRENDCHECK SERIES MOUNTING LOCATIONS (LOOKING FORWARD)................................................................... 20FIGURE 7: MOUNTING BRACKET, UPPER ................................................................................................................................ 21FIGURE 8: MOUNTING BRACKET, LOWER............................................................................................................................... 21FIGURE 9: MOUNTING BRACKET, CRADLE ............................................................................................................................. 22FIGURE 10: MOUNTING BRACKET, 1900 ................................................................................................................................ 22FIGURE 11: MOUNTING BRACKET, KING AIR 200 .................................................................................................................. 23FIGURE 12: MOUNTING BRACKET, B200................................................................................................................................ 23FIGURE 13: COCKPIT TREND SWITCH/FAULT LAMP INDICATOR AND DOWNLOAD PORT ....................................................... 24FIGURE 14: TORQUE PRESSURE LINE INSTALLATION ............................................................................................................. 25FIGURE 15: TORQUE LINES WITH TRANSDUCERS (MOUNTING LOCATION MAY VARY) ........................................................... 26FIGURE 16: PRATT & WHITNEY FUEL FLOW MODIFICATION ................................................................................................. 27FIGURE 17: KIEL PROBE AND PLACEMENT RELATIVE AIR INTAKE DUCT............................................................................... 28FIGURE 18: CUTTING THE HOSE IN PREPARATION FOR INSTALLING A “RE-USABLE” FITTING ............................................... 30FIGURE 19: INSTALLING THE HOSE SLEEVE, AND INSTALLING THE HOSE NIPPLE .................................................................. 31FIGURE 20: STARTING THE THREADS ..................................................................................................................................... 31FIGURE 21: TIGHTENING THE HOSE FITTING .......................................................................................................................... 32FIGURE 22: T5 WIRING........................................................................................................................................................... 36FIGURE 23: TORQUE HIGH AND LOW PRESSURE WIRING ....................................................................................................... 37FIGURE 24: TYPICAL SINGLE LEAD KNIFE CONNECTOR SPLICE ............................................................................................. 38FIGURE 25: TYPICAL DUAL LEAD KNIFE CONNECTOR SPLICE ............................................................................................... 39FIGURE 26: P&W ENGINE SERVICES SUPPLIED FUEL FLOW METER/FUEL TEMPERATURE SENSOR CONNECTOR WIRING...... 42FIGURE 27: TREND SWITCH / FAULT LAMP CONNECTOR WIRING ........................................................................................ 46FIGURE 28: COMMUNICATION PORT CONNECTOR .................................................................................................................. 47

LIST OF TABLES

TABLE 1: ELECTROMAGNETIC COMPATIBILITY TEST TABLE.................................................................................................. 78TABLE 2: GROUND TEST DATA .............................................................................................................................................. 79TABLE 3: FLIGHT TEST DATA................................................................................................................................................. 80

REFERENCE DOCUMENTS

MLP User’s Guide, “P&W Engine Service Monitor Link Program”


Page 1TREND-I-010-1 Pratt & Whitney Engine Services, Inc. Proprietary

1 INTRODUCTION

Aircraft and engine maintenance procedures are key to flight safety and lower operating costs. Pratt &Whitney Engine Services, Inc. has developed the TrendCheck/TrendCheck+ system to perform threeprimary functions:

Exceedance Event Recording: The TrendCheck/TrendCheck+ processor can monitor critical engineparameters and record instances where they have exceeded preset values (exceedances).

Engine Trend Monitoring: The TrendCheck/TrendCheck+ can gather and store engine data samplesfor trend analysis.

Cockpit Indication: The TrendCheck/TrendCheck+ can be configured to warn the pilot of a priorexceedance on start up or shutdown, and provide system self-test indication.

The TrendCheck/TrendCheck+ system enables the operator to control, quantify, and manage enginemaintenance operations and reduce direct operating costs.

In its data acquisition role, the TrendCheck/TrendCheck+ is a passive receiver of information. It can beconfigured to record data either manually or automatically.

Manual Operation: The pilot can quickly record a dataset from all sensors by pressing a cockpit-mounted trend button.

Automatic Operation: The system may be configured to automatically record exceedance events andtrends. It may also be configured to record data samples when stable aircraft conditions are achieved.These conditions are configurable, and the data gathered may be used for engine trend analysis.

Retrieving Data: Collected data is accessed through a download serial port. Communication with theTrendCheck/TrendCheck+ is achieved through P&W Engine Services Monitor Link Program (MLP),which can be used to download data and upload system configuration files. The MLP can also be usedto assist maintenance personnel in performing system diagnostics, calibrations, and real-time live sensordisplay.

System Configuration: The TrendCheck/TrendCheck+ system is shipped with a predefined set ofsoftware sensor configurations, exceedance event specifications, cycle specifications, and enginestart/stop definitions. System configurations can be altered to reflect the customer’s operatingenvironment or requirements.



1.1 Scope

The purpose of this document is to provide users of this product with P&W Engine Services approvedinstallation instructions. Any deviation from the procedures described within this document could result in afailure of the product to perform properly and could possibly result in damage to other systems of the aircraft.

NOTE: To perform an installation, select the appropriate aircraft model addendum, read the systemoverview, then, complete the preparation section checklist. Find the aircraft wiring diagram andfollow the steps described in the mechanical and electrical assembly sections. Check off eachinstruction as it is completed. When finished, proceed to post-installation, configuration, andtesting sections of the manual.

1.2 About This Manual

This document contains general information regarding mechanical and electrical hardware. It also includes aseries of addenda with specific installation instructions. For specific aircraft model installation procedures, referto the appropriate addendum attached.

In all documents, mechanical and electrical sections are made up of instruction lists that take the following form:

1. A heading that lists the applicable aircraft or engine. Headings appear as follows:

FOR ALL AIRCRAFT:

2. Cautions present things to be aware of while performing the installation. Cautions appear as follows:

INSTALLATION CAUTION:

Excessive torque on the processor-mounting studs can deform the shock mounts. Thelocking nut should be tightened only to the point of contact with the shock mount.

3. Numbered assembly and wiring instructions, which include boxes for checking off steps as they areperformed. Instructions appear as follows:

Wiring Instructions:

Perform the following steps:

Engines

1 2

010 Trim the cable to length

4. Notes present things that require specific attention to detail. Notes appear as follows:

NOTE: To perform an installation, select the appropriate aircraft model addendum.



1.3 System Description

A typical TrendCheck/TrendCheck+ system (Figure 1) is depicted as follows:

Figure 1: Typical TrendCheck/TrendCheck+ System

1.4 Unpacking the Equipment

Carefully remove each component from its original package. Place each component on a roll-away cart orsuitable workbench in the work area.



1.5 Parts List

Care must be taken when handling all parts and equipment. Before opening packages, perform an inventorycheck by comparing the receivables to the appropriate bill of materials.

1.6 Weight and Balance

Calculating weight and balance of the TrendCheck/TrendCheck+ system after installation is the responsibility ofthe installer. Although the system weight is less than 11 pounds (excluding miscellaneous hardware notsupplied with the kit – e.g. clamps, tie wraps, etc…), P&W Engine Services suggests that the installer weigheach kit individually and record the weight prior to installation. During the installation, save all items that arenot installed on the aircraft, for example: cable that has been trimmed to length and any plastic or paper bagsthat individual components were packaged in. After the completion of the installation, weigh all materials thatwere not installed on the aircraft. Subtract this weight from the weight of the kit prior to the installation. Thiswill give you the total system weight that is installed on the aircraft.



2 INSTALLATION AND MAINTENANCE PROCEDURES


Use of any procedure (e.g. addendum) that does not apply to your specific applicationcould cause unnecessary damage to the aircraft and/or result in a system or productmalfunction.

2.1 Standard Practices-Airframe/Powerplant

Review all manufacturer provided airframe and powerplant documentation in order to understand installationrequirements and technical capability of the system.

NOTE: General wiring supplies (solder, crimp splices, heat shrink, tape, cable ties and cable tie holders,etc…) are not included with the installation kit.

Prior to installation, verify and follow each of the following instructions and guidelines:

1. All work to be done in accordance with FAA Advisory Circular 43.13-1B "Acceptable Methods,Techniques, and Practices for Aircraft Inspection and Repair" and with FAA Advisory Circular 43.13-2A "Acceptable Methods, Techniques and Practices - Aircraft Alterations"

2. Read all instructions completely before beginning any installation. Only qualified mechanics or avionicstechnicians shall perform the installation.

3. All aircraft systems interfacing with the P&W Engine Services TrendCheck/TrendCheck+ system mustbe checked for full functionality before installation begins.

4. All illustrated mounting locations should be used as a general guide for mounting. Locations shown inillustrations may be altered to fit special individual installation requirements as needed, providedaccepted structural procedures and practices are followed.

5. Refer to the manufacturer’s manual for approved locations or cautions for clamping hoses and cables, ormodifying aircraft structure.

2.1.1 Procedure for Wiring Connections


The TrendCheck/TrendCheck+ cables have shields that connect to the processor chassisground. When terminating the shielded harness at the airframe connection, theseshields must be trimmed back and insulated to prevent possible shorting with the signalwires.

NOTE: Each cable is marked with a shrink on label near the end to indicate its connection. When youshorten the cable behind the label, be sure to re-label it.



2.1.2 Wiring Splices

The use of Raychem™ hermetic style wire splices (Figure 2 and Figure 3) is recommended. When makingconnections between two shielded cables, the shields should also be maintained using Raychem™ or equivalentshield splices. The entire cable splice should be encased in heat shrink tubing when completed.

A general procedure for wire splices (See Figure 2 and Figure 3) is illustrated as follows:

Figure 2: Single or Dual Wire Splices

Figure 3: Shielded connection (Outer Heat-Shrink Tubing Not Shown)



2.1.3 Maintenance

The P&W Engine Services TrendCheck/TrendCheck+ system has been designed with the latest solid-statetechnology. The only component that has a limited life span is the internal battery. This battery, under normaloperating conditions, is expected to last 10 years. If the battery is discharged, the TrendCheck/TrendCheck+system processor must be returned to P&W Engine Services for battery replacement.

The only (non-LRU) field-replaceable component in the P&W Engine Services TrendCheck/TrendCheck+system is the incandescent lamp in the TREND switch. This lamp can be purchased at any aircraft supply or bycalling P&W Engine Services. Should you suspect a problem, the unit should be returned to the factory forservice.

The calibration of the system should remain within documented specifications under normal operation. It issuggested that operators initially monitor the calibration of the TrendCheck/TrendCheck+ system every other100-hour inspection. If the calibration does not change after 3 inspections the calibration check period can beincreased to coincide with the planned aircraft instrument schedule.

Care of the processor under normal operation consists of general cleaning and inspection for bracket andconnector security at every major engine or aircraft inspection.

Comments and findings should be forwarded to P&W Engine Services for inclusion in our continued productimprovement program.

In the event that the TrendCheck/TrendCheck+ system must be returned for service, contact the P&W EngineServices Help Desk for a Returned Material Authorization (RMA) number. When you receive the RMAnumber, include it in the package address and ship it, postage and insurance prepaid, to the address listed below.

When shipping an item for service, please include a complete detailed description of the symptoms you areexperiencing. This will greatly assist our technicians in rapidly identifying the problem. After service, theprocessor will be returned to you or your dealer with the shipping prepaid.

Pratt & Whitney Engine Services, Inc.Help Desk249 Vanderbilt AvenueNorwood, MA 02062Phone: (781) 762-8600Fax: (781) 762-2287E-mail: [email protected]



3 INSTALLATION KITS

The parts listed below comprise the complete installation kit applied for under the Supplemental TypeCertificate for the TrendCheck/TrendCheck+ system. Also listed below are airframe mount optional display kitswhich require a Form 337 submittal. Assembly kit numbers are listed in section 3.1 and individual componentsare detailed by kit numbers in sections 3.3 and 3.4.

3.1 TrendCheck/TrendCheck+ Systems by Parts Kits:

TRENDCHECK ENGINE MONITOR KIT QTY P/N TREND-K-010-1 Weight

PROCESSOR ASSEMBLY 1 See appropriate product section for p/n callout

TrendCheck TREND-A-010-1 1.32 lbsTrendCheck+ EMU-A-010-1 1.38 lbs

PROCESSOR MOUNTING KIT (UPPER BRACKET) 1 TREND-K-029-1 0.31 lbs

Alt. Kit (Lower bracket) TREND-K-029-2 0.31 lbs

Alt. Kit (Cradle bracket) TREND-K-029-3 0.31 lbs

Alt. Kit (Beech 1900 bracket) TREND-K-029-4 0.35 lbs

Alt. Kit (Beech 1900 bracket) TREND-K-029-5 0.35 lbs

Alt. Kit (Lower bracket) TREND-K-029-6 0.31 lbs

SENSOR HARNESS KIT (TRENDCHECK) 1 TREND-K-024-1 3.54 lbs

Alt. Kit (TrendCheck for Pilatus PC-12) TREND-K-024-2 3.54 lbs

Alt. Kit (TrendCheck+ w/ Shadin Fuel Flow) TREND-K-024-3 3.54 lbs

Alt. Kit (TrendCheck+ w/ High Freq Tach) TREND-K-024-4 7.04 lbs

Alt. Kit (TrendCheck+) TREND-K-024-5 7.04 lbs

TORQUE SENSOR KIT 1 HUMS-K-103-2 1.43 lbs

Alt. Kit (Pilatus PC-12) HUMS-K-103-3 1.44 lbs

POWER SENSOR HARNESS KIT 1 TREND-K-025-1 2.55 lbs

Alt. Kit (TrendCheck+) TREND-K-025-2 2.61 lbs

INLET PRESSURE PROBE KIT 1 TREND-K-026-1 1.23 lbs

Kiel Probe (P/N callout is standard for TrendCheck installations only) USNH-B-116

NACELLE STATIC PRESSURE KIT 1 TREND-K-027-1 0.34 lbs

COCKPIT TREND SWITCH KIT (TRENDCHECK+) 1 DPU-K-046-5 0.28 lbs

DOCUMENTATION KIT 1 TREND-K-057-1



3.2 TrendCheck Optional Installation Kits:

Note: Optional Cockpit Display kits require Form 337 field approval.

TRENDCHECK ENGINE MONITOR KIT QTY P/N TREND-K-010-1 Weight

COCKPIT TREND DISPLAY (SINGLE ENGINE) 1 CYCLE-K-023-1 2.77 lbs

COCKPIT TREND DISPLAY (TWIN ENGINE) 1 CYCLE-K-023-2 3.06 lbs

FUEL FLOW SENSOR KIT FOR

PT6A-15AG, -27, -28, -34, -34AG, -135, ONLY 1 TREND-K-028-1 1.40 lbs

3.3 TrendCheck System by Parts Kits

PROCESSOR ASSEMBLY

Processor TREND-A-010-1 Qty 1

PROCESSOR MOUNTING KIT TREND-K-029-1

Mounting Bracket, Upper HUMS-D-085-1 Qty 1

Shock Mounts, Lord 990-00020 Qty 4

Washer, Processor Mount 920-00006 Qty 4

Nut, Locking, Processor Mount MS21042-06 Qty 4

Strap, Ground DPU-C-050-1 Qty 1


Mounting Bracket, Lower HUMS-D-084-1 Qty 1






Mounting Bracket, Cradle HUMS-D-111-1 Qty 1








Mounting Bracket, 1900 HUMS-D-112-1 Qty 1




Spacer, SS (engines w/Air Cond.) 940-00004 Qty 1

Bolt, SS, 10-32x2 (engines w/Air Cond.) MS35207-271 Qty 1



Mounting Bracket, King Air 200 TREND-D-044-1 Qty 1






Mounting Bracket, B200 HUMS-D-113-1 Qty 1





SENSOR HARNESS KIT (TRENDCHECK) TREND-K-024-1

Cable Assembly, J2 TREND-C-011-2 Qty 1

T5 Crimp Lug, Alumel 400-00031 Qty 1

T5 Crimp Lug, Chromel 400-00032 Qty 1

Connector, Knife, Crimp 400-00044 Qty 8

Tube, Vinyl MOD-D-001-1 Qty 1 ft.

Wire, Teflon®, Wht, 22 AWG MOD-D-002-1 Qty 2 ft.



SENSOR HARNESS KIT (TRENDCHECK FOR PILATUS PC-12) TREND-K-024-2







SENSOR HARNESS KIT (TRENDCHECK+ W/ SHADIN FUEL FLOW) TREND-K-024-3







TORQUE SENSOR KIT HUMS-K-103-3

Transducer, 0 – 150 PSIG 750-00003 Qty 2

Adapter, Pipe to 37º Flare 960-00002 Qty 2

Fitting, “T”, Swivel 960-00003 Qty 2

Hose, Pressure, 12” AE3663163E0120 Qty 1

Clamp, Torque Pressure Hose MS21919WCJ16 Qty 2








POWER/SENSOR HARNESS KIT TREND-K-025-1


Fuse Holder, In-Line, Harsh Env. DPU-C-057-1 Qty 1

Fuse, 1 Amp 990-00033 Qty 1



FUEL FLOW SENSOR KIT TREND-K-028-1

Fuel Sensor, EG&G FT4-8AEYSRLEA-2056 Qty 1

Connector, Fuel Sensor MS3116F8-4S Qty 1

Hose 115909-1 Qty 1

Hose 115909-2 Qty 1

INLET PRESSURE PROBE KIT TREND-K-026-1

Probe, Kiel USNH-B-116 Qty 1

Hose, Inlet Pressure 990-00086 Qty 1

Fitting, Inlet Pressure Hose 960-00044 Qty 2


Fitting, Elbow 960-00045 Qty 1

Transducer, 0 – 3 PSID 750-00001 Qty 1

Clamp, Inlet Pressure Hose MS21919WCJ5 Qty 2

Clamp, Inlet Transducer MS21919WCJ25 Qty 1

Washer, Kiel Probe AN960-916 Qty 2

NACELLE STATIC PRESSURE KIT TREND-K-027-1


Filter, Brass 990-00021 Qty 1

Coupling, 1/4˝ Pipe 960-00001 Qty 1

Clamp, Nacelle Static Trans MS21919WCJ16 Qty 1

COCKPIT TREND SWITCH KIT CYCLE-K-023-1

Assy., Cockpit Fault Lamp CYCLE-A-013-1 Qty 1

Connector, 6 Pin Female 400-00026 Qty 1

Assy., Communication Port DPU-A-044-1 Qty 1

Connector, 6 Pin, Male 400-00027 Qty 1

Cable, 40 ft. Cockpit Trend CYCLE-C-014-1 Qty 1



COCKPIT TREND SWITCH KIT (TWIN ENGINE OPTION) CYCLE-K-023-2

Assy., Cockpit Fault Lamp CYCLE-A-013-1 Qty 2


Assy., Communication Port DPU-A-044-1 Qty 2

Connector, 6 Pin, Male 400-00027 Qty 2

Cable, 20 ft. Cockpit Trend CYCLE-C-014-2 Qty 2

Cover BRA.2B.200.PCSG Qty 2

Lens, Switch TREND-D-041-1 Qty 2

DOCUMENTATION KIT TREND-K-057-1

Installation Manual TREND-I-010-1 Qty 1

Manual Update Card MFG-D-011-1 Qty 1

3.4 TrendCheck+ System by Parts Kits

PROCESSOR ASSEMBLY

Processor EMU-A-010-2 (TrendCheck+ Only) Qty 1


Mounting Bracket, Upper HUMS-D-085-1 Qty 1






Mounting Bracket, Lower HUMS-D-084-1 Qty 1








Mounting Bracket, Cradle HUMS-D-111-1 Qty 1






Mounting Bracket, 1900 HUMS-D-112-1 Qty 1




Spacer, SS (engines w/Air Cond.) 940-00004 Qty 1

Bolt, SS, 10-32x2 (engines w/Air Cond.) MS35207-271 Qty 1



Mounting Bracket, King Air 200 TREND-D-044-1 Qty 1






Mounting Bracket, B200 HUMS-D-113-1 Qty 1







SENSOR HARNESS KIT (TRENDCHECK+ W/ HIGH FREQ TACH) TREND-K-024-4

Cable Assembly, J2 ADAS-C-052-1 Qty 1

Cable Assembly, J3 EMU-C-035-2 Qty 1






SENSOR HARNESS KIT (TRENDCHECK+) TREND-K-024-5

Cable Assembly, J2 ADAS-C-052-1 Qty 1






















POWER/SENSOR HARNESS KIT TREND-K-025-2


Fuse Holder, In-Line, Harsh Env. DPU-C-057-1 Qty 1

Fuse, 1 Amp 990-00033 Qty 1

Breaker, 1 Amp 990-00032 Qty 1

FUEL FLOW SENSOR KIT TREND-K-028-1

Fuel Sensor, EG&G FT4-8AEYSRLEA-2056 Qty 1

Connector, Fuel Sensor MS3116F8-4S Qty 1

Hose 115909-1 Qty 1

Hose 115909-2 Qty 1

INLET PRESSURE PROBE KIT TREND-K-026-1

Probe, Kiel TREND-D-064-1 Qty 1

Hose, Inlet Pressure 990-00086 Qty 1

Fitting, Inlet Pressure Hose 960-00044 Qty 2


Fitting, Elbow 960-00045 Qty 1


Clamp, Inlet Pressure Hose MS21919WCJ5 Qty 2

Clamp, Inlet Transducer MS21919WCJ25 Qty 1

Washer, Kiel Probe AN960-916 Qty 2

NACELLE STATIC PRESSURE KIT TREND-K-027-1


Filter, Brass 990-00021 Qty 1

Coupling, ¼” Pipe 960-00001 Qty 1

Clamp, Nacelle Static Trans MS21919WCJ16 Qty 1



COCKPIT TREND SWITCH KIT DPU-K-046-5

Assy., Fault Lamp, IntelliStart DPU-A-043-1 Qty 1

Button, Trend TREND-D-041-1 Qty 1


Cover 990-00031 Qty 1

Screw, Pan Head, SS 900-00009 Qty 1

Washer, Flat AN960-4 Qty 1

Nut, Locking, SS 910-00001 Qty 1

Download Port DPU-A-044-1 Qty 1

Connector, 6 Pin Male 400-00027 Qty 1

DOCUMENTATION KIT TREND-K-057-1

Installation Manual TREND-I-010-1 Qty 1

Manual Update Card MFG-D-011-1 Qty 1



4 INSTALLATION - MECHANICAL

4.1 System Processor

The processor (Figure 4) collects and interprets data from airframe and engine mounted components. Data isretrieved by the operator through an RS485 cockpit interface connection (Standard for TrendCheck+, optionalfor TrendCheck) or through an RS485 interface directly on the processor (standard for TrendCheck only). Ineither case, the processor does not require access during flight.

The processor measures 3.7” high by 6.9” long by 1.7” deep and weighs 1.3 lbs. An aluminum bracket withLord Aerospace shock mounts is used to mount the processor to the aircraft.

Figure 4: Processor



The system processor is mounted either on the engine or in the engine compartment of the aircraft using theP&W Engine Services supplied mounting bracket (Figure 5). Although the processor will not require accessduring normal operation, care should be taken to install the processor in an area that complies with theenvironmental requirements of the system.

Figure 5: Typical Processor Shock Mount Detail


The PT6A engine has four (4) accessory gearbox housing screws that must not beloosened. The TrendCheck/TrendCheck+ brackets do not utilize these screws; however,care should be taken to avoid turning them by mistake. Refer to the Pratt & Whitneymaintenance manual for the appropriate engine.

Excessive torque on the processor mounting studs can deform the shock mounts. Thelocking nut should be tightened only to the point of contact with the shock mount.

Assembly Notes:

TrendCheck/TrendCheck+ processors can be installed using one of the following mounting brackets (Figure 6through Figure 12):

1. HUMS-D-112-1 for Beech (Raytheon) 1900

2. TREND-D-044-1 for King Air 200

3. HUMS-D-113-1 for Beech (Raytheon) B200

4. Upper HUMS-D-085-1 for low wing aircraft

5. Lower HUMS-D-084-1 for high wing aircraft

6. Cradle HUMS-D-111-1 for aircraft with air conditioning

The bracket is bolted to the engine using the existing engine hardware (Figure 6):

The Upper bracket and the 1900 bracket mount on the accessory section forward flange at approximatelythe 10 o’clock position, looking forward.

The Lower bracket mounts at approximately the 8 o’clock position, looking forward.

The Cradle, B200, and King Air 200 brackets mount underneath the engine at approximately the 6o’clock position, looking forward.



On 1900 bracket installations for engines with air conditioning, the existing mounting bolt should bereplaced using the included bracket bolt and spacer. All other brackets use the existing aircraft flangestuds and hardware. If the lower bracket is used, removal of a washer may be required. No additionalhardware is required.

Assembly Instructions:

010 Assemble processor to the mounting bracket per Figure 5 using four (4) washers, four (4) locknutsand the ground strap. Test fit on the engine (see Figure 6 through Figure 12). Check for interferencewith existing engine accessories

020 Secure the mounting bracket and ground strap to the engine with the existing engine hardware. Nutsshould be torqued in accordance with the Pratt & Whitney maintenance manual for the appropriatePT6A engine. The ground strap should be connected to the engine ground.

030 If the lower mounting bracket configuration is used, align the front of the mounting bracket with theheat shield. Remove the heat shield bolt that is positioned near the front of the mounting bracket.Mark and drill the mounting bracket using the existing hole in the heat shield as a guide. Install thebolt into the heat shield and mounting bracket.

Figure 6: TrendCheck Series Mounting Locations (Looking Forward)



.972PL

1.63 3PL

1.00

.283PL

0.125 9PL

5

.982PL

.982PL

2.34

Figure 7: Mounting Bracket, Upper

4.04 3.21

.334 3PL

5.25

1.00

1.05

1.94

.617

1.359

1.359

8.57

3.62

.59

.50

.32 2PL

Figure 8: Mounting Bracket, Lower



1.40

.64

1.16 2.63

7.81

30º

4X Ø 1.25

Figure 9: Mounting Bracket, Cradle

Figure 10: Mounting Bracket, 1900



Figure 11: Mounting Bracket, King Air 200

DO NOT EXCEED TOPPLANE OF BRACKET

Figure 12: Mounting Bracket, B200



4.2 Cockpit Components

Assembly Notes:

The TrendCheck (optional) and the TrendCheck+ (required) use a cockpit mounted TREND switch/fault lampcombination and a separate communications port (Figure 13). Installation will require an FAA Form 337submittal. The TREND switch/fault lamp consists of a push-to-test lamp/button that mounts in a 0.75” x 0.75”square mounting hole. The Communications port consists of a serial receptacle that mounts in a 19/32” circularmounting hole.

A twin engine cockpit display option for dual processor systems is also available which includes two lamps withlenses labeled for each engine, longer cable harnesses, and dual serial receptacles. For dual installations,locations for two switches and receptacles should be established. Otherwise, installation is identical with asingle engine installation, and should proceed by way of the steps listed below.

Figure 13: Cockpit Trend Switch/Fault Lamp Indicator and Download Port

(Single engine installation shown, dual similar)



Installation Caution:

The installation of the cockpit TREND switch / fault lamp is a non-STC approvedmodification to the aircraft. Field approval is required for cockpit Trend Switch/FaultLamp installation.

The installer must determine the necessary cable routing requirements of the suppliedcockpit Trend Switch harness to the cockpit. For installations through pressurebulkheads, the harness may have to be cut into two lengths to accommodate a properpressure bulkhead connector. One length should be routed from theTrendCheck/TrendCheck+ to the bulkhead connector. The other length of harness shouldbe installed from the bulkhead connector to the cockpit TREND switch / fault lampassembly.

Where a twin-engine installation is required, there will be two different TREND switches /fault lamps to install. The lamps will be labeled for Engines 1 and 2. Mount these asnecessary, allowing enough clearance between the holes in the panel to install theswitches without interference. There will also be two Communication ports.

010 Locate a convenient area for the mounting of the cockpit TREND switch / fault lamp assembly and thecommunication port.

020 Refer to Figure 13. Mark and punch a .75” square hole for mounting of the cockpit TREND switch /fault lamp.

030 Mark and drill out 19/32” hole for the download port.

040 Install the TREND switch/Fault lamp and download port into the instrument panel, using Loctite® 222on the threads of the communication port.

4.3 Engine Indicating

4.3.1 Torque High / Low Pressure Transducers

TrendCheck/TrendCheck+ systems determine engine torque pressure by monitoring the differential betweentorque high pressure and low pressure (vent) transducers. The transducers are connected with pressure hoses tothe high / low engine torque pressure ports by way of “T” fittings (Figure 14 and Figure 15).

Figure 14: Torque Pressure Line Installation



Figure 15: Torque Lines With Transducers (mounting location may vary)


Care should be taken to keep the pressure transducers forward of the engine hotsection. The new transducers and hose can be routed and secured along the existingline.


010 Using Teflon® tape, install both 0 - 150 PSIG transducers (750-00003) and adapters (960-00002)onto the straight end of the supplied hoses, (AE3663162E0120).

020 Remove the aircraft torque high-pressure line at the engine high-pressure port.

030 Install the swivel “T” fitting (960-00003) onto the engine high-pressure port (Figure 14).

040 Re-install the aircraft torque high-pressure line on the opposite end of the “T” adapter (Figure 14).

050 Install a sensor hose assembly to the center of the “T” fitting (Figure 14). If the configuration permits,route along the forward engine flange to the forward lower section of the engine.

060 Repeat steps 020 – 050 for the engine low pressure (vent) system.

070 Secure the pressure transducers where appropriate, using Adel clamps to attach to existing aircraftstud(s). Suitable sensor mounting locations will vary with the particular aircraft / engine configuration.Possible mounting locations include routing around each side of the engine and attaching at theforward gearbox flange, or mounting both sensors together to an existing cover plate stud, or othersuitable location.

080 Secure all lines and check for proper installation and clearance.



4.3.2 Fuel Flow / Temperature Sensor

TrendCheck/TrendCheck+ systems monitor fuel flow by wiring directly to the engine fuel sensor.

CAUTION:

If the engine does not have a fuel flow sensor, the operator is required to have the Pratt& Whitney fuel flow modification installed on the engine prior to the installation of aTrendCheck/TrendCheck+ system. The installation of the approved Pratt & Whitney fuelflow kit should be accomplished following the maintenance manual or service bulletin forthe appropriate engine. An example of the typical fuel sensor installation is shown(Figure 16).

The PT6A-15AG, -27, -28, -34AG, and –135 engines may not have a fuel flow sensor installed. These engineswill require a fuel hose and flow transmitter kit from P&W Engine Services.

An EG&G Fuel flow/temperature sensor is available from P&W Engine Services for installation with eitherTrendCheck/TrendCheck+ system.

Figure 16: Pratt & Whitney Fuel Flow Modification



4.3.3 Inlet Pressure and Temperature Probe

The TrendCheck/TrendCheck+ system uses a single Kiel probe (Figure 17) installed into the rear plenumchamber of the engine to obtain inlet pressure and inlet temperature. The Kiel probe contains a temperaturetransducer and an inlet for connection to a pressure transducer. The temperature transducer of the Kiel probe iswired directly to the TrendCheck/TrendCheck+ processor.

Figure 17: Kiel Probe and Placement Relative Air Intake Duct.

Installation Note:

CAUTION

The Kiel Probe must be installed consistent with the “Direction of Airflow” (Figure 17).Failure to comply with this installation requirement will result in incorrect airspeedreadings.

The Kiel Probe should be placed in the plenum airflow close to where the air intake duct is located (Figure 17).In the example above, with an engine air intake on the bottom, a location was chosen at about the 8 o’clockposition to clear other engine assemblies. With a bottom intake, the range of mounting positions is between 4and 8 o’clock, relative to the compressor’s longitudinal axis. The location will vary with the aircraft engineinstallation and intake configuration.

The option of a thermocouple Kiel Probe (USNH-B-116) or a “RTD” style Kiel Probe (TREND-D-064-1) isavailable for the TrendCheck+ installation kit. The TrendCheck kit will only utilize the thermocouple Kiel Probe(USNH-B-116).




The sensor portion of the Kiel probe, which is inserted into the engine plenum, is tee-shaped. One side of the tee is slotted. The other side has a series of 6 small holes. It isimportant to mount the Kiel probe with the 6 small holes facing the center of thecompressor so that the tee is aligned with the direction of intake airflow.

In certain engine configurations, the probe may need to penetrate the engine cowl in lieuof the recommended location. In this case, a deviation to the STC is required. Properstructural procedure and compliance with manufacturer and regulatory requirements arethe responsibility of the installer.


010 Choose a location for the Kiel probe (USNH-B-116 or TREND-D-064-1) on the accessory gearboxside of the rear engine fire seal. Check for interference with existing engine accessories or controls.Mark the location.

020 Drill a 1/8” pilot hole.

030 Drill a 5/8” hole for the probe body.

040 Put a washer on the Kiel probe – from the accessory gearbox side, insert the Kiel probe, sensingelement first.

050 Position the probe head so that it is oriented correctly with respect to the inlet airflow at the chosenmounting position (Figure 17).

060 Lock the Kiel probe in place on the rear fire seal with the second washer and the lock nut.

070 Check for interference with existing engine accessories or controls.

4.3.4 Inlet Pressure Transducer

The inlet pressure transducer can be mounted on either the accessory gearbox housing or theTrendCheck/TrendCheck+ mounting bracket, depending on the configuration of the engine mount andaccessories. During the installation, the hose for connecting the transducer to the Kiel probe is cut to length andend connectors (“re-usable” type) are assembled onto the hose. When the hose assembly is completed, it isattached to the Kiel probe with an elbow adapter and routed to the Inlet Pressure Transducer.

Installation Note:

If the transducer is mounted on the TrendCheck/TrendCheck+ mounting bracket, drill a ¼” hole in the mountingbracket side closest to the Kiel probe, for shortest hose routing.


When selecting a mounting location, the pressure transducer should be positionedabove the Kiel probe to prevent moisture from collecting in the transducer or in a lowpoint in the hose.




010 Apply Teflon® tape to the male transducer threads and install a pipe to flare adapter (960-00002) ontothe transducer (750-00001).

020 Install swivel elbow (960-00045) onto the Kiel Probe previously installed in the engine plenum.

030 Attach the transducer to the engine accessory gearbox (or processor bracket) above the Kiel probe,using clamp (MS21919CJ24).

040 Prepare the transducer hose for installation of a re-usable hose fitting (960-00044). If the hose needsto be trimmed or trued, wrap the hose with masking tape at the cut-off point and cut it square to lengththrough taped area using a cut-off machine or fine-tooth hacksaw. Remove tape and trim any loosewires flush with tube stock. Any burrs on the bore of the tube stock should be removed with a knife.Clean the hose bore. Sometimes, wire braid will tend to “neck down” on one end of a cut hose andflare out on the opposite end. This can be used to advantage to easily slip the necessary two sockets(back to back) over the “necked down” end of the hose (Figure 18).

Figure 18: Cutting the Hose in Preparation for Installing a “Re-Usable” Fitting

050 Push the hose sleeve over the end of the tube and under the wire braid by hand. Completepositioning of the sleeve by pushing the hose end against a flat surface. Visually inspect to see thatthe hose stock butts against the inside shoulder of the sleeve (Figure 19a).

060 Set the hose sleeve barbs into the Teflon® tube by working the hose bore over the nipple into the endof the sleeve and tube (Figure 19b).



Figure 19: Installing the Hose Sleeve, and Installing the Hose Nipple

070 Lubricate the hose nipple and socket threads with a moly-disulfide Type G lubricant. Hold the nipplehex with a vice. Push the hose over the nipple with a twisting motion until it is seated against thenipple chamfer. Push the socket forward and hand-start the threading of the socket onto the nipple(Figure 20).

Figure 20: Starting the Threads

080 Tighten the nipple with a wrench until the clearance to the socket is 1/32” or less (Figure 21). Tightenslightly to align the corners of the nipple and socket hexes. Clean the assembly.



Figure 21: Tightening the Hose Fitting

090 Connect the hose to the pressure transducer assembly.

100 Route the hose to the Kiel probe in order to measure for length.

110 After hose length is established, remove the hose and cut to length.

120 Allow for strain relief and install a second reusable fitting on the unfinished end. See steps 010through 080.

130 Connect the inlet pressure hose to the swivel elbow fitting on the Kiel probe.

140 Tighten all fittings and secure the inlet pressure hose to the engine using the supplied clamps(MS21919WCJ5).

4.3.5 Nacelle Pressure Transducer

The TrendCheck/TrendCheck+ system monitors the nacelle static pressure (altitude) through a pressuretransducer located inside the accessory area of the engine compartment. The signal from the transducer is wireddirectly to the processor. The pressure transducer can be mounted on the accessory gearbox housing or on theTrendCheck/TrendCheck+ mounting bracket.

Installation Note:

If the transducer is mounted on the TrendCheck/TrendCheck+ mounting bracket, drill a ¼” hole in the mountingbracket side closest to the location of the Kiel probe.

010 Apply Teflon® tape to the male ¼” threads of the transducer (750-00002) and install coupling (960-00001) and filter (990-00021).

020 Attach the transducer and filter assembly to the accessory gearbox or TrendCheck/TrendCheck+mounting bracket using clamp (MS21919WCJ16).



5 INSTALLATION - ELECTRICAL

5.1 Harness Installation

5.1.1 J1 Harness

The harness routing for the J1 Harness is slightly different for The TrendCheck and TrendCheck+. Refer to theappropriate model instructions below.

TRENDCHECK PROCESSOR ONLY (FOR ALL LISTED ENGINES):

010 Route the Air Temp Sensor.

020 Connect the J1 harness to the J1 connector on the TrendCheck processor.

030 Split the harness and route the “SW PWR” (two conductor) cable to the engine 28 VDC power andground connection location. The connection location must be chosen to supply power throughout theengine run cycle. This power source will be protected by a 1 Amp fuse and does not need to beaccessible by the pilot and/or crew.

040 Route the “PIT/STAT” (four conductor) cable to the previously installed Inlet and Nacelle PressureTransducers.

050 Route the “Spare Digital” cable(s) to optional location determined by installer. If digital cables are notused, shield and tie back.

TRENDCHECK+ PROCESSOR ONLY (FOR ALL LISTED ENGINES):

010 Connect the J1 harness to the J1 connector on the TrendCheck+ processor.

020 Split the harness and route the “AAV10A22” cable to a circuit breaker 28 VDC power location. Thebreaker connection location must be chosen to supply power throughout the engine run cycle anddoes not need to be accessible by the pilot and/or crew.

030 Install the included 1 Amp circuit breaker

040 Route the “AAV00B22” cable to a continuous battery power source (un-switched). If a Battery Powersource is not available, the harness may be routed to an Essential Bus connection location. Thispower source will be protected by a 1 amp fuse.

050 Route the “AAA22D22” cable (four conductor) to the previously installed Inlet and Nacelle PressureTransducers.



5.1.2 J2 Harness

The harness routing for the J2 Harness is slightly different for The TrendCheck and TrendCheck+. Refer to theappropriate model instructions below:

TRENDCHECK PROCESSOR ONLY (FOR ALL LISTED ENGINES):

010 Connect the J2 harness to the J2 connector on the TrendCheck processor.

020 Split the harness and route the four conductor “TRQ” cable to the previously installed High and LowPressure Torque transducers.

030 Route the “SPD 1” cable (single conductor marked with red band or cable tag) to the existing N1 TachGenerator.

040 Route the “SPD 2” cable (single conductor marked with yellow band or cable tag) to the existing N2Tach Generator.

050 Route the “TEMP 1” cable (two conductor marked with red band or cable tag) to the existing ITTterminal block.

060 Route the “FUEL SPD” cable (two conductor no band, or tagged single conductor) to the Fuel Flowmeter.

070 For TREND-C-050 (and optionally TREND-C-018) harnesses: Route the “ANALOG 1” cable to theoil pressure sensor (or other optional proportional signal source for TREND-C-050).

080 For TREND-C-011 harness only: Route the “FUEL TEMP” cable (2 conductor thermocouple w/outred band) to the Fuel Flow meter.

TRENDCHECK+ PROCESSOR ONLY (FOR ALL LISTED ENGINES):


020 Route the “AAA20D22” cable to the previously installed High and Low Pressure Torque transducers.

030 Route the “AAP10B22” cable to the existing N1 Tach Generator.

040 Route the “AAP11B22” cable to the existing N2 Tach Generator.

050 Route the “AAA10B22” cable to the existing ITT terminal block.

060 Route the “AAP00B22” cable to the Engine Fuel Flow Transducer.

070 Route the “AAA12B22” cable to the previously installed Kiel Probe (USNH-B-116).

NOTE: If the “RTD” style Kiel Probe (TREND-D-064-1) is being utilized, tie back and secure the “AIRTEMP” cable. Refer to Section 5.2.8 for cable routing instructions.



5.1.3 J3 Harness

The J3 Harness is only found in the TrendCheck+. It is included with the full installation kit. The instructionsbelow also include steps for the TrendCheck+ Cockpit Display (DPU-K-046-1).

TRENDCHECK+ PROCESSOR COCKPIT DISPLAY (FOR ALL LISTED ENGINES):


020 Route the “AAV30D24” cable to the installed cockpit TREND switch assembly.

030 Route the “AAB40D24” cable to the previously installed Communication Port receptacle.

040 Route the “AAD10A24”, “AAD00A24” and “AAD15A24” cable(s) to optional location determined byinstaller. If digital cables are not used, shield and tie back.

050 Route the “AAA00D24” cable to the previously installed “RTD” Kiel Probe (TREND-D-064-1).

060 Route the “AAA30D24” cable to optional location determined by installer. If cable is not used, cap theend and tie back.

070 No reference to engine oil pressure.

NOTE: If the thermocouple style Kiel Probe (TREND-K-026-1) is being utilized, terminate and secure the“ANALOG 1” cable. Refer to Section 5.2.9 for cable termination instructions.

5.1.4 Comm Harness (Option)

The Comm Harness is only found in the TrendCheck. It is not included with the full installation kit. It isincluded with the TrendCheck Cockpit Display Option kit (CYCLE-K-23-1/2), available separately.

TRENDCHECK PROCESSOR WITH COCKPIT DISPLAY OPTION (FOR ALL LISTED ENGINES):

010 Connect the optional Comm harness to the Comm connector on the TrendCheck processor.

020 Split the harness and route the “INDIC SW” cable (four conductor) to the installed cockpit TRENDswitch assembly.

030 Route the “COMM PORT” cable (four conductor) to the previously Communication Port receptacle.



5.2 Engine Indicating

5.2.1 Turbine T5 Temperature Transducer

FOR ALL LISTED ENGINES:

Figure 22: T5 Wiring


010 Trim the “TEMP 1” thermocouple cable (marked with tag or red band or labeled AAA10B22) to length

020 Crimp terminal lugs to the thermocouple cable attaching the “CR” lug to the yellow wire and the “AL”lug to the red wire.

030 Refer to Figure 22. Connect the thermocouple cable to the corresponding terminals on the engine T5terminal block as follows:

Harness Wire Engine T5 Terminal BlockRED Engine T5 Terminal Block - AlumelYEL Engine T5 Terminal Block – Chromel

040 Secure all wiring.



5.2.2 Engine High and Low Pressure Torque Sensors

FOR ALL LISTED ENGINES:

Figure 23: Torque High and Low Pressure Wiring


010 From the TrendCheck/TrendCheck+ processor, route the J2 Harness TRQ “AAA20D22” cable (fourconductor) to the forward lower section of the engine, close to the engine’s high and low torquetransducers.

020 Trim the TRQ “AAA20D22” cable to length and splice to the transducer harness using the followingconnection configuration (Figure 23):

Torque Cable Transducer WiresWHT/ORG GRN (High Pressure)WHT/BLU BLK (High and Low Pressure)WHT RED (High and Low Pressure)WHT/GRN GRN (Low Pressure)




5.2.3 Engine N1 Speed Signal

The TrendCheck processor obtains the engine N1 speed by tapping into the wire connected to the “A” terminalof the N1 Tach Generator. Pigtail lead and knife connections (Figure 24) are used for easy disconnection whenrequired for engine removal. The finished connection is covered with insulating sleeve and tie wrapped tosecure.

The TrendCheck+ installation varies from the TrendCheck procedure only in that it utilizes two tappedconnections, one to the “A” terminal and one to the “B” terminal. TrendCheck installation steps are shown first,below, and TrendCheck+ steps follow.

FOR TRENDCHECK PROCESSOR:

Figure 24: Typical Single Lead Knife Connector Splice


010 Using the supplied white 22 AWG wire, splice a pigtail lead into the N1 Tach Generator “A” terminalwire (Figure 24).

020 Terminate the pigtail with a knife connector (400-00044).

030 Using the supplied white 22 AWG wire, splice a pigtail lead into the N1 Tach Generator “A” terminalwire.

040 Connect the “SPD 1” cable to the new pigtail lead, installing the supplied insulating sleeve overconnection. Secure with tie wraps at either end. (Tie wraps are supplied by the installer.)

SPD 1 Cable N1 Tach GenWHT “A” Terminal


FOR TRENDCHECK+ PROCESSOR:



Figure 25: Typical Dual Lead Knife Connector Splice


010 Using the supplied white 22 AWG wire, splice a pigtail lead into the N1 Tach Generator “A” terminalwire (Figure 25).

020 Using the supplied white 22 AWG wire, splice a pigtail lead into the N1 Tach Generator “B” terminalwire (Figure 25).

030 Terminate pigtails with knife connectors (400-00044).

040 Trim the processor’s SPD 1 “AAP10B22” cable to length. Terminate both wires with matching knifeconnectors (400-00044).

050 Connect the SPD 1 “AAP10B22” cable wires to the new pigtail lead, installing the supplied insulatingsleeve over connection. Secure with tie wraps at either end. (Tie wraps supplied by the installer).Connect as follows:

SPD1 Cable N1 Tach GenWHT “A” TerminalWHT/BLU “B” Terminal


NOTE: For an optional wire splice procedure, refer to Section 2.1.2.

5.2.4 Engine N2 Speed signal

The TrendCheck processor obtains the engine N2 speed by tapping into the wire connected to the “A” terminalof the N2 tach generator. A pigtail lead and knife connectors are used for easy disconnection when required forengine removal. The finished connection is covered with insulating sleeve and tie wrapped to secure.



The TrendCheck+ installation varies from the TrendCheck procedure only in that it utilizes two tappedconnections, one to the “A” terminal and one to the “B” terminal. TrendCheck installation steps are shown first,below, and TrendCheck+ steps follow:

FOR TRENDCHECK INSTALLATIONS, ONLY, FOR ALL LISTED ENGINES:

010 Refer to Figure 24. Using the supplied white 22 AWG wire, splice a pigtail lead into the N2 TachGenerator “A” terminal wire.

020 Terminate the pigtail with a knife connector (400-00044).

030 Trim the processor’s “SPD 2” cable (single conductor cable, marked with a red band, or a cable tag) tolength. Terminate the cable with a knife connector (400-00044).

040 Connect the “SPD 2” cable to the new pigtail lead, installing the supplied insulating sleeve overconnection. Secure with tie wraps at either end. (Tie wraps supplied by the installer.)

SPD 2 Cable N2 Tach GenWHT “A” Terminal


FOR TRENDCHECK+ INSTALLATIONS, ONLY, FOR ALL LISTED ENGINES:

010 Refer to Figure 25. Using the supplied white 22 AWG wire, splice a pigtail lead into the N2 TachGenerator “A” terminal wire.

020 Using the supplied white 22 AWG wire, splice a pigtail lead into the N2 Tach Generator “B” terminalwire.

030 Terminate pigtails with knife connectors (400-00044).

040 Trim the processor’s SPD 2 “AAP11B22” cable to length. Terminate both wires with matching knifeconnectors (400-00044).

050 Connect the SPD 2 “AAP11B22” cable wires to the new pigtail lead, installing the supplied insulatingsleeve over connection. Secure with tie wraps at either end. (Tie wraps supplied by the installer).Connect as follows:

SPD2 Cable N2 Tach GenWHT “A” TerminalWHT/BLU “B” Terminal




5.2.5 Engine Fuel Flow / Temperature Sensor

FOR TRENDCHECK INSTALLATIONS ONLY (FOR ALL LISTED ENGINES):

There are three possible connection configurations, depending on the type of fuel flow sensor being monitoredby the TrendCheck system. The three possible sensor configurations are:

P&W Engine Services supplied flow sensor

Existing engine 2 wire flow sensor with AC sine wave signal

Existing engine 3 wire sensor with amplified square wave signal.

These three wiring configurations are detailed in the following sections.

NOTE: TrendCheck Harness TREND-C-018 and TREND-C-050 cables replace the fuel temperaturesensor channel with a spare proportional channel that may be custom configured by theoperator. For wiring detail, see Section 6.1.

FOR TRENDCHECK+ INSTALLATIONS ONLY (FOR ALL LISTED ENGINES):

There are two possible connection configurations, depending on the type of fuel flow sensor being monitored bythe TrendCheck+ system. The two possible sensor configurations are:

P&W Engine Services supplied flow sensor

Existing engine 2 wire flow sensor with AC sine wave signal

These two wiring configurations are the same as the corresponding TrendCheck versions and are detailed in thefollowing sections.

NOTE: TrendCheck+ does not include the capability to monitor fuel temperature. Harness J3 includestwo spare analog channels that may be custom configured by the operator. For wiring detail, seeSection 6.2.



FOR TRENDCHECK AND TRENDCHECK+ SYSTEMS USING P&W ENGINE SERVICES SUPPLIED EG&G FLOW

SENSOR ONLY:

Figure 26: P&W Engine Services Supplied Fuel Flow meter/Fuel Temperature Sensor Connector Wiring


010 Refer to Figure 26. Trim the FUEL SPD “AAP00B22” cable to length and install the supplied socketconnector using the following pin configuration:

FUEL SPD Connector PinWHT AWHT/BLU B

FOR TRENDCHECK ONLY, USING P&W ENGINE SERVICES EG&G SENSOR INSTALLATIONS AND TREND C-011 J2 CABLE:

010 Refer to Figure 26. Trim the “FUEL TEMP” cable to length and install the supplied socket connectorusing the following pin configuration:

FUEL TEMP Connector Pin

YEL “CHROMEL” C

RED “ALUMEL” D




FOR TRENDCHECK & TRENDCHECK+ USING OEM 2 WIRE FLOW SENSOR WITH AC SINE WAVE SIGNAL:


010 Refer to Figure 24. Splice a white 22 AWG pigtail lead into the “A” terminal wire of the fuel flowsensor. Terminate the pigtail with a knife connector (400-00044).

020 Splice a white 22 AWG pigtail lead into the “B” terminal wire of the fuel flow sensor. Terminate thepigtail with a knife connector (400-00044).

030 Trim the J2 Harness’ FUEL SPD “AAP00B24” (two conductor) cable to length. Strip back the shieldingand install knife connectors (400-00044) on both wires.

040 Connect the white wire to the “A” terminal pigtail and install the supplied insulating sleeve overconnection. Secure the sleeve with tie wraps.

050 Connect the white/blue wire to the “B” terminal pigtail and install the supplied insulating sleeve overconnection. Secure sleeve with tie wraps.

060 The J2 Harness’ FUEL TEMP (TrendCheck ONLY) thermocouple cable (marked with the yellow bandor cable tag) will not be used. Strip back the end of the FUEL TEMP cable and short the red wire andthe yellow wires together.

070 Fold back the shield and insulate the FUEL TEMP (TrendCheck ONLY) thermocouple cable to preventshorting.


FOR TRENDCHECK ONLY, USING OEM 3 WIRE FLOW SENSOR WITH DC SQUARE WAVE SIGNAL:

The TrendCheck system has been wired to accept an AC sine wave signal from the engine fuel flow sensor. Ifthe engine fuel flow sensor is a 3 wire amplified type with a 0-5V square wave signal output, the alternative J2cable TREND-C-050-1 is required.


010 Refer to Figure 24. Splice a white 22 AWG pigtail onto the “A” terminal wire at the fuel flow sensor.Terminate the wire with a knife connector (400-00044).

020 Trim the “FUEL SPD” cable (single conductor) to length, strip back shielding and install knifeconnector (400-00044) on the white wire.

030 Connect the white wire to the “A” terminal pigtail and install the supplied insulating sleeve over theconnection. Secure the sleeve with tie wraps.




5.2.6 Inlet & Nacelle Pressure Transducers


010 Trim the PIT/STAT “AAA22D22” cable (four conductor) to length and splice to the transducerharnesses using the following pin configuration:

Harness Wire Transducer WiresWHT/ORG GRN Wire Inlet Pressure TransducerWHT RED Wire Both TransducersWHT/BLU BLK Wire Both TransducersWHT/GRN GRN Wire Static Pressure Transducer


5.2.7 Thermocouple Style Inlet Air Temperature Sensor

FOR TRENDCHECK INSTALLATIONS ONLY, FOR ALL LISTED ENGINE MODELS:


010 Trim the Kiel Probe and “AIR TEMP” thermocouple cables to length and make the followingconnections using “Raychem” P/N D-436-36 or equivalent splices:

Harness Wire Sensor WiresRED Alumel RED AlumelYEL Chromel YEL Chromel

020 Secure all wiring and connections.

5.2.8 “RTD” Style Inlet Air Temperature Sensor

FOR TRENDCHECK+ INSTALLATIONS ONLY (FOR ALL LISTED ENGINE MODELS):


010 Trim the Kiel Probe and ANALOG 1 “AAA00D24” cables to length and make the following connectionsusing “Raychem” P/N D-436-36 or equivalent splices.

Harness Wire Sensor WiresWHT REDWHT/BLU WHTWHT/ORG REDWHT/GRN WHT

020 Secure all wiring and connections.



5.2.9 Spare Connections

5.2.9.1 Digital Spare Connections

FOR ALL LISTED ENGINE MODELS:


010 Unless configured otherwise by the user, the DIGITAL 1 “AAD10A24”, DIGITAL 2 “AAD00A24” andDIGITAL 3 “AAD15A24” spare cables (single conductor) are normally left unconnected. Strip back theinsulation, fold back the shields, and cover with shrink sleeve to prevent accidental shorting betweenconductor and shield.

Harness Aircraft

Digital 1WHT N/CDigital 2WHT N/CDigital 3WHT N/C

5.2.9.2 Analog Spare Connections (TrendCheck+ Only)

NOTE: If the “RTD” style Kiel Probe (TREND-D-064-1) is being utilized, refer to Section 5.2.8 for wiringof the “ANALOG 1” (AAD00D24) cable.

010 Unless configured otherwise by the user, the ANALOG 1 “AAD00D24” and ANALOG 2 “AAA30D24”spare cables are normally not used. They are terminated according to the connections listed below.Be sure to strip back the insulation, fold back the shields, and cover the shields with shrink sleeve toprevent accidental shorting before soldering the inner leads as follows:

Harness Aircraft

Analog 1

WHT/ORG

WHT/BLU

WHT

WHT/GRN

Terminate WHT & WHT/ORG together

Terminate WHT/BLU & WHT/GRN together

Analog 2

WHT/ORG

WHT/BLU

WHT

WHT/GRN

Terminate WHT/GRN & WHT/ORG together

Cap ends of WHT & WHT/BLU wires




5.3 Cockpit Components

5.3.1 Cockpit TREND Switch / Lamp Connector

Wiring Notes:

A single engine installation is detailed below. Dual engine cockpit indicator installations are identical exceptthat they utilize two cockpit TREND switches labeled individually for engine one and engine two. Each TRENDswitch in a dual installation should be connected to the appropriate engine’s harness with a ConXall™ connectorusing the same steps as the single engine installation listed below.

ConXall™ connectors are installed in this and the next section. The following tools are recommended by thevendor for use with these connectors (vendor P/Ns): Insertion Bit (356-20), Pin Removal Bit (356-201), SocketRemoval Bit (356-202), Handle (356-1), Crimp Tool (359-21), Locator (357-122). The vendor address is:ConXall Corporation, 601 East Wildwood, Villa Park, IL 60181


The TREND switch and the communication port cables both use 6 pin connectors. TheTREND switch / fault lamp cable uses a socket connector (6SG type) and thecommunication port cable uses a pin connector (6PG type). Be sure to use the correctconnector with the appropriate cable.

Figure 27: TREND Switch / Fault Lamp Connector Wiring


010 Trim the INDIC SW “AAV30D24” cable to length, and slide the correct ConXall ™ connector backshellparts onto the cable.

020 Refer to Figure 27. Connect the cable to the included ConXall™ connector using the illustratedsocket configuration. Splice a short wire lead to the cable shield with a shrink-on solder sleeve tomake the Pin 6 shield connection (Figure 27, upper and middle).

030 If an optional aircraft indicator (annunciator) display is required, connect a length of cable to socket 5of the connector. Route and connect the other end of the cable to the indicator lamp. See Section5.3.3 for annunciator lamp connection procedure.

040 Assemble the backshell to the connector, connect it to the lamp, and secure all wiring.



5.3.2 Communication Port Connector Wiring

Wiring Notes:

A single engine installation is detailed below. Dual engine Communication Port installations are identical exceptthat they utilize two Communication Port receptacles, one each for engine one and engine two. Each receptaclein a dual installation should be connected to the appropriate engine’s harness with a ConXall™ connector usingthe steps listed below.

Figure 28: Communication Port Connector


010 Trim the COMM PORT “AAB40D24” cable to length, and slide the correct ConXall ™ connectorbackshell parts onto the cable.

020 Refer to Figure 28, and connect the cable to the included ConXall™ plug connector using theillustrated pin configuration. Pin 1 is identified by a dimple. Pin 6 has no connection.

030 Assemble the backshell to the connector, connect it to the port, and secure all wiring.

5.3.3 Optional Cockpit Annunciator Panel Lamp

The processor may be connected to an unused cockpit caution panel lamp for trend sampling and faultindication. To work with the system, the lamp must have a connected ground line and an unconnected high (28VDC) drive line.


The connection of the cockpit annunciator lamp is a modification to the aircraft andshould be included in an FAA Form 337 submittal.

The installer is responsible for the correct installation of the supplied cockpit fault lampharness to the cockpit. For installations through pressure vessels the harness may haveto be cut into two lengths to accommodate a proper pressure bulkhead connector. Onelength should be routed from the TrendCheck/TrendCheck+ to the bulkhead connector.The other length of harness should be installed from the bulkhead connector to thecockpit annunciator lamp assembly.

Where a twin-engine installation is required, there will be two annunciator lamps to wire.




010 To locate an unused cockpit caution panel lamp, either refer to the manufacturer’s wiring diagram, oruse a test indicator.

020 A simple test indicator may be made from a spare lamp connected in series to aircraft bus power. Usethis lamp assembly as a current-limited probe to apply power to various panel light drive contacts untilan unused light is located.

030 For the purpose of hook up, if the selected drive contact consists of an unwired pin location in thepanel connector, install an AWG 22 wire, maintaining sufficient length for connection with theTrendCheck/TrendCheck+ TREND switch / fault lamp ConXall™ connector.

040 If the panel lamp contact consists of a wire already connected to the panel connector pin, splice it toan AWG 22 wire of sufficient length for connection with the TrendCheck/TrendCheck+ TREND switch /fault lamp ConXall™ connector.

050 Splice the lamp wire to the 6 pin TrendCheck/TrendCheck+ processor’s ConXall™ cockpit displayconnector using the following pin configuration:

Lamp Wire Connector PinWHT ConXall™ Connector Pin 5


5.3.4 Power and Ground Connections

FOR TRENDCHECK INSTALLATIONS ONLY (FOR ALL LISTED ENGINE MODELS):


The bus power connection point must be chosen to provide power to the TrendCheckduring the entire engine’s run cycle.


010 Refer to the appropriate Wiring Diagram (Sections 6.1 and 6.2). Trim the processor power cable tolength.

020 Splice the supplied fuse holder into the engine primary bus power source.

030 Connect the processor power leads as follows:

SW PWR Harness Aircraft Power SourceRED Fuse Holder Spliced to Aircraft Primary Bus PowerBLACK Aircraft Ground (GND)




FOR TRENDCHECK+ INSTALLATIONS, ONLY, FOR ALL LISTED ENGINE MODELS:


The bus (switched) power connection points must provide power to the TrendCheck+during the engine’s entire run cycle.

The battery (continuous) power connection point must supply a continuous direct (un-switched) battery power. If battery power is unavailable, then an Essential Busconnection will be sufficient.


010 Refer to the TrendCheck+ Wiring Diagram (Section 6.3) Trim the processor power cables to length.

020 Splice the supplied fuse into the continuous battery power supply source for connection to theTrendCheck+ CONT PWR “AAV00B22” line

030 Connect the CONT PWR “AAV00B22” cable as follows:

CONT PWR Harness Aircraft Power SourceWHT Fuse installed to Aircraft Battery or Essential Bus PowerWHT/BLU Aircraft Ground (GND)

040 Connect both SW PWR 1 “AAV10A22” and SW PWR 2 “AAV31A22” leads to the previously installedcircuit breaker.


5.4 Final Wiring Instructions:


010 Secure all wires making sure engine control movements will not be affected by the wiring. Make surewiring will not come in contact with hot sections of the engine. Make sure that wire harnesses will notbe come in contact with sharp corners in the aircraft.



5.5 TrendCheck Initial Processor Test

FOR TRENDCHECK EQUIPPED AIRCRAFT FITTED WITH COCKPIT DISPLAY OPTION:

NOTE: Operators with aircraft that are not equipped with the cockpit display option will only be able totest the system by connecting a laptop computer.

Initial Test Instructions:

The optional TREND switch / fault lamp (or Annunciator panel lamp, if installed) may be used to monitor thesystem’s progress when first powered up. Two basic tests can be performed. The second test requires a systemCommunication cable (TREND-C-033-1). The first test should be performed without the cable.

010 TEST 1: With the master battery switch off, turn the master battery switch on and verify that theTrendCheck processor lamp illuminates, indicating system boot-up. After approximately 2 seconds,the lamp will extinguish for about 2 seconds and then either:

Remain extinguished (NORMAL state)

Flash (WARNING state)

Come back on and remain on (ERROR state)

If a lamp does not extinguish for about 2 seconds before indicating one of the above states (including ERRORstate) the system test for that processor has failed. It is important that the light go out temporarily before enteringthe status display. (See Section 9.2 for detailed initialization description.)

Also note that the actual state displayed may vary and does not necessarily indicate a problem. It is important atthis stage only that the initialization sequence proceeds to completion properly. The states will have significancemainly after the sensors have been calibrated in the next section.

Did the lamps successfully complete the initialization sequence listed, (yes/no)?:

State indicated: Any Discrepancy?

Notes:

020 TEST 2: Plug the system Communication cable into the Communication Port and place the“Run/Conf” switch in the cable to the “Conf” position. The lamp should indicate the same state that itdid earlier.

030 With the lamp extinguished, press the TREND switch once. The lamp should flash for approximately 5seconds indicating a successful Loopback test.

040 Place the “Run/Conf” switch to the “Run” position. The lamp should extinguish for approximately 2seconds and then return to the mode recorded in step 010. If the processor does not function exactlyas described in the above steps, it has failed the power-up test. Do not proceed to the Configurationand Calibration sections of the manual until the processor has been verified to be operational.



5.6 TrendCheck+ Initial Processor Test

FOR TRENDCHECK+ EQUIPPED AIRCRAFT FITTED WITH COCKPIT DISPLAY OPTION:

Initial Test Instructions:

The optional TREND switch / fault lamp (or Annunciator panel lamp, if installed) may be used to monitor thesystem’s progress when first powered up. Two basic tests can be performed. The second test requires a systemCommunication cable (TREND-C-033-1). The first test should be performed without the cable.

010 TEST 1: With the aircraft battery connected and master switch on, verify that the TrendCheck+processor lamp illuminates, indicating system boot-up. After approximately 5 seconds, the lamp willextinguish for about 2 seconds and then either:

Remain extinguished (NORMAL STATE) Flash (MAINTENANCE OR CAUTION STATE) Come back on and remain on (FAULT STATE)

If a lamp does not extinguish for about 2 seconds before indicating one of the above states (including FAULTSTATE) the system test for that processor has failed. It is important that the light go out temporarily beforeentering the status display. (See Section 9.4 for detailed initialization description.)

Also note that the actual state displayed may vary and does not necessarily indicate a problem. It is important atthis stage only that the initialization sequence proceeds to completion properly. The states will have significancemainly after the sensors have been calibrated in the next section.

Did the lamp successfully complete the initialization sequence listed, (yes/no)?:

Proc. 1: State indicated: Any Discrepancy?

020 TEST 2: Plug the system download cable into the download port of and place the “Run/Conf” switch inthe cable to the “Conf” position. The lamp for that processor should illuminate steadily.

030 Press the TREND switch. The lamp should flash for approximately 5 seconds and then remainilluminated.

040 Place the “Run/Conf” switch to the “Run” position. The lamp should extinguish for approximately 2seconds and then return to the mode recorded in step 010.

050 If the processor does not function exactly as described in the above steps, it has failed the power-uptest. Do not proceed into the Configuration and Calibration sections until the processor has beenverified to be operational.

P&W ENGINE SERVICES, INC. TrendCheck/TrendCheck+ TREND-I-010-1For Pratt & Whitney EnginesPT6A-6, PT6A-6A, PT6A-6B, PT6A-11, PT6A-11AG, PT6A-15AG, PT6A-20, PT6A-20A, PT6A-20B, PT6A-21, PT6A-25, PT6A-25A, PT6A-25C, PT6A-27, PT6A-28, PT6A-34, PT6A-34AG, PT6A-34B, PT6A-36, PT6A-38, PT6A-40, PT6A-41, PT6A-41AG, PT6A-42, PT6A-45A, PT6A-45AG, PT6A-45B, PT6A-45R, PT6A-50, PT6A-60, PT6A-60A, PT6A-61, PT6A-62, PT6A-64, PT6A-65AG, PT6A-65AR, PT6A-65B, PT6A-65R, PT6A-66, PT6A-67, PT6A-67A, PT6A-67AF, PT6A-67AG, PT6A-67B, PT6A-67D, PT6A-67R, PT6A-110, PT6A-112, PT6A-114, PT6A-114A, PT6A-135, PT6A-135A


6 Wiring Diagrams

6.1 Wiring Diagram No. 1 – TrendCheck:

Configuration: Aircraft using TREND-C-050 and TREND-C-011 “J2” Cables.



6.2 Wiring Diagram No. 2 – TrendCheck:

Configuration: Pilatus PC-12 Aircraft using TREND-C-018 “J2” cables.



6.3 Wiring Diagram No. 3 – TrendCheck+ With Thermocouple Style Kiel Probe

DIGITAL 1 AAD10A24

DIGITAL 3 AAD15D24

WHT

J1.1J1.2J1.3J1.4J1.5J1.6J1.7J1.8J1.9J1.10

(FAULT LAMP SUPPLY)AAV31A24

Transducer

RED

BLKGRN

Transducer

RED

BLKGRN

Bus Pwr In +

CIRCUIT BREAKER 1 AMP

1 2

FUSE 1 AMP

1 2

Battery In -

Battery In +

Sig +

Sig -

Sig +

Sig -

Sig +

Sig -

Sig +

Sig -

123456

123456

Sig +(SPARE)

Sig +(SPARE)

Sig +

Sig -

WHT

TEMP 1 AAA10B22

(SPARE)

Sig +(SPARE)WHT

COMMUNICATIONSPORTAAB40D24

YEL

RED

(SPARE)

ENGINETORQUEAAA20D22

WHT/ORG

LOW

WHT/BLU

HIGH TRQ AAA20D22

WHT

WHT/GRN

WHT

WHT/BLU

FUEL SPD AAP00B22FUELFLOWAAP00B22

WHT/GRN

WHT/BLU

WHT/ORG

Transducer

RED

BLKGRN

Transducer

RED

BLKGRN

ANALOG 1 AAA00D24

WHT/ORGWHT/GRN

WHT/BLUWHT

WHT

TrendCheck

Plus

Processor

J1.AJ1.BJ1.C

J1.L

J1.DJ1.EJ1.FJ1.GJ1.HJ1.JJ1.K

J1.MJ1.NJ1.RJ1.P

J2.AJ2.BJ2.CJ2.DJ2.EJ2.FJ2.GJ2.HJ2.JJ2.KJ2.LJ2.MJ2.NJ2.RJ2.P

J3.1J3.2J3.3J3.4J3.5J3.6J3.7J3.8J3.9J3.10J3.11J3.12J3.13J3.14J3.15J3.16J3.17J3.18J3.19J3.20J3.21J3.22J3.23J3.24J3.25J3.26J3.27J3.28J3.29J3.30J3.31J3.32J3.33J3.34J3.35J3.36J3.37

T5AAA10B22

AAA22D22

123456

123456

MICROSWITCH PTT

SW2 - NO

SW2 - COMM

SW2 - NC

SW1 - NO

SW1 - COMM

SW1 - NC

LAMP - LAMP +

VIEW FROM CONTACT SIDE

Lamp +Lamp -SW1-NOSW1-COMMSW1-NCSW2-NOSW2-COMMSW2-NC

WHT

WHT/ORG

WHT/BLU

WHT

WHT/GRN

WHT/BLU

CONFIGURATIONCOMBINATIONJUMPER

FAULT LAMP &TREND BUTTONAAV30D24

WHT

SYSTEM POWER

WHT/BLU

N2 SPDAAP11B22

N1 SPDAAP10B22

WHT

RED

WHT

WHT/BLU

YEL

WHT

AIRCRAFT STATIC

AIRCRAFT PITOT

GROUND STRAP TO CHASSIS

WHT/ORGWHT/BLUWHT/ORGWHT

WHT/GRNWHT/GRNWHT/BLUWHT

RS485 (A)RS485 (B)

RUN/CONFTREND

WHT/GRN - RUN/CONF

WHT/ORG - RS485 - (A)

LAMP SWLAMP GND

WHT - RS485 + (B)

WHT/BLU - GND

PIT/STAT AAA22D22

CONT PWR AAV00B22

SW PWR 1 AAV10A22

SW PWR 2 AAV31A24

COMM PORT AAB40D24

INDIC SW AAV30D24

SPD 1 AAP10B22

INLET AIRTEMP PROBEAAA1212B22

AIR TEMP AAA12B22

SPD 2 AAP11B22

ANALOG 2 AAA30D24

DIGITAL 2 AAD00A24



6.4 Wiring Diagram No. 4 – TrendCheck+ With “RTD” Style Kiel Probe

J2.PJ2.RJ2.NJ2.MJ2.LJ2.KJ2.JJ2.HJ2.GJ2.FJ2.EJ2.DJ2.CJ2.BJ2.A

J1.PJ1.RJ1.NJ1.MJ1.LJ1.KJ1.JJ1.HJ1.GJ1.FJ1.EJ1.DJ1.CJ1.BJ1.A

J3.15J3.14J3.13J3.12J3.11J3.10J3.9J3.8J3.7J3.6J3.5J3.4J3.3J3.2J3.1

J3.29J3.28J3.27J3.26J3.25J3.24J3.23J3.22J3.21J3.20J3.19J3.18J3.17J3.16

J3.36J3.35J3.34J3.33J3.32J3.31J3.30

J3.37

LAMP +

SW1-NO

SW1-COMM

SW1-NC

LAMP -

SW2-NO

SW2-COMM

SW2-NC

HIGH

LOW

TRQ TRANSDUCERS

N1 +

N1 -

N2 +

N2 -

SPD 1

SPD 2

ALU -

CHR +TEMP 1

AIRTEMP

FUELSPEED

SIG +

SIG -

WHT/ORG

WHT

WHT/BLU

WHT/GRN

WHT

WHT/BLU

WHT

WHT/BLU

RED

YEL

YEL

RED

WHT

WHT/BLU

WHT

WHT

WHT

SIG +

SIG +

SIG +

DIGITAL 1SPARE

DIGITAL 2SPARE

DIGITAL 2SPARE

CONFIGURATIONCOMBINATIONJUMPER

WHT/ORGWHT

WHT/BLUWHT/GRN

WHT/ORGWHT

WHT/BLUWHT/GRN

RS485 (A)RS485 (B)

LAMP GNDLAMP SW

WHT/ORG

WHTWHT/BLU

WHT/GRN

WHT/ORG

WHT

WHT/BLU

WHT/GRN

ANALOG 1

ANALOG 2

COMMPORT

TRENDCHECKPLUSPROCESSOR

WHT/ORG

WHT

WHT/BLU

WHT/GRN

WHT

WHT/BLU

WHT

WHT

BATT PWR GND IN

BATT PWR 28VDC IN

BUS PWR 28VDC IN

AIRCRAFT PITOT

AIRCRAFT STATIC

TRANSDUCERS

CONT PWR

SW PWR 1

FUSE 1 AMP

CIRCUIT BREAKER 1 AMP

SW PWR 2 28VDC IN

FAULT LAMP &TREND SWITCH

WHT/ORG

WHTWHT/BLUWHT/GRN

WHT

GROUND STRAP TO CHASSIS

AAV10A22

AAV31A24

AAV00B22

AAA22D22

AAV30D24

AAV31A24AAA30D24

AAA00D24

AAA20D22

AAP10B22

AAP11B22

AAA10B22

AAA12B22

AAP00B22

AAD10B24

AAD00A24

AAD15A24

AAB40D24

1

2

3

4

5

6

1

2

3

4

5

6

LAMP +

SW1-NOSW1-COMMSW1-NC

LAMP -

SW2-NOSW2-COMMSW2-NC

MICROSWICH PTT

RED

GRN

BLK

RED

GRN

BLK

1

2

3

4

5

6

1

2

3

4

5

6

RED

WHT

RED

WHT

J1.10J1.9J1.8J1.7J1.6J1.5J1.4J1.3J1.2J1.1

RED

GRN

BLK

RED

GRN

BLK



7 HARNESS CONNECTOR SIGNAL PINOUTS

7.1 TrendCheck System Cables

7.1.1 TrendCheck Power/Sensor, J1 Cable “S”


Before making any wiring connections, verify all connection locations with the aircraftmanufacturer’s wiring diagram manuals.

Perform a continuity check on all wires before final connection.

Route all harnesses along existing harnesses wherever possible. Do not clamp to enginescavenge lines.

Cables may be marked with shrink-on labels near the terminal end. When you shorten awire behind a label, be sure to re-label it.

PROCESSOR CONNECTOR

PIN WIRE COLOR SIGNAL NAME WIRED TO

4 COND CABLE

A WHT/ORG PIT/STAT (Inlet Sig) GRN Wire Inlet Pressure Transducer

B WHT PIT/STAT (Vcc) RED Wire Both Transducers

N WHT/BLU PIT/STAT (Gnd) BLK Wire Both Transducers

D WHT/GRN PIT/STAT (Nacelle Sig) GRN Wire Nacelle Pressure Transducer

THERMOCOUPLE CABLE

C RED AIR TEMP Inlet Temperature, Alumel –

E YEL AIR TEMP Inlet Temperature, Chromel +

F RED SW PWR (Bus Power) Aircraft Power, with 1 Amp Fuse

G BLK SW PWR (Aircraft Ground) Aircraft Ground Connection

SINGLE CONDUCTOR CABLE

K WHT DIGITAL 1 N/C (Spare)


L WHT DIGITAL 2 N/C (Spare)


M WHT DIGITAL 3 N/C (Spare)

H Unused

J Unused

R Unused

P Shields (Chained together to a 22 AWG Black Wire)



7.1.2 TrendCheck Sensor Cable, J2




Route all harnesses along existing harnesses wherever possible. Do not clamp to enginescavenge lines.


FOR ALL LISTED ENGINE MODELS EXCEPT PILATUS PC-12 AIRCRAFT APPLICATIONS

PROCESSOR CONNECTOR


4 COND CABLE

A WHT TRQ (Vcc) RED Wire Both Torque Transducers

B WHT/ORG TRQ (Sig – High) GRN Wire High Pressure Torque Transducer

C WHT/BLU TRQ (Gnd) BLK Wire Both Torque Transducers

F WHT/GRN TRQ (Sig – Low) GRN Wire Low Pressure Torque Transducer

1 COND CABLE

D WHT SPD 1 (Sig N1) “A” Terminal of N1 Tach Generator

1 COND CABLE

E WHT SPD 1 (Sig N2) “A” Terminal of N2 Tach Generator

2 COND CABLE

G WHT FUEL SPD (Sig +) “A” Terminal of Fuel Sensor

R WHT/BLU FUEL SPD (Sig –) “B” Terminal of Fuel Sensor

1 COND CABLE (TREND-C-050 CABLE, ONLY)


THERMOCOUPLE CABLE

J RED TEMP 1 (Alumel) ITT Terminal Block, Alumel –

K YEL TEMP 1 (Chromel) ITT Terminal Block, Chromel +

THERMOCOUPLE CABLE (TREND-C-011 CABLE, ONLY)

L RED TEMP 2 (Alumel) Fuel Temperature Sensor, Alumel -

M YEL TEMP 2 (Chromel) Fuel Temperature Sensor, Chromel +



FOR ALL LISTED ENGINE MODELS EXCEPT PILATUS PC-12 AIRCRAFT APPLICATIONS (CONTINUED)

PROCESSOR CONNECTOR


3 COND CABLE (TREND-C-050 CABLE, ONLY)

A WHT ANALOG 1 (Vcc) Spare Proportional Sensor Vcc

C WHT/BLU ANALOG 1 (Gnd) Spare Proportional Sensor Gnd

M WHT/ORG ANALOG 1 (Sig) Spare Proportional Sensor Sig

H Unused

N Unused


FOR PILATUS PC-12 AIRCRAFT APPLICATIONS ONLY (TREND-C-018 CABLE)

PROCESSOR CONNECTOR


4 COND CABLE





2 COND CABLE

D WHT SPD 1 (Sig +) “A” Terminal of N1 Tach Generator

H WHT/BLU SPD 1 (Sig –) “B” Terminal of N1 Tach Generator

2 COND CABLE

E WHT SPD 2 (Sig +) “A” Terminal of N2 Tach Generator

N WHT/BLU SPD 2 (Sig –) “B” Terminal of N2 Tach Generator

2 COND CABLE



THERMOCOUPLE CABLE

J RED TEMP 1 (Alumel –) ITT Terminal Block, Alumel –

K YEL TEMP 1 (Chromel +) ITT Terminal Block, Chromel +

3 COND CABLE

A WHT ANALOG 1 (Vcc) RED Wire Oil Pressure Transducer

C WHT/BLU ANALOG 1 (Gnd) BLK Wire Oil Pressure Transducer

M WHT/ORG ANALOG 1 (Sig) GRN Wire Oil Pressure Transducer

N Unused




7.1.3 TrendCheck Optional Cockpit Indicator Cable, Comm


Installation of a cockpit TREND switch is a modification to the aircraft and is not includedin the TrendCheck STC. The Installer must include it as part of an FAA Form 337submittal.



Route all harnesses along existing harnesses wherever possible.


PROCESSOR CONNECTOR


4 COND CABLE

7 WHT INDIC SW (Lamp – PTT V+) TREND Lamp Connector Pin 1

3 WHT/BLU INDIC SW (Lamp – GND TREND Lamp Connector Pin 2

5 WHT/GRN INDIC SW (TREND Digital 0) TREND Lamp Connector Pin 3

6 WHT/ORG INDIC SW (Lamp – Swd. V+) TREND Lamp Connector Pin 4

SHIELD Pin 6

4 COND CABLE

1 WHT/ORG COMM PORT (RS-485 + B) Communication Port Connector Pin 1

2 WHT COMM PORT (RS-485 – A) Communication Port Connector Pin 2

4 WHT/GRN COMM PORT (Run/Config) Communication Port Connector Pin 4

10 WHT/BLU COMM PORT (GND) Communication Port Connector Pin 3

SHIELD Pin 5



7.2 TrendCheck+ System Cables

7.2.1 TrendCheck+ Power / Sensor, J1 Cable “15 Pin S”






PROCESSOR CONNECTOR


4 COND CABLE (WIRE #AAA22D22)

A WHT/ORG PIT/STAT (Inlet Sig) GRN Wire Inlet Pressure Transducer

B WHT PIT/STAT (Vcc) RED Wire Both Transducers

N WHT/BLU PIT/STAT (Pres – Gnd) BLK Wire Both Transducers

D WHT/GRN PIT/STAT (Nacelle Sig) GRN Wire Nacelle Pressure Transducer

1 COND CABLE (WIRE # AAV10A22)

F WHT SW PWR 1 +28VDC Bus Power, 1 Amp Breaker

2 COND CABLE (WIRE # AAV00B22)

H WHT CONT PWR (+28VDC) Battery Power, 1 Amp Fuse

G WHT/BLU CONT PWR (Ground) Aircraft Ground

C Unused

E Unused

J Unused

K Unused

L Unused

M Unused

R Unused

P Shield-Ground



7.2.2 TrendCheck+ Sensor Cable J2, 15 Pin SA Keyed Connector

Installation Caution





PROCESSOR CONNECTOR







2 COND CABLE (WIRE #AAP00B22)



THERMOCOUPLE CABLE (WIRE #AAA12B22)

M RED AIR TEMP (Alumel –) RED Wire Kiel (Inlet Temperature) probe

L YEL AIR TEMP (Chromel +) YEL Wire Kiel (Inlet Temperature) probe


D WHT SPD 1 (Sig +) “A” Terminal of N1 Tach Generator

H WHT/BLU SPD 1 (Sig –) “B” Terminal of N1 Tach Generator


E WHT SPD 2 (Sig +) “A” Terminal of N2 Tach Generator

N WHT/BLU SPD 2 (Sig –) “B” Terminal of N2 Tach Generator

THERMOCOUPLE CABLE (WIRE #AAA10B22)

J RED TEMP 1 (Alumel –) ITT Terminal Block, Alumel –

K YEL TEMP 1 (Chromel +) ITT Terminal Block, Chromel +

P Shield – Ground



7.2.3 TrendCheck+ Cable, J3, 37 Pin Connector

Installation Caution

Installation of a cockpit TREND switch is a modification to the aircraft and is not includedin the TrendCheck STC. The Installer must include it as part of an FAA Form 337submittal.





PROCESSOR CONNECTOR


1 COND CABLE (WIRE #AAV31A24)

NC WHT SW PWR 2 (Bus Pwr In +) Switched Power, 1 Amp Fuse

1 COND CABLE (WIRE #AAD10A24)

3 WHT DIGITAL 1 (Spare)

1 COND CABLE (WIRE #AAD00A24)


1 COND CABLE (WIRE #AAD15D24)


4 COND CABLE (WIRE #AAV30D24)

NC WHT INDIC SW (VCC) Lamp ConXall™ Pin 1

19 WHT/ORG INDIC SW (Switched) Lamp ConXall™ Pin 4

18 WHT/BLU INDIC SW (GND) Lamp ConXall™ Pin 2

1 WHT/GRN INDIC SW (Trend Switch) Lamp ConXall™ Pin 3

4 COND CABLE (WIRE #AAB40D24)

16 WHT COMM PORT (RS485+) Communication Port ConXall™ Pin 1

17 WHT/ORG COMM PORT (RS485–) Communication Port ConXall™ Pin 2

18 WHT/BLU COMM PORT (GND) Communication Port ConXall™ Pin 3

2 WHT/GRN COMM PORT (Run/Conf) Communication Port ConXall™ Pin 4



PROCESSOR CONNECTOR (CONTIUNED)



21 WHT ANALOG 1 (RTD Type “D”) (Spare: terminate 21 through 24 together)

22 WHT/BLU ANALOG 1 (RTD Type “G”) (Spare: terminate 21 through 24 together)

23 WHT/ORG ANALOG 1 (RTD Type “R+”) (Spare: terminate 21 through 24 together)

24 WHT/GRN ANALOG 1 (RTD Type “R–”) (Spare: terminate 21 through 24 together)

4 COND CABLE (OPTIONAL “RTD” STYLE KIEL PROBE) (WIRE # AAA00D24)

21 WHT ANALOG 1 (RTD Type “D”) (RED Wire on Kiel Probe)

22 WHT/BLU ANALOG 1 (RTD Type “G”) (WHT Wire on Kiel Probe)

23 WHT/ORG ANALOG 1 (RTD Type “R+”) (RED Wire on Kiel Probe)

24 WHT/GRN ANALOG 1 (RTD Type “R–”) (WHT Wire on Kiel Probe)

5 WIRE JUMPER

A pre-wired 5 pin jumper is supplied with the installation kit. This jumper provides the processor with a factory presetconfiguration code on pins 8 through 15. Pin 7 serves as the grounding source. The jumper connects 4 of the 8 availablepins to Pin 7 (ground).

7 GRN or N/C Configuration Ground Set at Factory

8 GRN or N/C Configuration ID 0 Set at Factory








20 Unused

25 Unused

26 Unused

27 Unused

28 Unused

29 Unused

30 Unused

37 Shields (Chained together to a 22 AWG Black Wire)



8 System Configuration and Calibration

The TrendCheck/TrendCheck+ system is a combination of hardware and software designed to have a wide range ofapplication. In order to correctly operate with the specific aircraft type it is installed in, the system must first be configured toexpect the particular sensor and signal combinations available on that aircraft as well as the engine type and othernecessary information.

When it has been properly configured, the TrendCheck/TrendCheck+ system must be calibrated to correctly compensatefor the precise range and level of the available sensor signals on that specific aircraft. This last function is similar to thecalibration performed on aircraft instruments, and may, in part, use some of the same calibration equipment. The system isalso capable of being calibrated without such equipment, by utilizing the existing cockpit flight instruments as calibrationstandards. However, this option depends on the accuracy of the cockpit instruments (and their own calibration), and is moredifficult to perform. It requires flying the aircraft to get a useful range of readings. The preferred method of calibration forTrendCheck/TrendCheck+ is to use conventional calibration equipment.

The installer, with the help of a computer and software communication tools, performs configuration and calibration.Configuration and calibration require a laptop computer connected to the system with a download cable and P&W EngineServices Monitor Link Program (MLP). The MLP gives field personnel the ability to monitor the sensors in real time (LiveData Display) as well as to alter the configuration and calibration data stored by the system.

In addition to MLP, P&W Engine Services offers an Internet based data management and analysis system calledTurbineTracker™. MLP and TurbineTracker™ make it possible to quickly transfer and manage the aircraft’s configurationand calibration data, as well as operational data (log data) for fleet comparison and analysis. The TurbineTracker™ websiteis located at www.turbinetracker.com. To obtain a TurbineTracker™ user account and password, contact the P&W EngineServices Help Desk.

Current manuals for both TurbineTracker™ and MLP are available through the TurbineTracker™ website. The followingsections and instructions for configuration and calibration of the system require familiarity with the MLP andTurbineTracker™ manuals and software. While this section of the installation manual cannot replace the software manuals,a few of the special terms and concepts used in the configuration and calibration instructions are briefly described in thismanual. See the software manuals for full descriptions and procedures for use of the applicable software product.

8.1 Definitions

Configuration File: An MLP data file that contains engine, sensor, and calibration information for a specific aircraft. Thisinformation is transmitted to the processor during configuration and updated during calibration.

Configuration Version: A number stored with a particular configuration file. The MLP and TurbineTracker™ both maintainversion numbers of the current configuration file in use. These must match each other and correspond with the datacollected and stored by the system processor. When a new calibration is performed and accepted, the version number isautomatically incremented.

Live Data Display: An MLP mode of operation that presents periodically updated aircraft sensor readings in real time. LiveData Display may be used in flight and on the ground when adjusting the calibration or testing and troubleshooting thesystem.

Log Data: The stored operational aircraft exceedance, event, cycle, and sensor readings collected by the processor. Innormal aircraft use, the information gathering function of the system creates Log Data. This data is stored in raw form (a LogFile) and can be extracted and further processed into useful information through MLP and TurbineTracker™.

MLP (Monitor Link Program): The P&W Engine Services communication program is used to transfer data to and from theprocessor. It can also display live operational data.

MLU (Monitor Link Unit): Files loaded into MLP that enables MLP to communicate with the TrendCheck+.

One Point Offset Calibration (P2): A method that uses a single reading (or point) to correct (calibrate) a sensor signal. AOne Point Offset Calibration is a less precise offset method of calibration than a Two Point Calibration. A One Point OffsetCalibration is used when the calibration occurs on the low end of a sensor’s potential operating range and a Two PointCalibration cannot be accomplished. To increase the useful precision of the one point offset method, a reading at the lowend of a sensor’s signal range is preferred. For example, if a sensor reading is supposed to fall between 10 degrees and 100degrees, a test reading at 20 degrees will calibrate the system better than one at 70 degrees. If a reading at 0 has beenattempted as a One Point Offset Calibration, the system has not been usefully calibrated at all.



NOTE: The One Point Offset Calibration Method only ensures that the low end of a sensor signal’s range iscalibrated. Never use 0 when accomplishing the One Point Offset Calibration Method.

One Point Slope Calibration (P1): A second method that uses a single reading (or point) to correct (calibrate) a sensorsignal. A One Point Slope Calibration is a less precise method of calibration than a Two Point Calibration. A One Point SlopeCalibration is used when the calibration occurs on the high end of a sensor’s potential operating range and a Two Pointcalibration cannot be accomplished. To increase the useful precision of the one point slope method, a reading at the highend of a sensor’s signal range is preferred. For example, if a sensor reading is supposed to fall between 100 and 500, a testreading at 400 will calibrate the system better than one at 150. If a reading at 0 has been attempted as a One Point SlopeCalibration, the system has not been usefully calibrated at all.

NOTE: The One Point Slope Calibration Method only ensures that the high end of a sensor signal’s range iscalibrated. Never use 0 when accomplishing the One Point Slope Calibration Method.

Two Point Calibration (P1 & P2): The most accurate method of calibration, requiring both a low and high value to correct(calibrate) a sensor signal. A Two Point Calibration occurs when calibration equipment or the manual sensor calibrationmethods are used. If a reading at 0 has been attempted as a Two Point Calibration, the system has not been usefullycalibrated at all.

NOTE: The Two Point Calibration Method ensures that the low end AND high end of a sensor’s signal range arecalibrated. Never use 0 when accomplishing the Two Point Calibration Method.

8.2 Processor Configuration

These instructions require that the installer have a laptop computer with the current version of MLP and has created therequired installation configuration file. The current version of the MLP and its manual are available from theTurbineTracker™ website.

NOTE: Ensure that you have the correct copy of the Configuration File to be loaded.

010 Connect the download cable to the download port of the TrendCheck/TrendCheck+ to be configured. The cablecan only be plugged in one way. Connect the other end of the cable to the serial port on a laptop computer withthe current version of the MLP.

020 Place the download cable “RUN/CONF” switch on the cable in the “CONF” position.

030 Establish connection to the processor using MLP. If unable to establish connection, proceed with the MLPTroubleshooting Procedure (See the MLP manual).

040 Select “Configure Unit” under the MLU Menu.

050 Follow the on-screen prompts and select the appropriate installation configuration file.

060 Select “Open”. (If you are prompted to retrieve the Log File, retrieve the log data from the processor first, andthen select “Open.”)

8.2.1 Pre-Calibration Sensor Test

After configuration and before calibrating the sensors, accomplish View Live Data to make sure that all the sensors areoperating.

NOTE: Failed Sensors are displayed as 9999.9999. If unexpected values are displayed that are not9999.9999, that means that the sensor signal is being processed incorrectly.

These instructions require that the installer have a laptop computer with the current version of MLP and has created therequired installation configuration file. The current version of the MLP and its manual are available from theTurbineTracker™ website.

NOTE: Although the data will be viewed in real time, the data is stored in a file for future reference. LiveData updates once every second.



010 Connect the download cable to the download port. The cable can only be plugged in one way. Connect the otherend of the cable to the serial port on a laptop computer with the current version of MLP.


030 Establish a connection to the processor using MLP. If unable to establish a connection, proceed with the MLPTroubleshooting Procedure in the MLP Manual (P&W Engine Services Monitor Link Program – MLP User’sGuide).

040 Select “Live Data” then “Text View”. Name the “Live Data” file and select “Save.”

050 When prompted by MLP, place the “RUN/CONF “switch in the “Run” position and click “OK.”

060 The sensor values will display and update once a second. The analog sensor values may slightly differ fromactual readings since the processor has yet to be calibrated. A failed sensor will display 9999.9999.

070 Click “Stop Live Data” to stop viewing live data.

080 When prompted, place the “RUN/CONF” switch in the “CONF” position and click “OK.”

8.3 Calibration Using Test Equipment

These instructions require that the installer have a laptop computer with the current version of MLP and has created therequired installation configuration file. The current version of MLP and its manual are available from the TurbineTracker™website.

The same test equipment that is used to check cockpit instruments can be used for calibrating theTrendCheck/TrendCheck+ system. You can calibrate the torque sensors using a dead weight tester, the temperature using aBarfield tester, the pitot pressure sensor using a pitot/static tester, and the Inlet Temperature sensor using a calibratedthermometer or equivalent testers. This test equipment should be verified to be accurate.

NOTE: The Static Pressure Sensor can be calibrated with a pitot/static tester only if the Static PressureSensor is plumbed into the aircraft static system.

NOTE: Opening MLP for a calibration session will increment the configuration file version by one. Any number ofsensors may be calibrated during this session without increasing the version number further. Opening, closing, andreopening MLP for calibration multiple times will increment the configuration file version each time a sensor iscalibrated, and should be avoided.

010 Connect the download cable to the download port. The cable can only be plugged in one way. Connect the otherend of the cable to the serial port on a laptop computer with the current version of the MLP.


030 Establish a connection to the processor using the MLP. If unable to establish a connection, proceed with theMLP Troubleshooting Procedure in the MLP Manual (P&W Engine Services Monitor Link Program – MLP User’sGuide).

040 Select “Sensor Calibration” under the MLU Menu. Only the following sensors should be calibrated: EngineTemperature, OAT, Engine Torque, and Altitude. Airspeed will be calibrated using the Aircraft Cockpit Instrumentas described in Section 8.4.

050 Select Engine Temperature and perform a Two Point Calibration using a Barfield tester.

060 Select Engine Torque and perform a Two Point Calibration using a deadweight tester.

070 Select OAT and perform a One Point Offset calibration adjusting the value to the calibrated thermometer.

080 Select Altitude and perform a One Point Offset Calibration by setting the barometric pressure to 29.92” (14.7 psior 1013 mb depending on gauge) and calibrating the processor reading to the pressure altitude reading on thegauge.

090 After calibration, upload the new configuration file version to your TurbineTracker™ account. It is important tokeep the processor, MLP, and Turbine Tracker™ configuration versions synchronized.



8.4 Calibration Using Aircraft Cockpit Instruments

NOTE: This method of calibration can be accomplished only when the aircraft is equipped with the OptionalCockpit Display kit.

These instructions require that the installer have a laptop computer with the current version of MLP and that the installer hascreated the required installation configuration file. The current version of MLP and its manual are available at theTurbineTracker™ website.

This procedure is generally less precise than using calibration equipment standards and requires both calibrations on theground and in the air to obtain instrument readings. A Manual Sensor Calibration will be performed in this procedure – thecalibrations are accomplished AFTER the values are collected, not during.

NOTE: Opening MLP for a calibration session will increment the configuration file version by one. Any number ofsensors may be calibrated during this session without increasing the version number further. Opening,closing, and reopening MLP for calibration multiple times will increment the configuration file version eachtime a sensor is calibrated, and should be avoided.

010 Start the aircraft and let the aircraft gauge readings stabilize at engine idle.

020 Write down the current engine temperature, torque, and airspeed values. These values shall be called USER 1.

030 Press the TREND switch and note the lamp flashes for 5 seconds and then extinguishes.

040 Fly the aircraft and attain a stable cruise flight.

050 Write down the current engine temperature, torque, and airspeed values. These values shall be called USER 2.

060 Press the TREND switch and note that the lamp flashes for 5 seconds and then extinguishes. Keep the aircraftsteady while the lamp is flashing to ensure a valid trend.

070 Land and shutdown the aircraft.

080 Connect the download cable to the download port. The cable can only be plugged in one way. Connect the otherend of the cable to the serial port on a laptop computer with the current version of MLP.


100 Establish connection to the processor using MLP. If unable to establish a connection, proceed with the MLPTroubleshooting Procedure (See the MLP manual).

110 Select “Retrieve Unit’s Data Log” under MLU Menu.

120 Choose a file name.

130 After the log data is retrieved, you will be prompted to reset the log. Choose “Yes” and wait for the reset tocomplete.

140 Select “View Data Log” under View Menu and open the log file that was just retrieved. The log file should containat least the engine run and two manual trends that were just accomplished.

150 Write down the AVG engine temperature, torque, and airspeed values of the manual trend accomplished on theground. These values shall be called TREND 1.

160 Write down the AVG engine temperature, torque, and airspeed values of the manual trend accomplished duringcruise flight. These values shall be called TREND 2.

170 Select “Manual Sensor Calibration” under Expert Menu. Only the following sensors should be calibrated: EngineTemperature, Engine Torque, and Airspeed.



180 Accomplish a Two Point Calibration for Engine Temperature, Engine Torque, and Airspeed.

NOTE: You will see four empty boxes for each calibration

Enter the sensor values collected in TREND 1 in the upper left hand box (Unit’s Value Column, TopRow)

Enter the sensor values collected in TREND 2 in the lower left hand box (Unit’s Value, Bottom Row)

Enter the gauge values collected in USER 1 in the upper right hand box (Calibrate to Values Column,Top Row)

Enter the gauge values collected in USER 2 in the lower right hand box (Calibrate to Values Column,Bottom Row)

190 After completing the calibrations, exit Manual Sensor Calibration mode.

200 Select “Sensor Calibration” under the MLU Menu. Only the Altitude and OAT sensors should be calibrated.

210 Select Altitude and perform a One Point Offset Calibration by setting the barometric pressure to 29.92 andcalibrating the processor reading to the pressure altitude reading on the gauge.

220 Select OAT and perform a One Point Offset Calibration and adjust the value to the reading on the calibratedthermometer.

230 After calibration, upload the new Configuration File version to your TurbineTracker™ account. It is important tokeep the processor, MLP and Turbine Tracker™ configuration versions synchronized.

Recommended calibration points

when using TEST EQUIPMENT

Calibrated Two Point Calibration Single Point Offset

Sensor Point 1 Point 2 Units Calibration Equipment

Airspeed 40 VNE knots Pitot-Static Test Kit

Altitude 3,000 12,000

Pressure Altitude at29.92" Hg (14.7 psi or1013 mb) feet Pitot-Static Test Kit

ITT 400 1,000 °C Barfield Meter

OAT Ambient °C Calibrated Digital Thermometer

Torque 30 Cruise % Dead-Weight Tester

500 Cruise foot-pounds Dead-Weight Tester

approx 20 Cruise psi Dead-Weight Tester

Mast Torque 0 Max % Aircraft Instrument (Pilot OVER TORQ warning light)

(if applicable) 0 Max foot-pounds Aircraft Instrument (Pilot OVER TORQ warning light)

(if applicable) 0 Max psi Aircraft Instrument (Pilot OVER TORQ warning light)

***NOTE: When performing a Manual Calibration, use NORMAL OPERATING RANGES for Engine and Airframe***



9 SYSTEM OPERATION OVERVIEW

The TrendCheck/TrendCheck+ is a dual function instrument that gathers and records engine information fromsensors for later downloading.

The TrendCheck/TrendCheck+ is designed to perform the following functions:

Sensor Monitoring

Exceedance/Event Monitoring

Engine Run Logging

Trend Data Collection

Status Display in Cockpit

Operator Initiated Self-Test

Automatic Self-Test

Data Downloading

Calibration Parameter Control

Configuration Control

9.1 TrendCheck Functional Description

9.1.1 Engine Run Logging

The TrendCheck is capable of recording engine runs with up to 4 different criteria for each engine. For eachengine run, the following is recorded:

Engine Number (If dual engine)

Engine start date and time

Engine run duration

Maximum sensor values

Cycle count

9.1.2 Cycle Logging

TrendCheck can be configured for up to four different cycle count types during each engine run.

1. Incremental cycles (sensor based)

2. Duration Cycles (sensor based)

3. Peak value cycle (based on one or two sensors)

4. Cumulative valley cycle (sensor based)



9.1.3 Event Monitoring

Events: The TrendCheck can be configured to monitor and record airframe or engine exceedances or events.The TrendCheck can record up to twenty (20) basic AFM exceedances and operator specific events can beconfigured. Each event is logged independently of engine run logging. Each event records the date and time ofthe event; its duration, average sensor value, and minimum or maximum sensor value. Events can be set tocomprise inputs from either one, two or three sensors.

9.1.4 Trend Monitoring

Engine trend information (data is compatible with P&WC HECTM®) is described as follows:

Manual Trend: Pressing the TREND switch when the engine is running will initiate a manual trend. TheTrendCheck will take a snapshot of all sensors for a pre-defined duration (default is 5 seconds but isconfigurable) and record the maximum values and average values for all sensors during the entire duration. Thelamp will flash during the entire duration of the trend.

Autotrend: The TrendCheck can be configured to initiate a trend automatically without pressing the TRENDswitch. The TrendCheck can be configured to initiate an autotrend by defining a stable criteria consisting of upto ten (10) sensors. If the stable criteria are met, the TrendCheck will initiate a trend automatically. The lampwill flash during the entire duration of the trend.

9.2 System Initialization and Lamp State Description

When the system initializes, the fault lamp will indicate the various stages of the process. The initializationsequence will proceed as follows:

When the processor’s power is first applied, the fault lamp will illuminate for 3 to 5 seconds while the systemperforms a series of self-tests. The following self-tests are performed during initialization:

RAM Test

PROM Test

Temporary Memory Test

Data Log Memory Test

If any of these tests fail, the lamp will stay illuminated.

If the test passes, the lamp will extinguish and the processor will enter a system mode.



9.2.1 System Modes

After Initialization, the processor will enter one of two primary system modes of operation: Run Mode, orConfiguration Mode. For data collection it is operated in Run mode. For communication through the downloadport with a laptop computer for the purposes of data transfer, it is in Configuration Mode. Configuration Modeis entered when a download cable is attached and the cable’s RUN/CONF switch is set to CONF. Run Mode isentered when the cable is not attached, or when it is attached and the RUN/CONF Switch is set to RUN.

The following section describes the condition of the fault lamp after initialization for:

Run Mode with the engine not running

Run Mode with the engine running

Configuration Mode

9.2.2 Run Mode

There are three possible states for the system in Run Mode. The states determine the lamp display.

1. Normal

2. Warning

3. Failure

Definitions:

In Normal state, the system is performing normally.

In Warning state, the system is indicating one or more of the following:

1. An exceedance was recorded

2. The available data log memory is getting low

3. The system has undergone a Factory Reset

In Failure state, the system is indicating one or more of the following:

1. There is an internal program error

2. There is a failed sensor channel

3. There was a time slice (data) overflow

4. The data log is full



9.2.3 Lamp States in Run Mode

Engine Not Running Mode:

Defined as anytime the engine temperature is less than the Engine Run Criteria (usually < 400 ºC).

1. Lamp Out means Normal State.

2. Lamp Flashing means Warning State.

3. Lamp On Continuously means Failure State.

Engine Running Mode:

Defined as anytime the engine temperature is less than the Engine Run Criteria (usually > 400C).

Lamp Flashing means a trend data sample is being taken, either automatically, or manually.Lamp Out for all other states.

Pressing the TREND switch with the lamp out will initiate a trend data sample.

9.2.4 Configuration Mode

Lamp States in Configuration Mode

1. Lamp Out means Normal State.

2. Lamp Flashing means Warning State.

3. Lamp On Continuously means Failure State.

While Flashing or On, Pressing the TREND switch will extinguish the lamp.

While Off, Pressing the TREND switch will initiate a manual (Loopback) self test and send anacknowledgement of the button press to the serial communications port.

Note if the lamp is flashing, or ON, pressing the switch twice will accomplish both of the above actions.It will extinguish the lamp and then perform a Loopback Test. The lamp will remain off at thecompletion of the test.

9.2.5 Manual Self Test (Loopback Test)

The Loopback test is a simple manual test that allows the user to check the operation of the lamp and CPU. Itmay be initiated in Configuration Mode or in Run Mode when the engine is not running and the lamp isextinguished. Pressing the TREND switch initiates the Loop back Test.

Lamp Flashes for 5 Seconds means a Loopback Test was initiated, and is successful. The processor and lamp arefunctional.



9.3 TrendCheck+ Functional Description

9.3.1 Engine Run Logging

The TrendCheck+ is capable of recording engine runs with up to 4 different engine run criteria for each engine.For each engine run, the following is recorded:

Engine number (If dual engine)

Engine start date and time

Engine run duration

Maximum start temperature

Minimum battery voltage

Start length (“Light Off” to Engine Idle)

Maximum sensor values

Cycle count

9.3.2 Cycle Logging

TrendCheck+ can be configured for up to five different types of cycle count types during each engine run.

1. Incremental cycles (sensor based)

2. Duration cycle (sensor based)

3. Peak value cycle (based on one or two sensors)

4. Cumulative valley cycle (sensor based)

9.3.3 Event Monitoring and Time History Buffer

Events: The TrendCheck+ can be configured to monitor and record airframe or engine exceedances or events.The TrendCheck+ can record up to thirty-two (32) basic AFM exceedances and operator specific events can beconfigured. Each event is logged independently of engine run logging. Each event records the date and time ofthe event; its duration, average sensor value, and minimum or maximum sensor value. Events can be set tocomprise inputs from either one, two or three sensors.

Time History Buffer: The TrendCheck+ continually updates a temporary memory buffer with sampled sensorvalues. This buffer of sequential data sets is called the Time History Buffer. The amount of data requested fromthe buffer is configurable by the user.

By transferring a set of data samples from the buffer to permanent memory, the processor can store data for aperiod before, during, or after an event. The operator can set the point before an event and the point after anevent to log the time history buffer to permanent memory. The maximum time stored by the processor that canbe held by the time history is two minutes.



9.3.4 Trend Monitoring

Engine trend information (data is compatible with P&WC HECTM®) is described as follows:

Manual Trend: Pressing the TREND switch when the engine is running will initiate a manual trend. TheTrendCheck+ will take a snapshot of all sensors for a pre-defined duration (default is 5 seconds but isconfigurable) and record the maximum values and average values for all sensors during the entire duration. Thelamp will flash during the entire duration of the trend.

Autotrend: The TrendCheck+ can be configured to initiate a trend automatically without pressing the TRENDswitch. The TrendCheck+ can be configured to initiate an autotrend by defining a stable criteria consisting ofup to ten (10) sensors. If the stable criteria are met, the TrendCheck+ will initiate a trend automatically. Thelamp will flash during the entire duration of the trend.

9.4 System Initialization and Lamp State Description

When the system initializes, the fault lamp will indicate the various stages of the process. The initializationsequence will proceed as follows:

When the processor’s power is first applied, the fault lamp will illuminate for 3 to 5 seconds while the systemperforms a series of self-tests. The following self-tests are performed during initialization:

Micro Controller Test

Lamp Test (momentary flicker)

Temporary Memory Test

Data Log Memory Test

Program Integrity Test

If any of these tests fail, the processor will restart the initialization cycle. The lamp will go out briefly andilluminate for a period until the test failure is repeated. This cycle will continue until the processor power isremoved. The appearance of the lamp will be a period of ON followed by a very brief OFF, repeated every 5seconds, or less.

If the initial self-tests do not fail, the processor will normally extinguish the lamp for approximately 3 to 5seconds, indicating completion of the self-test phase. It will then proceed to check for:

A Matching Engine Configuration Value

This test is performed as follows: if the hard-wired engine/sensor/system configuration does not match theexpected software value stored internally, the lamp will illuminate solid. This type of fault indication may notactually indicate a problem with the installation. It may result simply from a processor factory reset, whichcleared the last stored configuration value. Such a fault can be corrected by loading a configuration file using theP&W Engine Services Monitor Link Program (MLP).

NOTE: If the engine configurations do not match, the system will be in Fault State.

If the test passes, the lamp will remain out and the processor will enter a system mode.



9.5 System Modes

After Initialization, the processor will enter one of two primary system modes of operation: Run Mode, orConfiguration Mode. For data collection it is operated in Run mode. For communication through thedownload port with a laptop computer for the purposes of data transfer, it is in Configuration Mode.Configuration Mode is entered when a download cable is attached and the cable’s RUN/CONF switch is set toCONF. Run Mode is entered when the cable is not attached, or when it is attached and the RUN/CONF Switchis set to RUN.

The following section describes the condition of the fault lamp after initialization for:

Run Mode with the engine not running.

Run Mode with the engine starting.

Run Mode with the engine running.

Configuration Mode.

9.6 Run Mode Description (States and Fault Lamp Display)

There are four possible states for the system in Run Mode. Each state determines the fault lamp display.

System States:

1. Normal

2. Maintenance

3. Caution

4. Fault

Definitions:

In Normal state, the system is performing normally OR recorded an input programmed to indicateNormal state.

In Maintenance state, the system recorded an input programmed to indicate Maintenance state.

In Caution state, the system recorded an input programmed to indicate Caution state.

In Fault state, the system has failed OR the system recorded an input programmed to indicate Faultstate.



9.6.1 Engine Not Running Mode

Engine Not Running Mode is defined as anytime engine temperature is less than Engine Start Criteria (usually< 450 ºC).

The Lamp State while the engine is not running is as follows:

1. Lamp Out means Normal state

2. Lamp Flashing means Maintenance state, if pressing the TREND switch stops the flashing

3. Lamp Flashing means Caution state, if pressing the TREND switch does not stop the flashing

4. Lamp Solid means Fault state

Pressing the TREND switch with the lamp out will initiate a manual (“Loopback”) self test.

Pressing the TREND switch with the lamp flashing will extinguish the lamp if in the Maintenance state.

9.6.2 Engine Starting Mode

Engine Starting Mode is defined as anytime the engine temperature is greater than Engine Start Criteria(usually > 450 ºC) and N1/Ng is less than Engine Run Criteria (usually N1/Ng < 55%).

The Lamp State while the engine is starting is as follows:

1. Lamp Out means Normal state

2. Lamp Flashing means Caution state in which case the TREND switch will not extinguish the lamp

NOTE: The Maintenance state does not exist in the Engine Starting Mode.

3. Lamp Solid means Fault state

4. Lamp Flashing Rapidly means High Engine Temperature (hot start)

The TREND switch is inoperative during the Engine Starting Mode.

9.6.3 Engine Running Mode

Engine Running Mode is defined as anytime Ng is greater than Engine Run Criteria (usually > 55%).

The Lamp State while the engine is running is as follows:

1. Lamp Flashing means a trend data sample is being taken, either automatically, or manually

2. Lamp Is Out for all states. Lamp states are not allowed to report during Engine Running Mode.

Pressing the TREND switch will initiate a trend data sample.



10 AIRCRAFT TESTING

While following the requirements of FAR 91.407, it is recommended that the aircraft be inspected forairworthiness prior to testing. If the ground and/or flight testing of the modified aircraft is not successfullycompleted, the aircraft should be returned to the original aircraft configuration until the tests are completed andacceptable.

After installation and calibration of the TrendCheck/TrendCheck+ system, it is recommended that ground andflight tests be performed to verify the correct operation of the system in the aircraft. The following sectionsoutline the suggested aircraft and system test procedures.

10.1 Aircraft Ground Test

FOR ALL LISTED ENGINE MODELS:

010 With the aircraft battery connected and master switch on, verify that the fault lamp illuminates,indicating system boot-up. After approximately 5 seconds, the lamp will extinguish and either:

a. Remain extinguished

b. Flash

c. Illuminate Solid

If the lamp flashes or remains solid, retrieve the log data, and troubleshoot the system.

020 Start engine.

030 Monitor the engine torque lines for oil leaks. If leaks are found, shut down and correct the leaks.

Engine Running:

040 With the engine running and the TrendCheck/TrendCheck+ system operational, verify the operation ofall radios. VHF, AM, SATCOM, SELCAL, FLT PHONE, etc., should be checked on at least threefrequencies (LOW, MED, HIGH) using a long count of 1 to 10.

050 With the aircraft running and the TrendCheck/TrendCheck+ system operational, verify the operation ofall navigation equipment (e.g. ILS, VOR, NDB, GPS, LORAN, etc.).

060 With the aircraft running and the TrendCheck/TrendCheck+ system operational verify the normaloperation of all other equipment (NITESUN, FLIR, etc.).

070 Record the results in the Electromagnetic Compatibility Testing Table (See Table 1).

080 Stabilize the engine(s) at a convenient partial power setting.

090 Once the engine readings are stabilized, write down the cockpit instrument values in the Ground TestData Table (See Table 2).

100 As soon as the cockpit instrument values are recorded, press the TREND switch. Ensure the aircraftis stable while the fault lamp is flashing and the processor is recording trend data.



Table 1: Electromagnetic Compatibility Test Table

EquipmentProblem Found

Y/N?Comments

Ground TestCommentsFlight Test



The TrendCheck/TrendCheck+ stored data will be retrieved at the conclusion of the ground and/or flight test.Once retrieved, this data will also be inserted into the Ground Test Data Table (See Table 2) and compared tothe aircraft instrumentation.

Table 2: Ground Test Data

Eng. #1 Eng. #2 (If Applicable)Ground

TestCockpit

TrendCheck/TrendCheck+

Delta CockpitTrendCheck/TrendCheck+

Delta

Tq

N1

N2/Np

EngineTemp

Inlet Temp

Alt

IAS

Wf

Comments:



10.2 Aircraft Flight Test

010 Takeoff and climb to cruise altitude.

020 During the enroute phase of the flight, check all radios and navigation equipment for normalperformance. Ensure the absence of electromagnetic interference between theTrendCheck/TrendCheck+ system and the rest of the aircraft systems. Record the results of all testsin the Electromagnetic Compatibility Test Table (See Table 1).

030 Check all other aircraft equipment and verify normal operation.

040 Once the engine readings are stabilized, record the cockpit instrument values in the Flight Test DataTable (See Table 3).

050 As soon as the data is recorded, press the TREND switch. Ensure the aircraft is stable while thefault lamp is flashing and the processor is recording data.

The TrendCheck/TrendCheck+ stored data will be retrieved at the conclusion of the ground and/or flight test.Once retrieved, this data will also be inserted into the Flight Test Data Table (See Table 3) and compared to theaircraft instrumentation.

Table 3: Flight Test Data

Eng. #1 Eng. #2 (If Applicable)Ground

TestCockpit

TrendCheck/TrendCheck+

Delta CockpitTrendCheck/TrendCheck+

Delta

Tq

N1

N2/Np

EngineTemp

Inlet Temp

Alt

IAS

Wf

Comments:



10.3 Test Data Retrieval and Review

After the ground and/or flight tests have been completed perform the following:

010 Download the TrendCheck/TrendCheck+ trend data for each engine to a laptop computer with MLP.

020 Fill in the Ground and/or Flight Test Table (Table 2 and Table 3) with the trend data.

030 Review the tables for any discrepancies between the TrendCheck/TrendCheck+ data and theaircraft instrument readings.



11 SERVICE

11.1 Customer Support

P&W Engine Services provides customer support in accordance with the product warranty detailed within thecustomer’s sales contract. If you have any questions concerning any P&W Engine Services product, please donot hesitate to contact us. Our Help Desk accepts calls Monday through Friday between 9:00 AM and 5:00 PMEST. Please have your model and serial number ready when you call.

Pratt & Whitney Engine Services, Inc.Help Desk249 Vanderbilt AvenueNorwood, MA 02062(781) 762-8600Fax: (781) 762-2287E-mail: [email protected]



12 SPECIFICATIONS

12.1 System Specifications

GENERAL

Chassis Size (each): 3.7" x 1.7" x 6.9"

Weight: Approximately 11 lbs. – Refer to applicable addendum for actual system weight

POWER REQUIREMENTS

Voltage Range: 11 to 32 VDC

Current Draw < 1.5 A

Power Draw 8 Watts operating

20 mWatts standby

ENVIRONMENTAL (ALL TESTS TO RTCA/DO-160D)

Test Performed RTCA Section Level

Temperature & Altitude Section 4.0 Equipment tested to category D3

- Low Temperature Section 4.5.1 - 40 ºC Operating

- High Temperature Section 4.5.2 70 ºC, +85 ºC Short-Time

Operating

- In-Flight Loss of Cooling Section 4.5.4 Test not required

- Altitude Test Section 4.6.1 50,000 Ft

- Decompression Test Section 4.6.2 Test not required

- Overpressure Test Section 4.6.3 Test not required

Temperature Variation Section 5.0 Equipment tested to category B

Humidity Section 6.0 Equipment tested to category B

Shock Section 7.0 Equipment tested to category B

- Operational Section 7.2 Equipment tested to category B

- Crash Safety Test Section 7.3 Equipment tested to category B

Vibration Section 8.0 Robust test performed to category R2

Explosion Section 9.0 Equipment identified as category E

Waterproofness Section 10.0 Equipment identified as category R



Fluids Susceptibility Section 11.0 Equipment identified as category F

Sand and Dust Section 12.0 Equipment identified as category D

Fungus Section 13.0 Equipment identified as category F

Salt Spray Section 14.0 Equipment identified as category S

Magnetic Effect Section 15.0 Equipment identified as category Z

Power Input Section 16.0 Equipment tested to category B

Voltage Spikes Section 17.0 Equipment tested to category B

Audio Freq. Suscept. Section 18.0 Equipment tested to category B

Radio Freq. Suscept. Section 20.0 Equipment identified as category V

Radio Freq. Emission Section 21.0 Equipment tested to category L

Transient Suscept. Section 22.0 Equipment identified as category XXC2

Induced Signal Suscept Section 19.0 Equipment tested to category B

Lightning Direct Effect Section 23.0 Equipment identified as category X

Icing Section 24.0 Test Not Required

Electrostatic Discharge Section 25.0 Equipment identified as category A

DATA INTERFACE

Computer Interface: RS-485 Serial Interface, 57,600 Baud

SYSTEM SOFTWARE

The TrendCheck/TrendCheck+ has been designed and tested to RTCA/DO-178B Level C

SAMPLE RATE

The TrendCheck/TrendCheck+ samples Engine Temperature up to 50 times per second. All other inputs aresampled up to 5 times per second



DATA STORAGE

System Data: Installation ID / Version

Engine Run Data: Engine Run Date, Engine Run Time, Engine Run Duration, MaximumSensor Values Observed, Cycles Counted, Maximum Start Temp, MinimumBattery Voltage, Start Duration

Exceedance Data: Exceedance Date, Exceedance Time, Exceedance Duration, ExceedanceType, Maximum/Minimum Value Observed, Average Value Observed, TimeHistory Sensor Recording

Trend Sample: Trend Type (Auto/Manual), Trend Time, Sensor Max Value Observed,Sensor Average Value Observed

Flash Storage Memory: 4 MB

12.2 Specifications for P&W Engine Services Supplied Sensors

ENGINE - TORQUE PRESSURE SENSOR

The TrendCheck/TrendCheck+ provides a torque pressure signal interface as follows:

Parameter Specification Comments

Operating Pressure 0-150 PSIG

Proof Pressure 450 PSIG

Hysteresis & Repeatability +/- .05% of Span MAX

Environmental -40 ºC to 125 ºC Operating

AIRCRAFT - PA AMBIENT PRESSURE SENSOR

The TrendCheck/TrendCheck+ provides a Pa sensor and interface as follows:


Operating Pressure 0-15 PSIA

Proof Pressure 75 PSI



AIRCRAFT – PT PITOT PRESSURE SENSOR

The TrendCheck/TrendCheck+ provides a Pt sensor and interface as follows:


Operating Pressure 0-3 PSIA

Proof Pressure 6 PSI





AIRCRAFT - TA AMBIENT TEMPERATURE SENSOR

The TrendCheck/TrendCheck+ provides a Ta sensor and interface as follows:


Sensor Type Platinum ResistanceProbe

Accuracy +/- 3 ºC (Uncalibrated)

+/- 1 ºC (Calibrated)

Range -54 ºC To 100 ºC

12.3 Interface Requirements for Aircraft Sensors

FAULT LAMP

The TrendCheck/TrendCheck+ may interface with an existing cockpit lamp. The lamp shall have the followingcharacteristics:

Nominal Voltage +28 VDC

Current 40 mA +/- 10%

Power Dissipation 1.24 Watts

Average Rated Life (0°C) 1,500 Hours

TREND SWITCH

The TrendCheck/TrendCheck+ may interface with an existing cockpit switch. The TREND switch is part of thefault lamp assembly. The input shall have the following characteristics:


Input Threshold 0 VDC

> 0 VDC

Switch Depressed

Switch Disengaged

POWER INPUT +28VDC

The TrendCheck/TrendCheck+ requires power via one (1) 1 Amp circuit breaker and one (1) 1 Amp fuses, oneinstalled in the cockpit and the other in a remote location. The input shall be as follows:


Nominal +28 VDC

Typical 20 – 30 VDC

Minimum 11 VDC

Maximum 32 VDC



ENGINE – TEMPERATURE

The TrendCheck/TrendCheck+ measures Engine Temperature using the aircraft’s existing Chromel/Alumel(Type K) assembly. The input is isolated from ground and isolated from other instruments. TheTrendCheck/TrendCheck+ measures Engine Temperature with the following specifications:


Input Range 0°C to 1098 °C

Accuracy +/- 5 °C Isolation Connections to the thermocouple areisolated from ground to prevent interferencefrom other indicators.

Parallel Loads MIL-I-83262

ENGINE - N1/Ng GAS GENERATOR SPEED

The TrendCheck/TrendCheck+ measures N1/Ng gas generator speed using the existing aircraft sensorsinstalled on the engine. Requirements and specs for an N1/Ng sensor of the tachometer type are as follows:


Conversion 100% N1 4212 Tach Generator RPM (70.2 Hz)

Range 0 –150%

Generator Output 21.0 VAC +/- 0.5% @ 70.0Hz w/40 Ohm Y load at4200 RPM

Accuracy +/- 0.2% of point

Min Req 5%N1 210.6 RPM (3.51 Hz) @ 1.0 v p-p

Requirements and specs for an N1 sensor of the magnetic pickup type are as follows:


Input Impedance 2K Ohms Min Differential

Frequency at (100%) As specified by the aircraftmanufacturer

Range As specified by the aircraftmanufacturer

Sensor Resistance As specified by the aircraftmanufacturer

Accuracy +/- 0.2% of FS



ENGINE - N2 POWER TURBINE SPEED

The TrendCheck/TrendCheck+ measures the N2 power turbine speed using the existing sensors installed on theengine. Requirements and specs for an N2 sensor of the tachometer type are as follows:


Conversion 100% N2 4190 Tach Generator RPM (69.973 Hz)

Range 0 –150%

Generator Output 21.0 VAC +/- 0.5% @ 70.0Hz w/40 Ohm Y load at4200 RPM

Accuracy +/- 0.2% of point

Requirements and specs for an N2 sensor of the magnetic pickup type are as follows:


Input Impedance 2K Ohms Min Differential

Frequency at (100%) As specified by the aircraftmanufacturer

Range As specified by the aircraftmanufacturer

Sensor Resistance As specified by the aircraftmanufacturer

Accuracy +/- 0.2% of FS



INDEX

A

Automatic Operation ....................................................1Autotrend ...............................................................70, 74

C

Caution state ..........................................................75, 76Cockpit Indication.........................................................1Configuration File.....................................................64Configuration Mode ........................................71, 72, 75Configuration Version .............................................64

E

Engine Trend Monitoring.............................................1Exceedence Event Recording .......................................1

F

Fault state...............................................................75, 76

L

Lamp Flashing .......................................................72, 76Lamp Is Out ...........................................................72, 76Lamp Out ...............................................................72, 76Lamp Solid ...................................................................76Live Data Display......................................................64Log Data................................................................64, 90

M

Maintenance state..................................................75, 76

Manual Operation ........................................................ 1Manual Trend ....................................................... 70, 74MLP .................................vi, 1, 64, 65, 66, 67, 74, 81, 90MLU ........................................................... 64, 65, 66, 90

N

N2 ............................................................... 79, 80, 88, 90Normal state .................................................... 71, 75, 76

O

One Point Offset Calibration (P2) ........................ 64One Point Slope Calibration ...................................... 90One Point Slope Calibration (P1) ......................... 65Outside Air Temperature (OAT) Probe ........................ 25

R

Retrieving Data ............................................................. 1Run Mode ........................................................ 71, 72, 75

S

Starting Mode ............................................................. 76System Configuration............................................. 1, 64

T

Time History Buffer ................................................... 73TREND lamp................................................................ 77TREND switch ....................................................... 77, 80Two Point Calibration (P1 & P2)........................... 65



Glossary of Terms

AC – Alternating current

EGT – Exhaust Gas Temperature

HSP – Hot Start Prevention

ITT – Inlet Turbine Temperature

Log Data - Stored Operational Readings

LRU – Line Replaceable Unit

MEL– Minimum Equipment List

MGT – Measured Gas Temperature

MLP – Monitor Link Program

MLU – Monitor Link Unit

Nf – Free Turbine

Np – Propeller

Nr Speed – Main Rotor Speed

N1 (Ng) Speed – Low Compressor Rotor Speed

N2 Speed – High Compressor Rotor Speed

OAT – Outside Air Temperature

OEI – One Engine Inoperative

Pa – Ambient Pressure

P/N – Part Number

PRV – Pressure Regulating Valve

P/T – Power Turbine

P1 – One Point Slope Calibration

Documents

TrendCheck/TrendCheck+ - TurbineTracker I.pdf · If the TrendCheck/TrendCheck+ Manual is revised, all operators will be provided with a copy of the applicable revision. If you have