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Transcript of Treinamento arriel 1
Trai
ning
info
rmat
ion
only
del
iver
ed d
urin
g a
Turb
omec
a Tr
aini
ng c
ours
e an
dno
t upd
ated
afte
r the
cou
rse
(ref
er to
the
FOR
EWO
RD
pag
e)Training inform
ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
EWO
RD
page)
Trai
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del
iver
ed d
urin
g a
Turb
omec
a Tr
aini
ng c
ours
e an
dno
t upd
ated
afte
r the
cou
rse
(ref
er to
the
FOR
EWO
RD
pag
e)Training inform
ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
EWO
RD
page)
Trai
ning
info
rmat
ion
only
del
iver
ed d
urin
g a
Turb
omec
a Tr
aini
ng c
ours
e an
dno
t upd
ated
afte
r the
cou
rse
(ref
er to
the
FOR
EWO
RD
pag
e)Training inform
ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
EWO
RD
page)
1st line maintenance course
For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 20120.1
FOREWORD
This document is the property of TURBOMECA and it may not be copied without the express written authority of TURBOMECA.Turbomeca Training is a registered Trademark.
FOREWORD
This document is intended to assist a TURBOMECA-qualified instructor in teaching basic information related to the operation and maintenance of the ARRIEL 1 turboshaft engines.
It is a training aid and should only be used to support the training course to which it refers, and only by a person attending such training. It must not be used in any other circumstances.
It will not be updated and should not be relied upon for the maintenance or repair of ARRIEL 1 engines. Only the current approved TURBOMECA maintenance technical publications should be used for such purposes.
The acquisition of this document does not constitute proof of official formal training. Only completion of a course delivered by a TURBOMECA-qualified instructor can lead to the issuance of a TURBOMECA-recognised training certificate stating, when applicable, a successful result.
Turbomeca Training - April 2012
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FOR
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RD
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e)Training inform
ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
EWO
RD
page)1st line maintenance course
For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 20120.2
SUMMARY
SUMMARY
0 - Foreword 1 - Introduction 2 - Power plant 3 - Engine 4 - Oil system 5 - Air system 6 - Fuel system 7 - Control system
8 - Measurement and indicating systems
9 - Starting system 10 - Electrical system 11 - Engine installation 12 - Troubleshooting 13 - Checking of knowledge
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(ref
er to
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FOR
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RD
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e)Training inform
ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
EWO
RD
page)
1st line maintenance course
For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 20120.3
TABLE OF CONTENTS
TABLE OF CONTENTS
0 - FOREWORD- Foreword .......................................... 0.1- Summary .......................................... 0.2- Table of contents .............................. 0.3- List of abbreviations ......................... 0.7- Conversion table .............................. 0.10
1 - INTRODUCTION- General information ......................... 1.2- Training programme ........................ 1.4 - 1.5
2 - POWER PLANT- Power plant ...................................... 2.2- Principle of adaptation to the helicopter ......................................... 2.8 - Main characteristics ......................... 2.10- Design and development ................ 2.14- Maintenance ................................... 2.18 - 2.31
3 - ENGINE- Engine presentation ......................... 3.2- Axial compressor ............................. 3.6- Centrifugal compressor .................... 3.8- Combustion chamber ....................... 3.10- Gas generator turbine ...................... 3.12- Power turbine ................................... 3.14- Exhaust system ................................ 3.16- Reduction gearbox ........................... 3.18- Transmission shaft and accessory
gearbox ............................................ 3.20- Engine - Operation .......................... 3.32- Engine - 1st line maintenance ......... 3.34 - 3.37
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(ref
er to
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FOR
EWO
RD
pag
e)Training inform
ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
EWO
RD
page)1st line maintenance course
For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 20120.4
TABLE OF CONTENTS
TABLE OF CONTENTS(CONTINUED)
4 - OIL SYSTEM- Oil system presentation .................. 4.2- Oil tank - Oil cooler - Oil pressure
transmitter ....................................... 4.6- Oil pumps ......................................... 4.8-Oilfilter ............................................. 4.10-Oilfilterpre-blockageindicator ........ 4.14- Low oil pressure switch .................... 4.16- Electrical magnetic plugs ................. 4.18- Mechanical magnetic plugs .............. 4.20- Scavenge strainers .......................... 4.22- Centrifugal breather ......................... 4.24- Oil system - Operation ..................... 4.26- Oil pipes and ducts ......................... 4.28- Oil system - 1st line maintenance ... 4.30 - 4.33
5 - AIR SYSTEM- Air system presentation .................. 5.2- Internal air system ........................... 5.4- Air tappings ...................................... 5.6- Compressor bleed valve .................. 5.8- External air pipes ............................. 5.16- Air system - 1st line maintenance ... 5.18 - 5.21
6 - FUEL SYSTEM- Fuel system presentation ................ 6.2- Fuel Control Unit .............................. 6.8- Overspeed and drain valve ............. 6.18- Start injector electro-valve ............... 6.20- Start injectors ................................... 6.22- Main injection system ....................... 6.24- Combustion chamber drain valve .... 6.26- Fuel system - Operation .................. 6.28- External fuel pipes .......................... 6.32- Fuel system - 1st line maintenance 6.34 - 6.37
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er to
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FOR
EWO
RD
pag
e)Training inform
ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
EWO
RD
page)
1st line maintenance course
For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 20120.5
TABLE OF CONTENTS
TABLE OF CONTENTS(CONTINUED)
7 - CONTROL SYSTEM- Control system presentation ............ 7.2- Control system - Operation ............. 7.6- Control system - 1st line
maintenance ................................... 7.30 - 7.33
8 - MEASUREMENT AND INDICATING SYSTEMS
- Measurement and indicating systems presentation ....................... 8.2
- Speed measurement and indicating system .............................................. 8.4
- T4 measurement and indicating system .............................................. 8.10
- Torque measurement and indicating system .............................................. 8.14
- Miscellaneous indications ................ 8.18- Measurement and indicating
systems - 1st line maintenance ....... 8.22 - 8.25
9 - STARTING SYSTEM- Starting system presentation ........... 9.2- Starter-generator .............................. 9.6- Ignition system ................................. 9.8- Starting system - Operation ............ 9.10- Starting system - 1st line
maintenance ................................... 9.14 - 9.17
10 - ELECTRICAL SYSTEM- Electrical system presentation ......... 10.2- Power turbine overspeed protection system .............................................. 10.4- Electrical harnesses ......................... 10.16- Electrical system - 1st line
maintenance ................................... 10.18 - 10.21
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cou
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er to
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FOR
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RD
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e)Training inform
ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
EWO
RD
page)1st line maintenance course
For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 20120.6
TABLE OF CONTENTS
TABLE OF CONTENTS(CONTINUED)
11 - ENGINE INSTALLATION- Engine compartment ........................ 11.2- Engine mounting and lifting .............. 11.4- Air intake and exhaust system ......... 11.6- Engine/airframe system interfaces ... 11.8- Drains - Air vents .............................. 11.16- Power drive ...................................... 11.18- Fire protection .................................. 11.20- Engine installation - 1st line
maintenance ................................... 11.22 - 11.25
12 - TROUBLESHOOTING- General ............................................ 12.2- Troubleshooting ............................... 12.4- Conclusion ...................................... 12.10 - 12.11
13 - CHECKING OF KNOWLEDGE- Introduction ...................................... 13.2- Questionnaire 1 ............................... 13.3- Questionnaire 2 ............................... 13.6- Questionnaire 3 ............................... 13.12- Questionnaire 4 ................................ 13.15 - 13.28
OBSERVATIONS .......................... LAST PAGE
These training notes are established to meet training requirements and take into consideration, to a certain extent, ATA104specifications.
This document has 336 pages. It was produced using a desktop publishing system.
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1st line maintenance course
For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 20120.7
LIST OF ABBREVIATIONS
FWD .............. ForwardG .................... Massairflowg..................... GramsHE.................. High EnergyHF .................. Human FactorHFC ............... Hourly Fuel consumptionHP .................. HorsepowerHP .................. High PressureHUMS ............ Health and Usage Monitoring SystemHz .................. HertzICAO .............. International Civil Aviation OrganisationICP ................. Intermediate Contingency PowerID ................... IdentificationIFDS .............. Integrated Flight Display SystemILS ................. Integrated Logistics SupportISA ................. International Standard AtmosphereISV ................. Servo-valve intensitykHz ................ KilohertzkPa ................ KilopascalkW ................. Kilowattl/h ................... Litre per hourlb .................... Poundlb/HP.hr .......... Pounds per Horse Power per hourlb/hr................ Pounds per hourlb/sec. ........... Pounds per second
A/C................. AircraftAC.................. Alternating CurrentACMS ............ Automatic Control Monitoring SystemACW .............. Anti-clockwiseAEO ............... All Engines OperatingATA ................ Air Transport AssociationATS ................ AirTrafficServicesBITE............... Built In Test Equipmentcc/hr ............... Cubic centimetres per hourcSt ................. CentiStokeCW ................. ClockwisedaN ................ DecaNewtonsdB .................. DecibelsDC ................. Direct CurrentDGAC ............ Direction Générale de l'Aviation CivileEASA ............ European Aviation Safety AgencyEc .................. Kinetic energyEGT ............... Exhaust Gas TemperatureF .................... FrequencyFAA ................ Federal Aviation AdministrationFCU ............... Fuel Control UnitFCV ............... Frequency/Voltage ConverterFMU ............... Fuel Metering UnitFOD ............... Foreign Object Damageft..................... Feet
LIST OF ABBREVIATIONSThe abbreviations / symbols shown below may be used during training:
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RD
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ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
EWO
RD
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For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 20120.8
LIST OF ABBREVIATIONS
LP .................. Low PressureLRU ............... Line Replaceable UnitLTT ................ Learning Through TeachingLVDT .............. Linear Voltage Differential Transducerm .................... MetresmA ................. MilliamperesMAX ............... MaximumMCQ .............. Multiple-Choice QuestionnaireMGB .............. Main gearboxMHz ............... MegahertzMIN ................ Minimummm ................. MillimetreMTBF ............. Mean Time Between FailureMTBUR .......... Mean Time Between Unscheduled RemovalMTCP ............ Maintenance Test Control PanelMTTR ............. Mean Time to RepairmV ................. MillivoltN .................... Rotation speedN1 .................. Gas generator rotation speedN2 .................. Power turbine rotation speedNMD .............. Navigation and Mission DisplayNR ................. Rotor rotation speedOEI ................ One Engine InoperativeO/S ................ Overspeed
P .................... PressureP2 .................. Compressor outlet pressurePOS ............... Positionppm................ Parts per millionPSI ................. Pounds per Square InchPSIA............... Pounds per Square Inch AbsolutePSID .............. Pounds per Square Inch DifferentialPSIG .............. Pounds per Square Inch GaugePT .................. Power TurbineRAM ............... Random-Access MemoryROM .............. Read-Only Memoryrpm ................ Revolutions per minuteRTD ............... Resistive Temperature DeviceSFC ............... SpecificFuelConsumptionshp ................. Shaft horsepowerSI ................... International SystemSMM .............. Safety Management ManualSMS ............... Safety Management SystemSRU ............... Shop replaceable unitt...................... TimeT° ................... TemperatureT4 .................. Gas temperatureT/O ................. Take-OffTBO ............... Time Between OverhaulsTET ................ Turbine Entry Temperature
LIST OF ABBREVIATIONS(CONTINUED)
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For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 20120.9
LIST OF ABBREVIATIONS
TM ................. TurbomecaTRQ ............... TorqueUS G .............. US GallonVAC ............... Volt, Alternating CurrentVDC ............... Volt, Direct CurrentW ................... PowerWF ................. FuelflowZ .................... AltitudeZp .................. Pressure altitude
°C .................. Degrees Celsius°F ................... Degrees FahrenheitK .................... Kelvin± ..................... Plus or MinusΩ .................... Ohm∆ .................... Difference (delta)∆P .................. Pressure difference% ................... Percent< .................... Less than> .................... More thanω .................... Angular Velocity* ..................... Datum (e.g. N1* = N1 datum)
LIST OF ABBREVIATIONS(CONTINUED)
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ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
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For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 20120.10
CONVERSION TABLE
CONVERSION TABLE
1 mm = 0.039 inches 1 m = 3 ft 3 inches = 39 inches
1 dm3 = 1 litre = 0.26 US gallons
1 kg = 2.2 lbs
1 kW = 1.34 HP
°C = (°F-32).5/9 K = [(°F-32).5/9] + 273
1 kPa = 0.01 bar = 0.145 PSI
1 kg/s = 2.2 lb/sec.
1 g/kW.h = 0.00164 lb/HP.hr
Length
Volume
Mass
Power
Temperature
Pressure
Flow (air, oil, fuel)
SpecificFuelConsumption
UNIT International System British or American Systems
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ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
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1st line maintenance course
For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 20121.1
INTRODUCTION
1 - INTRODUCTION
- General information ............................................................................. 1.2- Training programme ............................................................................ 1.4 - 1.5
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ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
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For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 2012 INTRODUCTION1.2
GENERAL INFORMATION
"The power of knowledge"
Adequate training is essential for obvious safety reasons, but also toreduceadditionalmaintenancecostsincurredbyunjustifiedremovals and excessive downtime.
"Greater knowledge leads to greater efficiency".
Objectives of trainingThe main objective is the acquisition of the knowledge required for the tasks to be achieved (know and know how).
Further information is also communicated to widen the skill and the experience of the trainee.
Training approach- Performance based training according to task analysis,
with classroom sessions, student involvement, practical work and trouble shooting techniques
- Advanced training aids: training notes, multimedia courseware (or Computer Aided Presentation) and demonstration training engine
- Instructors trained on the product and in training methods, andqualifiedbyTURBOMECA
- Courses are taught in English and French.
TURBOMECA TrainingIn accordance with TURBOMECA support's proximity policy, TURBOMECA Training has developed a worldwide training network: it hasanofficial officeorTrainingCenter for eachcontinent.
TURBOMECA Training courses can therefore be conducted worldwide:
- In the TURBOMECA France reference Training Center
- In the TURBOMECA USA reference Training Center
- In the TURBOMECA do Brasil reference Training Center
- In other TURBOMECA subsidiaries, e.g. TURBOMECA AUSTRALASIA or TURBOMECA ASIA PACIFIC (Singapore)
- In delegated Training Centers
- In TURBOMECA approved Training Centers
- Directly on the customer's site.
The training courses are conducted by an instructor detached from TURBOMECA or by a TURBOMECA qualified andaccredited instructor.
TURBOMECA training contactThe focal point for all your TURBOMECA Training needs is the "TURBOMECA Operator On-Line Support" (TOOLS) web site: www.turbomeca-support.com
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ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
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1st line maintenance course
For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 20121.3
INTRODUCTION
TRAINING APPROACH
OBJECTIVES OF TRAININGTRAINING: "The power of knowledge"
Adequate training is essential for obvious safety reasons, but also to reduce additional maintenance costs incurred
by unjustified removals and excessive downtime.
"Greater knowledge leads to greater efficiency".
RTC ................. Reference Training CenterTM ................... TURBOMECATM F ................ TURBOMECA FranceTM USA........... TURBOMECA USATM B................ TURBOMECA do BrasilTAP ................. TURBOMECA Asia Pacific
North America Area
South America Area
TM USARTC
CorporateTURBOMECA
Training
Europe -Africa -
Middle EastTM FRTC
Asia -Pacific -Australasia
TAPRTC
TM BRTCThe focal point for all your
TURBOMECA Training needs:
www.turbomeca-support.com
GENERAL INFORMATION
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ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
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For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 2012 INTRODUCTION1.4
TRAINING PROGRAMMEThe training programme is established to meet the training requirements and takes into consideration ATA 104 recommendations and the requirements of the various authorities concerned.
It should be noted that the "classroom sessions" alternate with periods devoted to demonstrations, practical exercises and visits.
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ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
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1st line maintenance course
For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 20121.5
INTRODUCTION
TRAINING PROGRAMME DURATIONOBJECTIVE
FAMILIARISATION 2 DAYSAt the end of this course, the student will be able to describe the engine, to explain its principle ofoperation and to identify the main components of the engine and systems.
1st LINE MAINTENANCECOURSE
5 DAYS
2nd LINE MAINTENANCECOURSE
3 DAYS
At the end of this course, the student will be able to identify the engine components, to describe and toexplain the operation of the engine and its systems, to carry out maintenance procedures (engineinstalled in the airframe) and troubleshooting. At the end of this course, the student will be able to identify the engine components, to carry outall the maintenance procedures (engine removed from the airframe), mainly the removal/installation ofmodules and shop replaceable units.PROGRAMME: The programme mainly includes practical work. This programme can be carried out after the 1st line maintenance programme.
3rd LINE MAINTENANCECOURSE
FROM 3 DAYSTO 3 WEEKS
At the end of the course, the trainee will be able to carry out the intramodular maintenance procedures(deep maintenance).PROGRAMME: This course consists entirely of practical work and the students must have certain qualifications. The course documentation consists of Maintenance Technical Instructions and the Maintenance Manual. The qualification awarded at the end of this course has certain limits and requires regular renewal.
REFRESHER 2 DAYSAt the end of this course, the trainee will have a greater understanding of the engine and its systems.NOTE: This course is recommended for technicians who have attended the first line maintenance course, after about one year of experience on the engine type.
FUEL AND CONTROLSYSTEM 2 DAYS
At the end of this course, the trainee will have an in-depth understanding of the engine fuel and controlsystems.NOTE: This course is recommended for technicians who have attended the first line maintenance course, after about one year of experience on the engine type.
TROUBLESHOOTING 2 DAYSAt the end of this course, the trainee will be able to better identify and correct operating problems.NOTE: This course is recommended for technicians who have attended the first line maintenance course, after about one year of experience on the engine type.
ENGINEDOCUMENTATION 2 DAYS
At the end of this course, the trainee will be able to understand and use the engine documentation.NOTE: A general knowledge of engines is recommended.
TRAINING REQUIREMENTS / ATA 104 RECOMMENDATIONS / REQUIREMENTS OF THE VARIOUS AUTHORITIES CONCERNED
TRAINING PROGRAMME
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er to
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FOR
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RD
pag
e)Training inform
ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
EWO
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(ref
er to
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FOR
EWO
RD
pag
e)Training inform
ation only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOR
EWO
RD
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1st line maintenance course
For training purposes only© Copyright - Turbomeca Training
Training NotesARRIEL 1
Edition: April 20122.1
POWER PLANT
2 - POWER PLANT
- Power plant (71-00-00) ......................................................................... 2.2- Principle of adaptation to the helicopter ........................................... 2.8- Main characteristics ............................................................................ 2.10- Design and development .................................................................... 2.14- Maintenance ......................................................................................... 2.18 - 2.31
(XX-XX-XX): Page references which deal with the subject in the maintenance documentation.
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Edition: April 2012 POWER PLANT2.2
POWER PLANTGENERAL
FunctionThe power plant provides power by transforming the energy contained in the air and fuel into shaft power.
Main characteristics- Type: free turbine turboshaft engine, front power drive, external
power transmission shaft
- Concept: modular
- Max. Take-Off Power (MTOP): according to version
- SpecificFuelConsumption(SFC):accordingtoversion
- Output shaft speed: 6000 rpm (at 100%) (except the 1S1)
- Mass dry: approx. 126 kg (277 lb). The mass may vary according to the engine versions.
- Enginedimensionswithspecificequipment.Theymayvaryaccording to the engine versions.• Length:approx.1166mm(45.5inches)• Width: approx.465,5mm(18.2inches)• Height:approx.609mm(23.8inches)
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POWER PLANT
POWER
AIR GAS
FUEL
6000 RPM at 100%(except 1S1) POWER PLANT
Type:Free turbine type
Concept:Modular
Mass dry:Approx. 126 kg (277 lb)
Max. Take-Off Power (MTOP):According to version
Specific Fuel Consumption (SFC): According to version
GENERALPOWER PLANT
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Edition: April 2012 POWER PLANT2.4
POWER PLANTDESCRIPTION
This description considers the main functional components of the engine.
Gas generator- Single stage axial compressor
- Centrifugal compressor
- Annular combustion chamber with centrifugal fuel injection
- Two stage axial turbine.
Power turbine- Single stage axial turbine.
Exhaust pipe- Elliptical, axial exhaust pipe.
Reduction gearbox- Reduction gearbox comprising three helical toothed gears.
Transmission shaft- External shaft located in a protecting tube which connects
the reduction gearbox to the accessory gearbox.
Accessory gearbox- Gearbox containing the accessory drive train and the main
power drive (accessories driven by the gas generator and the main power shaft).
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POWER PLANT
Axialcompressor
Centrifugalcompressor
Combustionchamber
Turbine
Main power drive
GAS GENERATOR POWER TURBINE EXHAUST PIPE
ACCESSORYGEARBOX
REDUCTION GEARBOXTRANSMISSION SHAFT
DESCRIPTIONPOWER PLANT
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Edition: April 2012 POWER PLANT2.6
POWER PLANTOPERATION
This part deals with the parameters and the adaptation of the gas generator and power turbine.
Component adaptationFor the engine operation, two functional assemblies can be considered:
- The gas generator which provides kinetic energy
- The power turbine which transforms the kinetic energy into mechanical power on a shaft.
The two assemblies have different rotation speeds.
Gas generator
Thegasgeneratoroperationisdefinedby:
- TheairmassflowG(airflowwhichenterstheengine)
- The air pressure P2 and air temperature T2 at the centrifugal compressor outlet
- ThefuelflowWFinjectedintothecombustionchamber
- The gas temperature TET at the turbine entry
- The rotation speed N1 of the gas generator
- The kinetic energy Ec supplied to the turbine.
Power turbine
Thepowerturbineoperationisdefinedbythebalancebetweenthe power received from the gas generator and the torque applied on the shaft, that is the torque TRQ and the rotation speed N2.
OperationThe operation is represented by the diagram which shows the power W, the rotation speeds N1 and N2 and the max. torque limit TRQ imposed by the mechanical transmission:
- The torque TRQ is a function of the N2 rotation speed
- The power W is equal to the torque TRQ multiplied by the angularvelocityω
- At constant N2 speed, the power is only a function of the torque
- The engine parameters can be represented as a function of a reference parameter; N1 for example.
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POWER PLANT
W
N2
Max. torque TRQ
IsospeedsN1
TRQ
N2
ENGINEPARAMETERS
N1
G
P2/P0
WHFC
TET
SFC
Power W and speeds N1, N2 P2/P0: Compression ratioHFC: Hourly fuel consumptionSFC: Specific fuel consumption
Torque TRQ as a function of N2
W = TRQ . ω
G(air mass
flow)
N1(rotation speed)
N2(constant rotation speed)
TRQ(shaft torque)
WF(fuel flow)
TET(turbine entry temperature)
P3, T3(compressor outlet
pressure and temperature)
Ec(kineticenergy)
W(shaft power)
GAS GENERATOR POWER TURBINE
60ω = 2. .N
OPERATIONPOWER PLANT
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Edition: April 2012 POWER PLANT2.8
PRINCIPLE OF ADAPTATION TO THE HELICOPTER
Power transmissionThe mechanical power supplied by the engine, is used to drive the helicopter rotors through a mechanical transmission.
This power drives:
- The main rotor (approximately 82%)
- The tail rotor (approximately 10%)
- The main gearbox (approximately 8%).
Twin-engine configurationInatwin-engineconfiguration,theenginesareinstalledattherear of the main gearbox.
The power turbines of the two engines are mechanically connected to the main gearbox which drives the rotors (main and tail rotors).
Installation requirementsThe main functional requirements of the installation are :
- Constant rotor rotation speed NR in all operating conditions
- Max. torque limit TRQ (usually imposed by the aircraft transmission)
- Complete engine protection (N1 and N2 speeds, TET temperature,compressorsurge∆WF/∆t…)
- Good load sharing (in the case of a multi-engine configuration).
Adaptation to requirementsTo have a constant rotation speed of the power turbine N2, the power supplied by the engine is automatically adapted to the demand. This adaptation is ensured by the control system which metersthefuelflowinjectedintothecombustionchambersoasto deliver the required power (variation of the gas generator N1 rotation speed) while keeping the engine within its operational limits.
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POWER PLANT
ADAPTATION TO REQUIREMENTS
MAIN GEARBOX8%
MAIN ROTOR82%
TAIL ROTOR10%
POWER TRANSMISSION TWIN-ENGINE CONFIGURATION
MAIN GEARBOX
TAILROTOR
W - Power
INSTALLATION REQUIREMENTS
Max. torque TRQ
NRN1, N2, TET, ∆WF/∆t
time
ENGINE100%
ENGINE
ENGINE 2
ENGINE 1
MAINROTOR
∆N2
∆N2
∆W
∆t
N2
PRINCIPLE OF ADAPTATION TO THE HELICOPTER
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Edition: April 2012 POWER PLANT2.10
MAIN CHARACTERISTICS
ENGINE RATINGS
The engine ratings correspond to given conditions of helicopter operation.Theratingsaregenerallydefinedunderdeterminedspeed and temperature conditions.
The following engine ratings are considered:
- AEO ratings (All Engines Operating):• Max.Take-OffPower(MTOP):max.ratingwhichcanbe
used during take-off. This rating has a limited duration (5 min. continuous)
• Max. Continuous Power: rating which can be usedwithout time limitation (this does not imply that it is used permanently)
- OEI ratings (One Engine Inoperative):• Max.ContingencyPower(MCP):ratingwhichcanbe
used in the case of one engine failure during take-off or landing. This rating is limited to a period of continuous operation: 2 min. 30 sec.
• Intermediate Contingency Power (ICP): rating whichcanbeusedinthecaseofoneenginefailureinflight.This rating is limited to 30 min. or unlimited (according to versions).
Note 1: In single-engine configuration, only the MTOP and Max. Continuous Power ratings are authorised.
Note 2: Use of the OEI ratings: Use of these ratings requires certain maintenance procedures to be carried out.
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POWER PLANT
N1
OEIRATINGS
AEORATINGS
MTOP (5 min.)
Power
30 min.or unlimited
MCP
2 min. 30 sec.
Max.Continuous
ICP
Note: The power indicated corresponds to the following configuration: engine installed, max. torque in the corresponding rating, ISA conditions at sea level.
ENGINE RATINGSMAIN CHARACTERISTICS
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MAIN CHARACTERISTICSENGINE OPERATING ENVELOPE
The engine is designed to operate within a given climatic envelope.
Theenvelopeisdefinedby:
- The atmospheric temperature T0
- The pressure altitude Zp
- And lines of standard atmosphere.
Flight envelope
TheflightenvelopeisillustratedbytheT0/Zpdiagramandthelines of standard atmosphere, with the max. tropical zone and the min. arctic zone.
Starting and relight envelope
Thestartingandrelightenvelopeisdefinedinthesameway,butitisalsoaffectedbythespecificationsofoilandfuelused,and sometimes by particular procedures.
Note: The engine operates within various limits: rotation speeds, temperatures, pressures…
Refer to corresponding chapters and official publications.
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POWER PLANT
0 0-500 m Zp
T0
Max.
ISA
Min.
+15°
-50°
+50°
°C T0
Zp
Max.
ISA
Min.
*-50°
+50°
°C
*
FLIGHT ENVELOPE STARTING AND RELIGHTENVELOPE
Depending on oil and fuelspecifications. Can also requirespecial operating procedures.
ISA
Max.
Min.
-
-
-
International standardatmosphere
Tropical zone
Arctic zone
ENGINE OPERATING ENVELOPEMAIN CHARACTERISTICS
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DESIGN AND DEVELOPMENTGENERAL
Principles of designThe engine is designed to meet the aircraft propulsion requirements and particularly for the new generation of helicopters.
The engine design is based on:
- An optimised thermodynamic cycle which gives high performance
- Simple and reliable components giving a good supportability, and a good maintainability to reduce the costs.
Engine developmentThe ARRIEL engine is based on research and experience of other engines:
- First generation engines: ASTAZOU, ARTOUSTE and TURMO.
Development steps- Certificationin1977bytheFrenchAuthorities
- ThefirstproductionenginewasdeliveredinJanuary1978
- ARRIEL engines will be in service for long years.
Engine designation- Example: ARRIEL 1A2.
ARRIEL - According to TURBOMECA tradition: name of a Pyrenean lake.
- 1: Type
- A: Variant
- 2: Version.
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POWER PLANT
ENGINE DESIGNATION
ARRIEL lake
Example: ARRIEL 1A2 ARRIEL: Name of a Pyrenean lake
for the turboshaft engines 1: Type A: Variant 2: Version
ASTAZOU500 - 1000 shp TURMO
1500 - 1600 shpARTOUSTE400 - 850 shp
ENGINE DEVELOPMENT
ARRIEL 1640 - 700 shp
Engine design
Optimisedthermodynamic cycle
Simple and reliablecomponents
SupportabilityMaintainability
Costreduction
Highperformance
DEVELOPMENT STEPS
PRINCIPLES OF DESIGN
STEPS
time1977Certification
1978First
production
201110000th
Arriel (1 and 2)
GENERALDESIGN AND DEVELOPMENT
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DESIGN AND DEVELOPMENTAPPLICATIONS
The ARRIEL 1 is presently destined for the following helicopters: Squirrel and Dolphin (EUROCOPTER), A 109 K2 (Agusta), S 76 (Sikorsky), BK 117 (EUROCOPTER).
Maintenance conceptThe main aspects of the maintenance concept are the following:
- Full modularity
- Good accessibility
- Reduced removal and installation times
- "On-condition" monitoring
- High initial TBO
- Low cost of ownership:•Lowproductioncosts•Durability(definedandprovenTBOandlifelimits)•Highreliability•Lowfuelconsumption.
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POWER PLANT
REGAI-RAIESQUIRREL
(EUROCOPTER)
BK 117(EUROCOPTER)
A 109 K2(AGUSTA)
DOLPHIN(EUROCOPTER)
S 76(SIKORSKY)
MAINTENANCE CONCEPT
- Full modularity- Good accessibility- Reduced removal and installation times- "On-condition" monitoring- High initial TBO- Low cost of ownership:
• Low production costs• Durability (defined and proven TBO
and life limits)• High reliability• Low fuel consumption.
APPLICATIONSDESIGN AND DEVELOPMENT
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Edition: April 2012 POWER PLANT2.18
MAINTENANCEMAINTENANCE CONCEPT
IntroductionThe engine is designed to have a high availability rate with reduced maintenance.
The main aspects of the maintenance concept are the following:
- Effective modularity
- Good accessibility
- Reduced removal and installation times
- On-condition facility
- Quick repair.
Maintenance levelsFour maintenance levels can be considered:
1st line maintenance:
- Scheduled and preventive maintenance•Checksandinspections• LifelimitorcompletedTBOremoval
- Corrective maintenance• Faultdetection•Componentreplacement(LRU)•Check.
2nd line maintenance: engine maintenance in workshop.
- Corrective maintenance: SRU and module removal and installation.
3rd line maintenance: deep maintenance which involves module repairs.
- Corrective maintenance: component replacement.
4th line maintenance:overhaulandrepairinspecificworkshop.- Maintenance scheduled when the TBO is completed or when
the life limit of a component is reached- Corrective maintenance.
Other aspects of maintenance
Refer to the following pages.
Note 1: LRU - Line Replaceable Unit SRU - Shop Replaceable Unit.
Note 2: The maintenance steps are determined by the operator taking into account the difficulties, the personnel and logistic considerations.
As far as the engine manufacturer is concerned, the current maintenance procedures (1st, 2nd line) are defined and described in the maintenance manual. Deep maintenance (3rd line) and overhaul (4th line) are described in other documents and are subject to particular license agreements.
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POWER PLANT
MAINTENANCE LEVELS
2nd LINE MAINTENANCE- Corrective maintenance
(modules, SRU)
Maintenance Manual(Operator or Service Centre
or Maintenance Centre)
Maintenance TechnicalInstruction
(Operator or Maintenance Centre)
Overhaul Manual(Repair Centre)
3rd LINE MAINTENANCE(engine removed)
- Deep maintenance
1st LINE MAINTENANCE- Scheduled or preventive
maintenance- Corrective maintenance
(LRU)
4th LINE MAINTENANCE(engine removed in specific workshop)
- Scheduled maintenance(overhaul, repair)
- Corrective maintenance
MAINTENANCE CONCEPTMAINTENANCE
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MAINTENANCELIFE LIMITATIONS
TBOsTBOs(TimesBetweenOverhauls)aredefinedfortheengine,the modules and some accessories. These TBOs, determined by tests and experience, are subject to an extension programme.
TheTBOisexpressedinflighthours.
Life limitsCertain components (mainly rotating parts such as compressor, turbines,injectionwheel…)havealifelimitwhichrequiresthepart to be scrapped when the limit is reached.
The life limit is expressed in operating cycles (N1 or N2 cycles).
Calendar limitsThe calendar limit is the time (expressed in years) after which the complete engine, module or part subjected to calendar limit has to be returned to the factory or an approved repair center.
Thecountstartsat theenginefirst installation in theaircraft(since new, overhaul or repair).
Counting of hours and cyclesAcycleisaclearlydefinedoperatingsequence.
Cycles and hours are counted either manually or automatically. The methods for counting hours and cycles and the various limits are described in Chapter 5 of the Maintenance Manual.
A counting check (comparison between automatic counting and manual counting) is a procedure planned in the periodic maintenance.
A simple check can be carried out by comparing the two engine readings for a given period of operation.
On-conditionSome components have no TBO, no life limit and no calendar limit. They are generally considered to be "on-condition" components.
Use-limited partsThese parts have amaximum usage defined in hours; thisincludes parts such as bearings, casings and shafts. Their limits are greater than the normal TBO of the engine, thus permitting them to be used over two or more TBOs, which reduces engine overhaul costs for the customer.
These parts and their corresponding limits are listed in the engine log book.
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POWER PLANT
Cycle counteraccording to
engine variant
N1 and N2 cycledisplays according
to variant
Maximum usage:- Defined in hours- Greater than the normal TBOUsable for two or more TBOs,which reduce engine overhaulcosts
USE-LIMITED PARTS
TBOs
- Engine- Modules- Accessories
- Manual counting- Automatic counting- Counting check
CALENDAR LIMITS
Time limits:- Engine- Modules- Part(since new, overhaul or repair)
"ON-CONDITION"
Some components have no TBO,no life limit and no calendar limit.They are generally considered tobe "on-condition" components.
LIFE LIMITS
Cycles for:- Compressors- Turbines- Injection wheel
COUNTING OF HOURSAND CYCLES
LIFE LIMITATIONSMAINTENANCE
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Edition: April 2012 POWER PLANT2.22
MAINTENANCEPREVENTIVE MAINTENANCEPreventive maintenance is a schedule of planned maintenance actions aimed at the prevention of failures.
It includes two inspection types.
Servicing inspections (except 1E2)- Inspection "after the last flight of the day"
- Inspection "before the first flight of the day"
- "Pre-flight" inspections
- "Post-flight" inspections.
Servicing inspections (1E2)- Inspection before the first flight of the day
- Inspection between two flights
- Inspection after 15 flight hours or 7 days.
Periodic inspections- Theseprocedurescanbe"blocked"(atfixedintervalsforall
the procedures) or staggered (each procedure is distributed over a period of time to reduce the turnaround time while still respecting the intervals)
- Visitsarescheduledasafunctionofflighthours(e.g.:every500 hours) or calendar (e.g.: 2 years)
- Special inspections:
• Particularinspections
• Inspectionsaccordingtoairworthiness.
Examples of considered means- Borescopic inspection: this permits inspection of internal
parts which are not accessible without disassembly
- Lubrication oil check: various methods are used to check for the contamination of the oil (magnetic plugs, strainers sampling). Samples of oil are taken at regular intervals and the samples are analysed to measure the contamination and anticipate incipient failures (analysis by magnetoscopy, ferrography, spectrometric oil analysis)
- Vibration level check: the vibration level of the rotating assemblies gives an indication of the engine condition
- Power check: it is ensured by the pilot (refer to "Flight Manual")
- Visual inspection: conventional visual inspections are also considered for on-condition monitoring.
CORRECTIVE MAINTENANCE
The objective is to put the engine back into normal service as soon as possible. Corrective maintenance includes all procedures which must be carried out when required (failures,anomalies,etc…).
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POWER PLANT
FLIGHT MANUAL
BORESCOPIC INSPECTION
VIBRATION LEVELCHECK
VISUAL INSPECTION
LUBRICATION OIL CHECK
EXAMPLE OF MAIN INSPECTION POINTS
- Visual checks - Inspection of filters - Inspection of magnetic plugs- Oil sampling (for analysis)- Oil level (and replenishment if required)- Compressor cleaning (depending on operating conditions)- Ground run test- ...
PREVENTIVE MAINTENANCE
Servicing inspections / Periodic inspections
POWER CHECK
- Troubleshooting- Run-down check- Functional and condition checks- Removal and installation- Adjustments- Miscellaneous procedures (cleaning, storage ...)- Repair (or replacement)- Particular instructions
REFER TO THEMAINTENANCE MANUAL
Chapter 05
EXAMPLE OF MAIN TASKS
CORRECTIVE MAINTENANCE
To put the engine back into normal serviceas soon as possible
PREVENTIVE AND CORRECTIVE MAINTENANCEMAINTENANCE
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MAINTENANCETECHNICAL PUBLICATIONS - PRESENTATIONThis part deals with the 1st and 2nd lines engine technical documentation.
Maintenance documentsThe maintenance documents are:
- The current maintenance documents (1st and 2nd lines):• Maintenance Manual (describes the engine and its
systems and all the maintenance procedures)• ServiceBulletins(approvedbytheauthorities,andissuedtoinformtheoperatorsofamodificationoraninstructionwhich affects the operational aspects)
• ServiceLetters(lettersenttoinformtheoperatorofcertaininstructions related to the operation of the engine)
• ModificationIndex
Standard practices: practices which are not specific to aproduct. When applied to a given engine, they are however described in chapter 70 of the Maintenance Manual
Main practices: thread inserts, LOCTITE products, tightening torques, locking of assemblies, electrical connectors, ...
TroubleshootingIt forms the last volume of Maintenance Manual. Chapter 71-00-06 of the Maintenance Manual, which is dedicated to troubleshooting includes:
- A list of failures observed during use
- A list of failures observed during maintenance
- A list of troubleshooting tasks.
Identification documentsTheidentificationdocumentsare:
- The servicing-maintenance documents:• SparePartsCatalogue(listandreferenceofallthespare
parts)• Special Tools Catalogue (tool designations and part
numbers).
Operation documentsThe operation documents are:
- Engine log book (records and provides information on the engine status)
- Flight Manual (the Flight Manual is the pilot's basic reference document and specifies the limitations, the normal andemergency procedures, and the performance data. It is approved by the Airworthiness Authorities).
Electronic documentation- Maintenance Technical Publications: these are electronic
versions of the maintenance documentation
- TOOLS: It is a service providing real issue of technical publication as service bulletins, service letters, maintenance manualupdating...Eachnewdocumenteditionwillbenotifiedand provided by email in real time to subscriber.
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POWER PLANT
FLIGHT MANUAL
ARRIEL1
CHAP. 71-00-06TROUBLESHOOTING
MAINTENANCEMANUAL
vol. 3
ARRIEL1
SERVICEBULLETINS
ARRIEL1
SERVICELETTERS
ARRIEL1
MAINTENANCEMANUAL
vol. 1
ARRIEL1
MAINTENANCEMANUAL
vol. 2
ARRIEL1
MODIFICATIONINDEX
ARRIEL1
SPAREPARTS
CATALOGUE
ARRIEL1
TOOLSCATALOGUE
MAINTENANCE
TECHNICALPUBLICATION
ENGINELOG BOOK
CHAP DESIGNATION00 Introduction05 Time limits /
Maintenance checks26 Fire protection70 Standard practices71 Power plant72 Engine73 Fuel system74 Ignition75 Air77 Engine indicating78 Exhaust system79 Lubrication80 Starting
MAINTENANCE IDENTIFICATION
ELECTRONIC
OPERATION
(compiled according to recommendations of theAmerican standard "ATA 100")
COMPOSITION OF THE MAINTENANCE MANUAL
Troubleshootingtasks
Failures observedduring maintenance
Failures observedduring use
TECHNICAL PUBLICATIONS - PRESENTATIONMAINTENANCE
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MAINTENANCETECHNICAL PUBLICATIONS - ADVISORY NOTICES
Three types of advisory notice are used in the technical publications:
- WARNING
- CAUTION
- NOTE.
InterpretationWARNING: warns the reader of the possibility of physical harm (e.g. wounding, intoxication, electrocution).
CAUTION: warns the reader of the possibility of damaging the engine or tooling.
NOTE: gives the reader advice on how best to carry out a task.
ExamplesWARNING: do not breath the oil vapors. Do not leave oil in contact with the skin.
CAUTION:if theflushisbeingcarriedoutbecauseofmetalparticles in the oil system, change the filter and thoroughlyclean the tank.
NOTE: take the oil sample before carrying out any replenishment.
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POWER PLANT
CAUTION(possibility of damage)
NOTE(advice)
- Toxicity of engine oil and vapours- Toxicity of cleaning products- Toxicity of extinguishing products- Eye protection- Fire risk- Electrical discharge from ignition units: - electrocution - risks with use in an inflammable atmosphere- ……
Examples:- Titanium part cleaning- Scrapping of O'ring seals- Use of the correct cleaning products- Engine cooling- Engine cleaning after use of extinguishing product- Orifice protection during removal- Borescope fragility- Tightening torque- ……
Examples:- Oil analysis- Cycle counting- Installation of O'ring seals- Engine storage- Insulation measurements- Procedural change with modification- ……
Examples:
WARNING(physical harm)
TECHNICAL PUBLICATIONS - ADVISORY NOTICESMAINTENANCE
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MAINTENANCELUBRICANTS / FUELS / MATERIALS
LubricantsThe engine manufacturer recommends the use of synthetic oils which keep their lubricating properties over a wide temperature range and have a longer operating life.Themaintenancemanual(chapter71)containsspecificationtables and precautions.We shall remind you here that the mixture of oils of different types or brands is not recommended. Therefore the system shouldbeflushedwhentheoilspecificationischanged.
FuelsThe maintenance manual (chapter 71) contains tables indicating the fuel types with the corresponding US, UK, NATO and French specifications.Two types of fuel can be considered:- The "normal fuels" which can be used without restriction in
all the operating envelope- The alternative fuels (or replacement fuels) which may be
used, but with particular restrictions (additives...) and for a limited time in order not to affect the engine TBO.
MaterialsVarious products are used for engine maintenance.For example graphite grease, molybdenum disulphide for the installation of parts, cleaning and inhibiting products.The various products must be used carefully, for instance use of trichlorethylene on titanium alloy parts is forbidden.
PRESERVATION AND STORAGE
Type of storageEngine uninstalledRefer to maintenance manual for preservation and storage procedures and periodicity."Short term" storageProcedure which protects the engine for a duration of less than three months."Long term" storageProcedure which protects the engine for a duration of more than three months. The max. duration of storage varies with the type of container used (wooden or metal container). With wooden container, the max. duration of storage also varies with the type of cover used.
Engine installed in the aircraft- For a duration of less than 6 months, 2 types of storage
can be considered : "operational" (with 5 min. ground run) and "not operational" (with dry crank).
- For a duration of more than 6 months, remove the engine and do the “long term” storage procedure.
Storage inspectionOnce the engine has been put into storage, it must be periodically checked to ensure that it is in good condition. In the event of an anomaly, the preservation and storage procedures must be renewed.
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POWER PLANT
LUBRICANTS(Maintenance manual, chapter 71)
FUELS(Maintenance manual, chapter 71)
MATERIALS
- PART INSTALLATION: graphite grease, molybdenum disulphide...- CLEANING: water, fuel, alcohol, detergent...- STORAGE: water-repellent product...
- NORMAL FUELS (without restriction)- ALTERNATIVE FUELS (with particular restrictions: operating times, additives...)
- NORMAL LUBRICANTS: medium viscosity synthetic oils- ALTERNATIVE LUBRICANTS: medium and low viscosity oils- No mixture of oils of different brands- Flushing of the system when the oil specification is changed
GENERAL
- Protection against corrosive agents
TYPE OF STORAGE
ENGINE UNINSTALLED- "Short term" storage: duration less than 3 months- "Long term" storage: duration more than 3 months (wooden or metal container)
ENGINE INSTALLED IN THE AIRCRAFT- Duration less than 6 months- Duration more than 6 months
STORAGE INSPECTION
- To be carried out periodically- Renewal of preservation and storage if necessary
Refer to maintenance manual for preservation and storage
procedures and periodicity
LUBRICANTS / FUELS / MATERIALS - PRESERVATION AND STORAGEMAINTENANCE
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MAINTENANCESAFETY MANAGEMENT
The International Civil Aviation Organisation (ICAO) requires that states establish a safety programme to achieve an acceptable level of safety in aviation operations. Therefore states shall require that individual operators, maintenance organisations, ATSprovidersandcertifiedaerodromeoperatorsimplementaSafety Management System (SMS) accepted by the state.
ICAO provides a Safety Management Manual (SMM) which explains in detail the implementation of an SMS on 19 chapters.
HUMAN FACTORS
The European Aviation Safety Agency (EASA) requires that aviation maintenance personnel receive training on Human Factors (HF).
They must have an initial HF training followed by regular refresher training.
Below is a precis of the ICAO SHELL model which is a conceptual model proposed in ICAO circular 216-AN31. It represents the different components of human factors and is only intended as a basic aid to understanding HF:
Software - The rules, procedures, written documents, etc., which are part of standard procedures
Hardware - Tools, equipment, workshop, hangar
Environment - The situation in which the SHELL system must function, the social and economic climate as well as the natural environment
Liveware - The human beings' engineers, technicians, aircrew, managers and administration personnel
The edges of the blocks are not simple and straight because each component has to be adapted to the others. When considering HF, all the interfaces have to be taken into account:
- Liveware - Software
- Liveware - Hardware
- Liveware - Environment
- Liveware - Liveware
The EASA part 145 recommends 1 to 3 days initial training on HF depending on the persons concerned and further training every 2 years.
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POWER PLANT
CHAPTERS OF SAFETYMANAGEMENT MANUAL (SMM)
Chapter 01
Chapter 02
Chapter 03
Chapter 04
Chapter 05
Chapter 06
Chapter 14
Chapter 15
Chapter 16
Chapter 17
Chapter 19
Chapter 18
Chapter 07
Chapter 08
Chapter 09
Chapter 10
Chapter 11
Chapter 12
Chapter 13
Overview
Responsibility for managing safety
State Safety programme
Understanding Safety
Basics of safety management
Risk management
Safety auditing
Practical considerations for operating a safetymanagement systemAircraft Operations
Air Traffic Services (ATS)
Aircraft maintenance
Aerodrome Operations
Hazard and Incident reporting
Safety Investigations
Safety analysis and Safety studies
Safety performance monitoring
Emergency response planning
Establishing a safety management system
Safety assessments
SAFETY MANAGEMENT HUMAN FACTORS
LIVEWARE
LIVEWARE
SOFTWARE ENVIRONMENT
HARDWARE
SAFETY MANAGEMENT - HUMAN FACTORSMAINTENANCE
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ENGINE
3 - ENGINE
- Engine presentation (72-00-00) ........................................................... 3.2- Axial compressor (72-30-02) ............................................................... 3.6- Centrifugal compressor (72-40-01) ..................................................... 3.8- Combustion chamber (72-40-02) ........................................................ 3.10- Gas generator turbine (72-40-03) ........................................................ 3.12- Power turbine (72-50-01) ..................................................................... 3.14- Exhaust system (78-51-01) .................................................................. 3.16- Reduction gearbox (72-60-00) ............................................................. 3.18- Transmission shaft and accessory gearbox (72-10-00) ................... 3.20- Engine - Operation (72-00-00) ............................................................. 3.32- Engine - 1st line maintenance ............................................................ 3.34 - 3.37
(XX-XX-XX): Page references which deal with the subject in the maintenance documentation.
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Edition: April 2012 ENGINE3.2
ENGINE PRESENTATIONGENERAL
FunctionThe engine transforms the energy in the air and fuel into mechanical power on a shaft.
Main characteristics- Type: Free turbine with forward drive via an external shaft
- Power class: from 480 to 560 kW (650 to 760 shp) according to version
- Specific fuel consumption: according to version (see maintenance manual)
- Gas generator speed (N1): approx. 52000 rpm at 100%• Directionofrotation:anti-clockwise(ACW)
- Power turbine speed (N2): approx. 41600 rpm at 100%•Directionofrotation:clockwise(CW)
- Output shaft speed: 6000 RPM at 100% (except the 1S1)• Directionofrotation:clockwise(CW)
Note: Direction of rotation given viewed from the rear.
Main components- Gas generator
• Axialcompressor• Centrifugalcompressor• Combustionchamber• Turbine
- Power turbine
- Exhaust pipe
- Reduction gearbox
- Transmission shaft
- Accessory gearbox.
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ENGINE
Type:Free turbine with forward drive via
an external shaft
Power class:From 480 to 560 kW
(650 to 760 shp) according to version
Specific fuel consumption:According to version
(see maintenance manual)
Gas generator speed (N1):Approx. 52000 rpm at 100%; ACW
Power turbine speed (N2):Approx. 41600 rpm at 100%; CW
Output shaft speed:6000 rpm at 100%
(except the 1S1); CW
Axialcompressor
Centrifugalcompressor
Combustionchamber
Turbine
POWERTURBINE
EXHAUSTPIPE
GAS GENERATOR
REDUCTIONGEARBOX
TRANSMISSIONSHAFT
ACCESSORYGEARBOX
GENERALENGINE PRESENTATION
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Edition: April 2012 ENGINE3.4
ENGINE PRESENTATIONDESCRIPTION
Modular layoutA module is a sub-assembly which can be replaced on-site (2nd line maintenance) without complex tooling or adaptation work.
Eachmodulehasanidentificationplate.TheengineidentificationplateisfittedontherighthandsideoftheM01protectiontube.
The engine comprises 5 modules:
- Module M01: Transmission shaft and accessory gearbox
- Module M02: Axial compressor
- Module M03: Gas generator HP section
- Module M04: Power turbine
- Module M05: Reduction gearbox.
Note 1: A module is a sub-assembly which can be replaced on-site (2nd line maintenance) without complex tooling or adaptation work.
Each module has an identification plate. The engine identification plate is fitted on the right-hand side of the M01 protection tube.
Note 2: Some accessories are provided with each module.
In these training notes, those components are dealt with in the chapters corresponding to the main systems.
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ENGINE
ENGINE IDENTIFICATIONPLATE
MODULES IDENTIFICATIONPLATES
MODULE M02AXIAL COMPRESSOR
MODULE M03GAS GENERATOR
HIGH PRESSURE SECTION MODULE M04POWER TURBINE
MODULE M05REDUCTION GEARBOX
MODULE M01TRANSMISSION SHAFT
AND ACCESSORY GEARBOX
DESCRIPTIONENGINE PRESENTATION
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Edition: April 2012 ENGINE3.6
AXIAL COMPRESSORPRESENTATION
FunctionTheaxialcompressorensuresafirststageofcompressiontosupercharge the centrifugal compressor.
Position- At the front of the engine (the axial compressor assembly
forms the module M02).
Main characteristics- Type: axial transonic supercharging compressor
- Airflow:2.5kg/sec(5.5lb/sec.)
- Rotation speed: N1; ACW
- Wheel made of titanium alloy, cut from the solid.
Main components- Rotating components:
• Airinletcone• Axialwheel• Shaft• Bearing• Accessorydriveshaft
- Stationary components:• Diffuser• Casing.
Functional descriptionTheaxialcompressorensuresafirststageofcompressioninorder to supercharge the centrifugal compressor.
Compressor airflow
The ambient air, admitted through the air intake duct and guidedbytheinletcone,flowsbetweenthebladesoftheaxialcompressor. The air is discharged rearwards with an increased axial velocity.
Theairthenflowsthroughthevanesofthediffuser.Duetothedivergent passage, the air velocity is reduced and the pressure increased.
Theflowisstraightenedbythestatorvanesbeforebeingadmitted,through an annular duct, to the centrifugal compressor.
Note: In order to avoid compressor surge, a valve discharges overboard a certain amount of air in certain operating conditions.
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ENGINE
ADMISSIONOF AMBIENT AIR
ACCELERATIONOF THE AIR
COMPRESSION ANDSTRAIGHTENING OF THE AIR
P1': AIR DISCHARGEDTHROUGH THE COMPRESSOR
BLEED VALVE
SUPERCHARGING OF THECENTRIFUGAL COMPRESSOR
WHEEL DIFFUSER
SHAFT
BEARING CASING
AIR INLETCONE
Type:Axial transonic
supercharging compressor
Airflow:2.5 kg/s (5.5 lb/sec.)
Rotation speed:N1; ACW
Wheel made of titaniumalloy, cut from the solid
ACCESSORYDRIVE SHAFT
PRESENTATIONAXIAL COMPRESSOR
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Edition: April 2012 ENGINE3.8
CENTRIFUGAL COMPRESSORPRESENTATION
FunctionThe compressor supplies the compressed air required for combustion.
Supercharged by the axial compressor, it ensures the second stage of compression.
Position- At the front of the module M03.
Main characteristics- Type:centrifugal,highefficiency
- Airflow:2.5kg/s(5.5lb/sec.)
- Compression ratio: 5.4 / 1 (global: 8.2 / 1)
- Rotation speed: N1; ACW
- Wheel made of titanium alloy, cut from the solid.
Main components- Rotating components:
• Wheel• Shaft• Bearing
- Stationary components:• Diffusers• Casings.
Functional descriptionThe centrifugal compressor ensures the main stage of compression.
Compressor airflow
Theairsuppliedby theaxialcompressorflowsbetweentheblades of the centrifugal compressor. The air pressure increases due to the divergent passage between the blades and the air velocityincreasesduetothecentrifugalflow.
The air leaves the tips of the blades at very high velocity and thenflowsthroughthe1ststagediffuservaneswherethevelocityis decreased and the pressure is increased.
Theairthenpassesthroughanelbowandtheflowbecomesaxial. In the 2nd stage diffuser, the velocity is again decreased and the pressure increased. The air is then admitted into the combustion chamber.
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Edition: April 20123.9
ENGINE
CASINGS
BEARING
DIFFUSERS
CENTRIFUGALWHEEL
AIR ADMITTED INTO THE
COMBUSTIONCHAMBER
ACCELERATIONAND COMPRESSION
OF THE AIR
Type:Centrifugal, high efficiency
Airflow:2.5 kg/s (5.5 lb/sec.)
Compression ratio:5.4 / 1 (global: 8.2 / 1)
Rotation speed:N1; ACW
Wheel made of titaniumalloy, cut from the solid
COMPRESSIONOF THE AIR IN THEDIFFUSER STAGES
SUPERCHARGINGBY THE AXIALCOMPRESSOR
PRESENTATIONCENTRIFUGAL COMPRESSOR
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Edition: April 2012 ENGINE3.10
COMBUSTION CHAMBERPRESENTATION
FunctionThe combustion chamber forms an enclosure in which the air/fuel mixture is burnt.
Position- Central section of the gas generator.
Main characteristics- Type: annular with centrifugal fuel injection
- Made of special alloy
Main components- Outer part:
• Frontswirlplate• Mixerunit
- Inner part:• Rearswirlplate• Shroud
- Fuel injection system
- Turbine casing
- Combustion chamber drain valve.
Functional descriptionThe combustion chamber forms an enclosure in which the fuel/air mixture is burnt.
Combustion chamber flowIn the combustion chamber, the compressed air is divided into two flows:aprimaryairflowmixedwiththefuelforcombustionandasecondaryairflow(ordilutionairflow)forcoolingofthegas.
- Primary air:onepartflowsthroughtheorificesofthefrontswirl plate.
Asecondpartflowsthroughthehollowvanesoftheturbinenozzle guide vane (cooling of the vanes) and through the orificesoftherearswirlplate.
The primary air is mixed with the fuel sprayed by the injection wheel. The combustion occurs between the two swirl plates. Theflametemperaturereachesapprox.2500°C(4532°F).
- Secondary air: the secondary air (or dilution air) flowsthroughtheorificesofthemixerunitandthedilutiontubes.It iscalibratedtoobtainflamestability,coolingofthegas,and distribution of temperature on the turbine.
- Gas: The gas produced by the combustion is directed into the turbine nozzle guide vane.
- Drain:acombustionchamberdrainvalve,fittedonaflangeon the bottom of the turbine casing drains overboard any residual fuel.
Operating parametersThe fuel/air ratio for combustion (primary air) is approximately 1/15; the total fuel/air ratio is approximately 1/45.The pressure drop in the combustion chamber is approximately 4%.
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ENGINE
FUELINJECTION
SYSTEMTURBINECASING
Type:Annular with centrifugal
fuel injection
Made of special alloy
OUTER PART
Front swirlplate
Mixer unit
INNER PART
Rear swirlplate
Shroud
FUEL INJECTION COMBUSTION(2500°C / 4532°F)
GAS FLOW TO THETURBINE
Primary air (combustion)
Secondary air (dilution)
Gaz
COMPRESSED AIR
Combustion chamberdrain valve
PRESENTATIONCOMBUSTION CHAMBER
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Edition: April 2012 ENGINE3.12
GAS GENERATOR TURBINEPRESENTATION
FunctionTheturbineextractssufficientenergyfromthegasflowtodrivethe compressors and the accessories.
Position- At the rear of the gas generator.
Main characteristics- Type: two stage axial
- Speed rotation: N1; ACW
- Turbine inlet temperature: approx. 1100°C (2012°F) according to engine variant
- Made of special alloy.
Main components- Rotating components:
• Wheels• Shafts• Bearing
- Stationary components:• Nozzleguidevanes• Containmentshield• Casing.
Functional descriptionThe gas generator turbine transforms the gas energy into mechanical power to drive the compressors and various accessories.
The operation is characterised by the first phase of expansion.
Turbine gas flow
The gas first flows through the nozzle guide vanes. The gas velocity increases due to the convergent passage.
Theflowonthebladesresultsinaerodynamicforceswhoseresultant causes the rotation of the wheel.
The gas, still containing energy, is directed to the power turbine.
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ENGINE
NOZZLE GUIDEVANES
WHEELS
BEARING
CONTAINMENTSHIELD
SHAFTSCASING
GAS TO THEPOWER TURBINE
ROTATION
COMPRESSORDRIVE
GAS FROM THECOMBUSTION
CHAMBER
NOZZLE GUIDE VANES(convergent passage)
Nozzleguide vane
Turbinewheel
RotationType:
Two stage axial
Speed rotation:N1; ACW
Turbine inlet temperature:Approx. 1100°C (2012°F)
according to engine variant
Made of special alloy
PRESENTATIONGAS GENERATOR TURBINE
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Edition: April 2012 ENGINE3.14
POWER TURBINEPRESENTATION
FunctionThe turbine extracts the energy from the gas to drive the power shaft through the reduction gearbox.
Position- Between the gas generator and the reduction gearbox.
It forms the module M04.
Main characteristics- Type: axial, single stage- Speed rotation: N2; CW
- Made of special alloy
Main components- Rotating components:
• Wheel• Shaft• Bearings
- Stationary components:• Nozzleguidevane• Containmentshield• Casing.
Functional descriptionThe power turbine transforms the gas energy into mechanical power to drive the reduction gearbox.
The operation is characterised by the second phase of expansion.
Turbine flow
Thegassuppliedbythegasgeneratorflowsthroughthenozzleguide vane. In the nozzle guide vane, the gas velocity increases due to the convergent passage.
The gas are directed onto the turbine wheel and the resultant of the aerodynamic forces on the blades causes the wheel to rotate. The gas are then expelled overboard through the exhaust pipe.
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ENGINE
REDUCTIONGEARBOX
DRIVE (CW)
GAS FROM THEGAS GENERATOR
TURBINE
ROTATIONOF THE
POWER TURBINE
EXPANSION IN THENOZZLE GUIDE VANE
POWERTURBINE CASING
NOZZLE GUIDEVANE
WHEEL BEARINGS
SHAFTCONTAINMENTSHIELD
Nozzle guidevane
Turbinewheel
Rotation
GASEXHAUST
Type:Axial, single stage
Speed rotation:N2; CW
Made of special alloy
PRESENTATIONPOWER TURBINE
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EXHAUST SYSTEM
FunctionThe exhaust system continues the expansion phase and expels the gas overboard.
Position- Behind the power turbine, around the reduction gear.
Main characteristics- Type: Elliptical
- Non-modular part
- Gas temperature: 600°C (1080°F)
- Made of stainless steel.
Main components- Exhaust pipe
- Heat shield.
Note: The exhaust pipe is considered to be an SRU. (Shop Replaceable Unit)
Functional descriptionThe exhaust pipe, which has an elliptical outlet, is made from stainlesssteel.Itisboltedtotherearflangeofthepowerturbinecasing with the containment shield.
Aheatshieldisfittedbetweentheexhaustpipeandthereductiongearbox to protect the gearbox from the exhaust heat.
The exhaust pipe has a drain at the bottom.
Functionally it should be noted that the exhaust gas still contains a certain amount of energy which produces a small residual thrust.
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ENGINE
EXHAUST PIPE
HEAT SHIELD
REDUCTIONGEARBOX
EXHAUSTGAS
GAS FROM THEPOWER TURBINE
EXHAUSTPIPE
Type:Elliptical
Non-modular part
Gas temperature:600°C (1080°F)
Made of stainless steel
HEATSHIELD
Reductiongearbox
HEATSHIELD
EXHAUSTPIPE
EXHAUST SYSTEM
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Edition: April 2012 ENGINE3.18
REDUCTION GEARBOXGENERAL
FunctionThe reduction gearbox provides a reduced speed output and transmits the drive forwards.
Position- At the rear of the engine
- It forms the module M05.
Main characteristics- Type: 3 stages, helical gears
- Drive gear speed: N2
- Output gear speed: 6000 rpm (except 1S1); CW.
- Gears made of steel
Main components- Drive gear
- Intermediate gear
- Fork shaped plates
- Output gear
- Casings
- Hydraulic torquemeter.
Functional description- The reduction gear provides a forward output drive at a
reduced speed
- The drive gear is directly driven by the power turbine shaft (muff coupling drive). It transmits the movement to the intermediate gear
- The intermediate gear drives the output gear which provides the power drive.
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ENGINE
OUTPUT GEAR
INTERMEDIATEGEAR
DRIVE GEAR
N2
100% N1,CW
Type:3 stages, helical gears
Drive gear speed:N2
Output gear speed:6000 rpm (except 1S1)
Gears made of steel
OUTPUTGEAR
DRIVEGEAR
INTERMEDIATEGEAR
CASINGS
HYDRAULICTORQUEMETER
MUFFCOUPLING
2 FORKSHAPED PLATES
GENERALREDUCTION GEARBOX
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Edition: April 2012 ENGINE3.20
TRANSMISSION SHAFT AND ACCESSORY GEARBOXGENERAL
FunctionThe shaft transmits the power to the helicopter via the power off-take at the front of the engine.
The accessory gearbox provides the drive for the engine accessories.
Position- Shaft beneath the engine
- Accessory gearbox at the front of the engine
- This assembly forms the module M01.
Main characteristics- Type of gears:
•spurgear
•bevelgear.
Main components- Accessory drive shaft
- Accessory drive train
- Casings.
Driven accessories- Starter-generator
- Breather
- N2 tachometer generator
- N1 governor
- Oil pump
- N2 tachometer generator
- N2 governor.
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ENGINE
TRANSMISSIONSHAFT
FRONTCASING
POWER OFF-TAKE
ACCESSORYDRIVE SHAFT
(N1)
ACCESSORYDRIVE TRAIN
REARCASING
ACCESSORYDRIVE GEAR
(N2)
Type of gears:Spur gearBevel gear
BREATHERGEAR
TRANSMISSIONSHAFT GEAR
N2 GOVERNOR ANDN2 TACHOMETER GENERATOR
N1 GOVERNORAND OIL PUMP
ACCESSORYDRIVE SHAFT N1
TACHOMETERGENERATOR
STARTER-GENERATORDRIVE GEAR
GENERALTRANSMISSION SHAFT AND ACCESSORY GEARBOX
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Edition: April 2012 ENGINE3.22
TRANSMISSION SHAFT AND ACCESSORY GEARBOXTRANSMISSION SHAFT - TWIN-ENGINE CONFIGURATION
FunctionThe shaft transmits the power to the front power off-take.
Position- Lower part of the engine.
Main characteristicsHollow steel shaft.
Main components- Transmission shaft
- Protection tube
- Accessory drive gear
- Power off-take.
DescriptionThe shaft transmits the power to the power off-take and accessory gearbox. The shaft is located in a protection tube bolted to the reduction gearbox at the rear and to the accessory gearbox at the front.
The front of the shaft is supported by a ball bearing in the accessorygearbox frontcasing.The triangularflangewhichforms the power off-take is splined onto the front of the transmission shaft and is secured by a nut. Sealing of the oil which lubricates the bearing is ensured by a magnetic carbon seal.
Three oil tubes are located between the shaft and the protection tube.
The rear of the shaft is splined into the hub of the output gear of the reduction gear.
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ENGINE
OUTPUTGEAR
SHAFT
ACCESSORYDRIVE GEAR
OIL TUBE
POWER OFF-TAKE(triangular flange)
MAGNETICCARBON SEAL
PROTECTIONTUBE
FRONT PART REAR PART
TRANSMISSION SHAFT - TWIN-ENGINE CONFIGURATIONTRANSMISSION SHAFT AND ACCESSORY GEARBOX
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Edition: April 2012 ENGINE3.24
TRANSMISSION SHAFT AND ACCESSORY GEARBOXTRANSMISSION SHAFT - SINGLE ENGINE CONFIGURATION
FunctionThe shaft transmits the power to the front and to the rear of the engine.
Position:- Lower part of the engine.
Main characteristics
- Hollow steel shaft with coaxial drive shaft.
DescriptionThe shaft transmits the power to the power drive shaft. The transmission shaft is located in a protection tube bolted to the reduction gearbox at the rear and to the accessory gearbox at the front.
The front of the transmission shaft is supported by a ball bearing in theaccessorygearbox frontcasing.A triangularflange issplined onto the front of the transmission shaft. Sealing of the oil which lubricates the bearing is ensured by a magnetic carbon seal.
Three oil pipes are located within the protection tube.
Afreewheelismountedonthetriangularflangetodrivethepower drive shaft which drives the main gearbox and the tail rotor.
Lubrication of the free wheel and its bearing is by the oil contained in the free wheel housing, or by the oil system of the engine, according to the version.
The rear of the transmission shaft is splined into the hub of the output gear of the reduction gear.
The rear of the tail rotor drive shaft is supported by a ball bearing inthehuboftheoutputgear.Amagneticcarbonsealisfittedin the rear cover of the gearbox.
Note: In single-engine configuration the free wheel and transmission shaft front magnetic carbon seal are SRU. So they can only be replaced in 2nd Line maintenance.
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ENGINE
TAIL ROTORDRIVESEAL TRIANGULAR FLANGE
POWER DRIVESHAFT
FREE WHEEL
SHAFT
MAGNETICCARBON
SEAL
ACCESSORYDRIVE GEAR
MAGNETICCARBON SEAL
OIL TUBE
FRONT PART REAR PART
TRANSMISSION SHAFT - SINGLE ENGINE CONFIGURATIONTRANSMISSION SHAFT AND ACCESSORY GEARBOX
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Edition: April 2012 ENGINE3.26
TRANSMISSION SHAFT AND ACCESSORY GEARBOXACCESSORY GEARBOX - DESCRIPTION 1
The accessory gearbox has four drives on the front face:• starter-generator (equipped with a magnetic carbon
seal)• fuelcontrolunitN1• fuelcontrolunitN2• power
and mounting bolts on the upper part for attachment of the M02.
It has 3 power drives on the rear face:• oilpump• N1tachometergenerator• N2tachometergenerator
and theprotection tubemountingflange,and theaccessorydrive shaft passage on the upper part.
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ENGINE
ACCESSORYDRIVE SHAFTPASSAGE (N1)
OILPUMP
N2TACHOMETERGENERATOR
N1TACHOMETERGENERATOR
PROTECTIONTUBE MOUNTING
FLANGE
STARTER-GENERATOR
DRIVE
POWERDRIVE
FUEL CONTROLUNIT N2 DRIVE
FUEL CONTROLUNIT N1 DRIVE
MOUNTINGBOLTS
MAGNETICCARBONSEALS
FRONT VIEW REAR VIEW
ACCESSORY GEARBOX - DESCRIPTION 1TRANSMISSION SHAFT AND ACCESSORY GEARBOX
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Edition: April 2012 ENGINE3.28
TRANSMISSION SHAFT AND ACCESSORY GEARBOXACCESSORY GEARBOX - DESCRIPTION 2
The transmission shaft and the accessory box assembly constitutes the module M01 located at the engine lower part.
The accessory gearbox includes a train of gears housed in a gearbox formed by two half casings made of light alloy. The gearbox is installed at the bottom of the axial compressor by means of four bolts.
The starter-generator gear forms the engine breather.
The fuel control unit N1 gear drives the oil pump at the rear.
The fuel control unit N2 gear is driven by the gear on the transmission shaft.
Themoduleidentificationplateisfittedonthefrontfaceofthegearbox.
Note: The engine front support casing is bolted onto the front face of the accessory gearbox (according to version).
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ENGINE
REARCASING
TRANSMISSIONSHAFT GEAR
(N2)
FRONTCASING
Starter-generatormounting
flange
Identificationplate
N2 FUELCONTROL UNIT
AND N2 TACHOMETERGENERATOR
N1 FUEL CONTROLUNIT AND OILPUMP DRIVE
DRIVE SHAFT(N1)
N1 TACHOMETERGENERATOR
N2 TACHOMETERGENERATOR
N1 FUEL CONTROLUNIT AND OILPUMP DRIVE
N1TACHOMETERGENERATOR
N2 FUELCONTROL UNIT
STARTER-GENERATOR /
BREATHER GEAR
OILPUMPS
ACCESSORY GEARBOX - DESCRIPTION 2TRANSMISSION SHAFT AND ACCESSORY GEARBOX
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Edition: April 2012 ENGINE3.30
TRANSMISSION SHAFT AND ACCESSORY GEARBOXACCESSORY GEARBOX - OPERATION
The operation is considered during engine starting and in normal running.
Operation during engine starting
During starting, the starter motor drives the accessory gearbox and thus the gas generator rotating assembly.
The compressors supply air to the combustion chamber and the starting sequence continues.
At self-sustaining speed the electrical supply to the starter motor is cut. The starter motor is then mechanically driven by the engine and operates as a generator to provide DC current to the aircraft electrical system.
Operation in normal runningThe gas generator drives the accessory gear train through the bevel gear located on the axial compressor shaft.
The following accessories are driven:
- Starter-generator
- FCU: N1 and N2
- Oil pumps
- Tachometer generator: N1 and N2.
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ENGINE
FWD FWD
DURINGENGINE STARTING
NORMAL RUNNING(N1 ≥ self-sustaining speed)
STARTERMOTOR
DRIVESHAFT
DIRECT CURRENTGENERATOR
DRIVESHAFT
ACCESSORY GEARBOX - OPERATIONTRANSMISSION SHAFT AND ACCESSORY GEARBOX
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Edition: April 2012 ENGINE3.32
ENGINE - OPERATIONThe engine provides power by transforming the energy in the air and fuel into mechanical energy on a shaft.
The process comprises compression, combustion, expansion and the transmission of the power.
CompressionThe ambient air is compressed by an axial supercharging compressor and a centrifugal compressor.
This phase is essentially characterised by the air flow (approx. 2.5 kg/s; 5.5 lb/sec.) and the compression ratio (approx. 8.2).
CombustionThe compressed air is admitted into the combustion chamber, mixed with the fuel and burnt in a continuous process.
Theairisdividedintotwoflows:
- Aprimaryflowforcombustion
- Asecondaryflowforcoolingthegas.
This phase is essentially characterised by the temperature rise (flametemperatureofapprox.2500°C;4532°F)andapressuredrop of about 4%.
Expansion- The gas expands in the gas generator turbine which extracts
the energy required to drive the compressors and accessories (N1 rotation: ACW)
During this phase the pressure and temperature of the gas drop, whilst the velocity increases.
- There is a further expansion in the power turbine which extracts most of the remaining energy to drive the output shaft (N2 rotation: CW)
After the power turbine the gas is discharged overboard via the exhaust pipe, giving a slight residual thrust.
Power transmissionThe power is transmitted forward by a reduction gearbox and an external transmission shaft.
Note: The engine reference stations are: 0 - Ambient air 1 - Axial compressor inlet 1' - Axial compressor outlet 2 - Centrifugal compressor outlet 3 - Turbine inlet 4 - Gas generator turbine outlet 5 - Power turbine outlet.
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ENGINE
P kPa(PSI)T°C(°F)
V
160(23.2)
65(149)
820(118.9)
320(608)
1125(2057) 880
(1616)
300(43.5)
600(1080)
2500(4532)
108(15.7)
800(116)
101,3(14.7)
15(59)
0 1 21' 4 53
EXHAUST
AMBIENTAIR
COMPRESSOR
EXPANSION
POWER TRANSMISSION
(power transmitted forward by a reduction gearbox and an external shaft)
Values givenfor information at a
given reference rating
Residual thrust
COMBUSTIONCHAMBER TURBINES
COMBUSTIONCOMPRESSION
AIRFLOW2.5 kg/s(5.5 lb/s)
Primary air(combustion air)Secondary air(dilution air)Gas
Fuel
ENGINE - OPERATION
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Edition: April 2012 ENGINE3.34
ENGINE - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE
Refer to Maintenance Manual (chapter 05).
Servicing inspections (except 1E2)List of maintenance tasks to be carried out:
- After the last flight of the day
- Before the first flight of the day
- Pre-flight
- Post-flight
Servicing inspections (1E2)List of maintenance tasks to be carried out:
- Before the first flight of the day
- Between two flights
- After 15 flight hours or 7 days.
Imperative maintenance tasks
List of maintenance tasks to performed to meet the Airworthiness objectives.
Mandatory maintenance tasks
List of maintenance tasks considered by the manufacturer as having to be carried out, although they do not directly affect flightsafety.
Recommended maintenance tasks
List of maintenance tasks that are advised by the engine manufacturer in order to improve reliability, increase availability and reduce the operating cost of the engine.
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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ENGINE
MANDATORY MAINTENANCE TASKS
IMPERATIVE MAINTENANCE TASKS- Check for abnormal noises during gas generator rundown- Make sure that the gas generator rotates freely (when T4 < 150°C) (pre TU202)- Condition and attachment of the engine and of the front support (no craks)- Record C1 and C2 cycles in the engine log book- Consistency check (cycles counter)
- Blades of the axial compressor • Inspection Chap. 72- Combustion chamber • Inspection Chap. 72- Gas generator turbine 1st stage • Borecope inpsection Chap. 72- 3 hollow struts for the passage of the rear- bearing oil-tubes • Vérification Chap. 72- Attachments, pipes and supports • Inspection and check Chap. 70
Ground run • Do a vibration check at rear point Chap. 71
RECOMMENDED MAINTENANCE TASKS- Cleaning of the air path • Frequency Chap. 71- Blades of the power turbine (pre TU347) • Check Chap. 72- Exhaust pipe and heat shield • Inspection and check Chap. 72
PREVENTIVE MAINTENANCE
SERVICING INSPECTIONSAFTER 15 FLIGHT HOURS OR 7 DAYS- Make sure there are no foreign objects (air intake)- Inspection of the axial compressor wheel (impacts)- Rotating assembly turns freely, listen for abnormal noises (rub)- Visually check that there are no external leaks- Condition of the accessories attachments- Visual inspection (no cracks) of casings, diffuser and exhaust pipe
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
PREVENTIVE MAINTENANCEENGINE - 1ST LINE MAINTENANCE
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Edition: April 2012 ENGINE3.36
ENGINE - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE
List of maintenance tasks to be carried out when required (in the event of an operating anomaly).
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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ENGINE
- Free wheel shaft assembly • Removal / installation Chap. 72 • Rear shaft output seal: removal / installation Chap. 72 • Sealing ring: removal Chap. 72- Magnetic seal of the starter • Removal / installation Chap. 72- Seal of the fuel control unit adapter • Removal / installation Chap. 72- Seal of the accessory gearbox/FT • Removal / installation Chap. 72- Seal of the tachometer transmitter • Removal / installation Chap. 72- Magnetic seal of the transmission shaft • Replacement Chap. 72
CORRECTIVE MAINTENANCE(non exhaustive list)
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
CORRECTIVE MAINTENANCEENGINE - 1ST LINE MAINTENANCE
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OIL SYSTEM
4 - OIL SYSTEM
- Oil system presentation (79-00-00) .................................................... 4.2- Oil tank - Oil cooler - Oil pressure transmitter .................................. 4.6- Oil pumps (72-80-02) ............................................................................ 4.8- Oil filter (72-80-03) ................................................................................ 4.10- Oil filter pre-blockage indicator (72-80-03) ........................................ 4.14- Low oil pressure switch (79-31-00) .................................................... 4.16- Electrical magnetic plugs (72-38-00) .................................................. 4.18- Mechanical magnetic plugs (72-80-04) .............................................. 4.20- Scavenge strainers (72-80-05) ............................................................ 4.22- Centrifugal breather (72-10-01) ........................................................... 4.24- Oil system - Operation (72-80-00) ....................................................... 4.26- Oil pipes and ducts (72-80-06) ............................................................ 4.28- Oil system - 1st line maintenance ...................................................... 4.30 - 4.33
(XX-XX-XX): Page references which deal with the subject in the maintenance documentation.
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Edition: April 2012 OIL SYSTEM4.2
OIL SYSTEM PRESENTATIONGENERAL
FunctionThe oil system ensures lubrication and cooling of the engine.
PositionAll thecomponentsarefittedon theengineexcept the tankand cooler.
Main characteristics- Systemtype:variablepressure,fullflow,drysump,synthetic
oil
- Max. oil temperature: 115°C (239°F)
- Min. oil pressure: 90 or 130 kPa (13 or 18.85 PSIG) according to version
- Max. oil pressure: 800 kPa (116 PSIG)
- Max. oil consumption: 0.3 l/h or 0.15 l/h according to version.
Lubrication requirementsLubrication is required for the following components:
- Gas generator front bearings• Axialcompressorbearing• Centrifugalcompressorbearing• Accessorydrivebearing
- Gas generator rear bearing
- Power turbine bearings
- Reduction gearbox
- Accessory drive gearbox.
SealingGas generator and power turbine bearings are sealed by pressurised labyrinths, which are provided with abradable deposits.
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OIL SYSTEM
REDUCTION GEARBOX
Type:Variable pressure, full flow,
dry sump, synthetic oil
Max. oil temperature:115°C (239°F)
Min. oil pressure:90 or 130 kPa
(13 or 18.85 PSIG)according to version
Max. oil pressure:800 kPa (116 PSIG)
Max. oil consumption:0.3 l/h or 0.15 l/h
according to version
Engine lubricationand cooling
FRONTBEARINGS
REARBEARING
REARBEARINGS
FRONTBEARING
POWER TURBINEGAS GENERATOR
BEARINGS GEARS
ACCESSORY DRIVE GEARBOX
BEARINGS GEARS
OIL SYSTEM
Sealing:Gas generator and power turbine bearings are sealed by pressurised labyrinths, which are provided with abradable deposits.
GENERALOIL SYSTEM PRESENTATION
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Edition: April 2012 OIL SYSTEM4.4
OIL SYSTEM PRESENTATIONDESCRIPTION
Oil tankThe tank contains the volume of oil required to lubricate the engine. It is supplied by the aircraft manufacturer.
Oil pumpsThe pump pack contains one pressure pump and three scavenge pumps. The gear type pumps are driven by the accessory gearbox. The pressure pump is equipped with a pressure relief valve and in some versions a check valve.
Oil filterThefilterretainsanyparticleswhichmaybepresentintheoil.Itisprovided with a by-pass valve and a pre-blockage indicator.
Scavenge strainersThe scavenge strainers protect the scavenge pumps from debris in the system.
Magnetic plugsMechanicalmagneticplugsarefittedupstreamofthescavengepumps.An electrical magnetic plug is fitted at the generalscavenge outlet, another one at the rear bearing of the gas generator scavenge.
Check valve (general oil return line to oil tank)Acheckvalveisfitteddownstreamofthescavengepumps,onthe general oil return line to the oil tank.
Oil coolerThe oil cooler cools the oil. It is supplied by the aircraft manufacturer.
Centrifugal breatherThe centrifugal breather separates the oil from the air/oil mist and vents the system.
Indicating devices- Oil temperature probe (aircraft manufacturer's supply)- Pre-blockage indicator- Low oil pressure switch- Pressure transmitter- Magnetic plugs- Electrical magnetic plugs.
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Edition: April 20124.5
OIL SYSTEM
OIL PUMPS
Scavengepumps
Pressurepump
Electricalmagnetic plug
Pre-blockageindicator
CENTRIFUGALBREATHER
COOLER
Checkvalve
Oil temperature
probe
FILTERTANK
By-passvalve
PressureReliefvalve
Check valve(some versions)
Electricalmagnetic plug
ENGINEAIRFRAME
Magneticplug
SCAVENGESTRAINERS
Low oilpressure switch
Pressuretransmitter
Magneticplug
DESCRIPTIONOIL SYSTEM PRESENTATION
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Edition: April 2012 OIL SYSTEM4.6
OIL TANK - OIL COOLER - OIL PRESSURE TRANSMITTER
Oil tank
Function
The tank contains the oil required for engine lubrication.
Position
- On the aircraft: it is installed with the oil cooler above the plenum chamber, between the main gearbox and the front firewall.
Main components
- Filler cap, level indicator, drain plug (with magnetic plug), temperature probe and unions (supply, return and vent).
Oil cooler
Function
The oil cooler cools the oil after it has passed through the engine.
Position
- In the system: between the scavenge pumps and the tank
- On the aircraft: it is installed on the oil tank above the plenum chamberbetweenthemaingearboxandthefrontfirewall.
Main characteristics
- Type: air-oil cooler
- Differential and thermostatic by-pass valve
Oil pressure transmitter
FunctionThe transmitter provides a signal of oil pressure to the instrument panel.
Position- In the system: in the supply system, downstream of the filter
- Ontheengine:screwedintothefilterbase.
Main characteristics- Output signal: voltage proportional to the oil pressure.
Note: All these components are aircraft manufacturer's supplies. Refer to aircraft manufacturer documentation.
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OIL SYSTEM
Electricalsignal to the
cockpit
ENGINEAIRFRAME
OIL TANK
OIL COOLER
OIL PRESSURE TRANSMITTERAircraft manufacturer’s
supplies. For further details, refer to the aircraft
documentation.
OIL TANK - OIL COOLER - OIL PRESSURE TRANSMITTER
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Edition: April 2012 OIL SYSTEM4.8
OIL PUMPS
FunctionThe pumps ensure oil circulation.
Position- On the engine: the pump pack is mounted on the rear face
of the accessory gearbox.
Main characteristics- Type: gear
- Pressure pump outlet pressure: approx. 300 kPa (43.5 PSI) (variable pressure system)
- Pressure relief valve setting: 800 kPa (116 PSI)
- Check valve: according to version.
DescriptionThe oil pump pack is mounted on the rear left face of the accessory gearbox and is driven at a speed proportional to N1.
It consists of:
- 4 gear type pumps:• Pressurepump• Gasgeneratorrearbearingscavengepump• Reductiongearboxscavengepump• Accessorygearboxscavengepump
- Thepumpcasingprovidedwithinletandoutletorifices
- The pressure relief valve
- The check valve (according to version).
OperationThe pressure pump draws the oil from the tank and pumps it tothefilter.
The scavenge pumps draw the oil from the casings and pump it to the cooler.
Pressure relief valve operation
If the oil pressure exceeds the valve setting the valve opens and allows the oil to return to the pump inlet.
In normal operation the valve is closed and only opens in exceptional circumstances, e.g. starting with very low temperature.
Pressure pump outlet check valve operation
When the oil pressure is very low, e.g. engine stopped or at the beginningofstart,thevalveisclosedinordertopreventflowbetween the oil pressure pump and the oil system.
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Edition: April 20124.9
OIL SYSTEM
DRIVE SHAFT PUMP BODY
PACK OFPUMPS
Type:Gear
Pressure pump outlet pressure:Approx. 300 kPa (43.5 PSI)(variable pressure system)
Pressure relief valve setting:800 kPa (116 PSI)
Check valve:According to version
PRESSURE RELIEF VALVE OPERATION
PRESSURE PUMP OUTLET CHECKVALVE OPERATION
Normalrunning condition
(valve closed)
Overpressure(valve open)
Normalrunning condition
(valve open)
Engine stoppedand initial phase
of starting(valve closed)
Pressurerelief valve
Check valve(accordingto version)
To lubrication
Fromengine
To oilcooler
From oil tank
Scavengepumps
Pressurepump
OIL PUMPS
Oil filter
OIL PUMPS
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Training NotesARRIEL 1
Edition: April 2012 OIL SYSTEM4.10
OIL FILTERGENERAL
FunctionThefilterretainsparticlesthatmaybeintheoil.
Position- In the system: downstream of the pressure pump
- On the engine: on the left rear face of the accessory gearbox.
Main characteristics- Type: metal cartridge
- Filtering ability: 30 microns
- Mechanicalpre-blockageindicator:∆P150kPa(21.7 PSID)
- By-passvalvesetting:∆P200kPa(29PSID).
Main components- Filter base
- Pre-blockage indicator (pre-blockage pressure switch on 1E version)
- Cover
- By-pass valve.
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Training NotesARRIEL 1
Edition: April 20124.11
OIL SYSTEM
COVER
BY-PASSVALVE
PRE-BLOCKAGEINDICATOR
(pre-blockagepressure switchon 1E version)
FILTERBASE
Type:Metal cartridge
Filtering ability:30 microns
Mechanical pre-blockageindicator:
∆P 150 kPa (21.7 PSID)
By-pass valve setting:∆P 200 kPa (29 PSID)
Pre-blockageindicator
From oil tank To lubrication
FILTERBy-pass valve
Pressurerelief valve
Check valve(accordingto version)
GENERALOIL FILTER
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Training NotesARRIEL 1
Edition: April 2012 OIL SYSTEM4.12
OIL FILTERDESCRIPTION - OPERATION
DescriptionThemaincomponentsofthefilteringunitarethefollowing:
- Filter base
- Filter cover
- Metalcartridge(filteringelement)
- By-passvalve(fittedinsidethefilterbase)
- Drain valve.
Thefilterbaseincorporatesmountingpointsforthefollowing:
- Pre-blockage indicator
- Low oil pressure switch
- Oil pressure transmitter.
Operation
Normal condition (filtering)
The oil supplied by the pressure pump passes through the filterfromoutsidetoinside.Thefilteredoilthenpassestotheengine for lubrication.
Pre-blockage
Ifthefilterbeginstobecomeblockedthepressuredifferenceacrossthefilterincreases.Atagivendifference,aredmechanicalindicatorpopsout.Theoilcontinuestoflowthroughthefilter.
Blockage
If the pressure difference exceeds the by-pass valve setting, the by-passvalveopensandunfilteredoilpassestothesystem.
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Training NotesARRIEL 1
Edition: April 20124.13
OIL SYSTEM
FILTERCOVER
FILTERINGELEMENT
BY-PASSVALVE
DRAINVALVE
FILTERBASE
PRE-BLOCKAGEINDICATOR
LOW OILPRESSURE SWITCH
OIL PRESSURETRANSMITTER
BY-PASSVALVE
OIL FILTER(filtering 30 microns)
PRE-BLOCKAGEINDICATOR
NORMAL CONDITION
PRE-BLOCKAGE
OPERATION OFTHE MECHANICALPRE-BLOCKAGE
INDICATOR
BLOCKAGE
OPERATION OF THEBY-PASS VALVE
DESCRIPTION - OPERATIONOIL FILTER
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Training NotesARRIEL 1
Edition: April 2012 OIL SYSTEM4.14
OIL FILTER PRE-BLOCKAGE INDICATOR
Function
Theindicatorindicatestheonsetoffilterblockage.
PositionOntheleftfaceofthefilterhousing.
Main characteristics- Type: differential- Setting:∆P150kPa(21.7PSID)- Indication: red indicator- Manual rearming.
DescriptionThe pre-blockage indicator comprises the following parts:
- Indicator body including:• Filterupstreampressureinlet• Filterdownstreampressureinlet
- Red indicator piston- ∆Ppiston- Transparent cover- Thermal lock- O'ringsealsensurethefilterpre-blockageindicatorsealing.
Operation
Normal operationFilter downstream pressure plus spring pressure is greater than upstream pressure. The two pistons are held together by magnetic force. The indicator is not visible.
Pre-blockageFilter upstream pressure exceeds downstream plus spring pressureandthe∆Ppistondisplaces.
This breaks the magnetic hold and the indicator piston is pushed out by its spring. The indicator is visible.
The bi-metallic thermal lock ensures that the indicator doesn't operatewhenalarge∆Piscausedbylowtemperature(lockedbelow 50°C (122°F)).
It is rearmed by removing the cover and pushing in the indicator.
Note: In the 1E version, the filter pre-blockage indicator is replaced by a filter pre-blockage pressure switch.
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Training NotesARRIEL 1
Edition: April 20124.15
OIL SYSTEM
< 50°C (122°F) > 50°C (122°F)Thermal lock
operation
INDICATORBODY
TRANSPARENTCOVER
REDINDICATOR
Downstreampressure
Downstreampressure
Upstreampressure
Upstreampressure
Red indicatorout
Type:Differential
Setting:∆P 150 kPa (21.7 PSID)
Indication:Red indicator
Manual rearming
PRE-BLOCKAGE
NORMAL OPERATION
PRE-BLOCKAGEINDICATOR
From oil tank To lubrication
Pressurerelief valve
Check valve(accordingto version)
OIL FILTER PRE-BLOCKAGE INDICATOR
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Training NotesARRIEL 1
Edition: April 2012 OIL SYSTEM4.16
LOW OIL PRESSURE SWITCH
FunctionThe low oil pressure switch detects low oil system pressure and provides cockpit indication.
Position- Inthesystem:downstreamofthefilter
- Ontheengine:fittedonthefilterbase.
Main characteristics- Type: diaphragm pressure switch
- Setting: 90 or 130 kPa (13 or 18.9 PSI) (according to version)
- Indication: light on instrument panel.
Functional descriptionThe pressure switch microswitch is open during normal engine operation.
If the oil pressure reduces to less than the low oil pressure switch setting, the diaphragm moves down. This causes the electrical contact to close, completing the circuit of the low oil pressure warning light.
An O-ring seal ensures the sealing between the pressure switch andthefilterbase.
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Training NotesARRIEL 1
Edition: April 20124.17
OIL SYSTEM
LOW OILPRESSURE SWITCH
From filter(pressure pump)
ELECTRICALCONNECTOR
WARNING LIGHT(instrument panel)
ELECTRICALCONTACT
From filter To lubrication
PLUNGER
DIAPHRAGM
+28 VCCType:
Diaphragm pressure switch
Setting:90 or 130 kPa
(13 or 18.9 PSI)according to version
Indication:Light on instrument panel
LOW OIL PRESSURE SWITCH
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Training NotesARRIEL 1
Edition: April 2012 OIL SYSTEM4.18
ELECTRICAL MAGNETIC PLUGS
FunctionThe electrical magnetic plugs provide a cockpit indication of metal particles in the oil system.
Position- In the system:
• onedownstreamofthescavengepumps• oneupstreamoftherearbearingscavengepump
- On the engine:• onenearthepumpassembly(scavengepumps)• one on the left side of the accessory gearbox
(rear bearing).
Main characteristics- Type:
• Magneticwithelectricalindication• Self-sealinghousing.
DescriptionThe electrical magnetic plugs comprise a magnetic probe which has two parts which are electrically insulated from one another and have a small gap between them.
A resistor is connected across the gap. The plugs are connected, via the engine electrical harness, to the aircraft instrument panel with an optional test system.
Theplugsarefitted intoahousingwhich isprovidedwithaself-sealing valve.
Thescavengeoilflowsacrossthemagneticprobe.
Note: The oil system also has two mechanical magnetic plugs located on the lower part of the accessory gearbox and on the lower part of the reduction gearbox.
OperationThe magnetic probe attracts magnetic particles present in the oil.
Ifitattractssufficientparticlestoformabridgeacrossthegap,thiswill complete the electrical circuit between the two magnetic parts and thus illuminate an indicator on the instrument panel.
Theresistorisfittedtoallowtheinstallationofatestcircuit.
Note: Refer to aircraft documents for further details.
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Training NotesARRIEL 1
Edition: April 20124.19
OIL SYSTEM
+
Scavenge pumps
Scavengestrainer
ELECTRICALMAGNETIC PLUG
Fromengine
To oilcooler
ELECTRICALCONNECTOR
PLUG BODY
HOUSING
GAP
SELF-SEALINGVALVE
ELECTRICALMAGNETIC PLUG
GAP
Resistor
INDICATOR
Type:Electrical
magnetic plug
Housing:Self-sealing
ENGINEAIRCRAFT
Firewall
ELECTRICAL MAGNETIC PLUGS
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Training NotesARRIEL 1
Edition: April 2012 OIL SYSTEM4.20
MECHANICAL MAGNETIC PLUGS
FunctionThe mechanical magnetic plugs retain magnetic particles contained in the oil to provide a rapid and frequent check of the internal condition of the engine.
PositionIn the system:
- One on the reduction gearbox scavenge return
- One on the accessory gearbox scavenge return.
On the engine:
- One at the bottom of the reduction gearbox
- One at the bottom of the accessory gearbox.
They are mounted on the left or the right side according to the position of the engine in the helicopter.
Main characteristics- Type:
• Singlemagneticpole• Self-sealinghousing
Main components- Self sealing housing:
• Housing• O-ringseal• Valve• Spring
- Magnetic plug:• Magnet• O-ringseal(s)• Locatingpinsornotches.
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Training NotesARRIEL 1
Edition: April 20124.21
OIL SYSTEM
LOCATING PINS
Type:Single magnetic poleSelf-sealing housing
REMOVED POSITION
NORMAL POSITION
VALVE
HOUSING
SPRING
MAGNET
LOCATINGPIN
MAGNET
BEFORE TU 308A
AFTER TU 308A
O-RING SEALS
O-RINGSEALS
O-RINGSEALS
MECHANICALMAGNETIC
PLUGSToscavenge
pumps
MECHANICAL MAGNETIC PLUGS
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Training NotesARRIEL 1
Edition: April 2012 OIL SYSTEM4.22
SCAVENGE STRAINERS
FunctionThe scavenge strainers protect the scavenge pumps against large particles which might be in the oil.
Position- Inthesystem:theyarefittedineachscavengelineupstream
of the scavenge pump
- On the engine:• Twoscavengestrainersarelocatedontheaccessory
gearbox casing (reduction gearbox and accessory gearbox scavenge)
• One scavenge strainer is located on the oil pumpassembly (gas generator rear bearing scavenge)
Main characteristics- Type:wide-meshfilter.
Note: The rear bearing scavenge strainer is fitted in the electrical magnetic plug housing (TU 208).
Main components- Strainer body
- Wide-meshfilter
- Mountingflange
- O-ring seal.
Functional descriptionAscavengestrainerisawide-meshfilterwhichretainsanylargeparticles which may be present in the oil in order to protect the scavenge pumps.
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Training NotesARRIEL 1
Edition: April 20124.23
OIL SYSTEM
Type:Wide-mesh filter
Gas generator rear bearingscavenge strainer
Reduction gearboxscavenge strainer
Accessory gearboxscavenge strainer
ACCESSORYGEARBOX
AND REDUCTION GEARBOXSCAVENGESTRAINERS
GAS GENERATOR REAR BEARING
SCAVENGE STRAINER(BEFORE TU 208)
GAS GENERATOR REAR BEARING
SCAVENGE STRAINER(AFTER TU 208)
Toscavenge
pumps
SCAVENGE STRAINER
SCAVENGESTRAINERS
Fromengine
To oilcooler
SCAVENGE STRAINERS
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Training NotesARRIEL 1
Edition: April 2012 OIL SYSTEM4.24
CENTRIFUGAL BREATHER
FunctionThe centrifugal breather separates the oil from the air/oil mist created by the oil system.
PositionIt is formed by the starter/generator drive gear in the accessory gearbox.
Main characteristics- Type: centrifugal
- De-oiled air: through the rear of the hollow shaft.
DescriptionThe centrifugal breather is formed by the starter generator drive gear. This gear is formed in one piece with a hollow shaft and has holes which provide a passage between the gearbox and the air vent.
The gear is supported by two ball bearings and has a magnetic carbon seal at each end. Only the front magnetic carbon seal can be replaced in 1st line maintenance.
The breather air outlet is at the rear end of the shaft, where the air passes into the gearbox outlet.
OperationThe centrifugal breather is driven by the intermediate gear of the accessory drive.
When the engine is running, the air/oil mist passes through the breather.
- Centrifugal force throws the oil droplets out into the gearbox where they fall to the bottom of the casing
- The de-oiled air passes out through the shaft, via a gearbox passage, into an external pipe which discharges into the exhaust.
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Training NotesARRIEL 1
Edition: April 20124.25
OIL SYSTEM
Type:Centrifugal
De-oiled air:Through the rear
of the hollow shaft
MAGNETICCARBON SEAL
MAGNETICCARBON SEAL
AIR VENT
DE-OILED AIR
OIL DROPLETS
AIR/OIL MIST- from accessory gearbox
- from gas generator bearings- from power turbine bearings
- from reduction gearbox
STARTERGENERATOR
DRIVE
STARTER-GENERATORDRIVE GEAR
Air/Oilmist
Oil droplets(expelled by
centrifugal force)
De-oiled air(to air vent)
BREATHERHOLES
CENTRIFUGAL BREATHER
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Training NotesARRIEL 1
Edition: April 2012 OIL SYSTEM4.26
OIL SYSTEM - OPERATIONThe main functions of the oil system are: supply, scavenge, breathing and indicating.
SupplyThe pressure pump draws the oil from the tank and supplies the system. A pressure relief valve limits maximum pressure by returning oil to the pump inlet.
Theoil is thendelivered throughacheckvalve, theoilfilterandacalibratedorificetotheenginesectionswhichrequirelubrication:
- Gas generator front bearings
- Gas generator rear bearing
- Power turbine bearings
- Reduction gearbox
- Accessory gearbox and torquemeter (supply upstream of the calibratedorifice).
The oil is sprayed by jets onto the parts to be lubricated.
ScavengeAfter lubrication, the oil falls by gravity to the bottom of the sumps. The oil is then immediately drawn away by the scavenge pumps and returned to the tank through the oil cooler (dry sump system).
The scavenge strainers protect the scavenge pumps against any particles which may be held in the oil.
A check valve, located downstream the scavenge pumps preventsoilflowfromtheoiltanktotheenginewhenthepressureis very low (engine stopped).
BreathingThe oil mist which results from lubrication is returned to the accessory gearbox, where the oil is separated from the air by a centrifugal breather which vents overboard.
The gas generator rear bearing has a direct air vent.
IndicatingThe system ensures the following indications : pressure, temperature,lowpressure,electricalmagneticplugandfilterpre-blockage.
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Edition: April 20124.27
OIL SYSTEM
OIL SYSTEM - OPERATION
ENGINEAIRFRAME
SUPPLY SCAVENGE BREATHING AIR VENT
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Edition: April 2012 OIL SYSTEM4.28
OIL PIPES AND DUCTSThis description includes external pipes and internal passages of the oil system.
Main characteristics- Type of pipes: stainless steel, rigid.
Tank to pressure pump- Flexible pipeline supplied by the aircraft manufacturer
- Union on the pressure pump.
Pressure pump to filter- Internal passage in the casing.
Filter to system- Internal passage in the accessory gearbox casing.
Supply to the gas generator front bearings- External pipe
- Union on the compressor casing.
Supply to the gas generator rear bearing- External pipe.
Supply to the power turbine bearings and reduction gearbox- Internal passage- Tube inside the output shaft protection tube.
Accessory gearbox supply- Internal passages.
Scavenge, engine front end- Internal passages.
Scavenge, gas generator rear bearing- External pipe- Union on pump.
Scavenge, engine rear part (power turbine and reduction gear)- Tube within output shaft protection tube- Internal passages.
Breathing- Gas generator front bearings - into accessory gearbox- Gas generator rear bearing - external pipe overboard- Reduction gearbox and power turbine - internal into accessory
gearbox.Vent- External pipe from centrifugal breather to the exhaust pipe- External pipe from gas generator rear bearing overboard.
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Edition: April 20124.29
OIL SYSTEM
Type of pipes:Stainless steel, rigid
TANKTO PUMP
SCAVENGE TOCOOLER AND TANK
SCAVENGETO PUMPS
FILTERTO ENGINE
PUMPTO FILTER
REAR BEARINGVENT
BREATHER
FRONT BEARINGLUBRIFICATION
REAR BEARINGLUBRIFICATION
OIL RETURN FROMREAR BEARING
REAR BEARINGBREATHING
LUBRIFICATIONLINE
CENTRIFUGALBREATHER OUTLET
REAR BEARINGSEAL DRAIN
TOINDICATION
OIL PIPES AND DUCTS
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Edition: April 2012 OIL SYSTEM4.30
OIL SYSTEM - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE
Refer to Maintenance Manual (chapter 05).
Servicing inspections (except 1E2)List of maintenance tasks to be carried out:
- After the last flight of the day
- Before the first flight of the day
- Pre-flight
- Post-flight
Servicing inspections (1E2)List of maintenance tasks to be carried out:
- Before the first flight of the day
- Between two flights
- After 15 flight hours or 7 days.
Imperative maintenance tasks
List of maintenance tasks to performed to meet the Airworthiness objectives.
Mandatory maintenance tasks
List of maintenance tasks considered by the manufacturer as having to be carried out, although they do not directly affect flightsafety.
Recommended maintenance tasks
List of maintenance tasks that are advised by the engine manufacturer in order to improve reliability, increase availability and reduce the operating cost of the engine.
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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Edition: April 20124.31
OIL SYSTEM
MANDATORY MAINTENANCE TASKS- Oil • Drain Chap. 79- Oil filtering element • Inspection Chap. 72- Reduction gearbox magnetic plug (post TU232) • Inspection Chap. 72- Accessory gearbox magnetic plug • Inspection Chap. 72- Electrical magnetic plugs • Inspection Chap. 72- Oil strainer return line from rear bearing • Inspection Chap. 72 • Inspection Chap. 79- Clogging of the generator rear bearing • Inspection Chap. 72- Low oil pressure switch • Inspection and check Chap. 79- Oil pump • Inspection and check Chap. 72
PREVENTIVE MAINTENANCE
SERVICING INSPECTIONSAFTER 15 FLIGHT HOURS OR 7 DAYS- Examine the visual pre-blockage indicator of the oil filtering element- Check the reduction gearbox magnetic plug (pre TU232)- Make sure the oil level is correct
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
PREVENTIVE MAINTENANCEOIL SYSTEM - 1ST LINE MAINTENANCE
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Edition: April 2012 OIL SYSTEM4.32
OIL SYSTEM - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE
List of maintenance tasks to be carried out when required (in the event of an operating anomaly).
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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Edition: April 20124.33
OIL SYSTEM
CORRECTIVE MAINTENANCE(non exhaustive list)
- Accessory gearbox • Check valve: removal / installation Chap. 72 • Oil filter base: removal / installation Chap. 72 • Oil pump: removal / installation Chap. 72 • Oil filter: removal / installation Chap. 72 • Visual pre-blocage indicator: removal / installation Chap. 72 • Strainers: removal / installation Chap. 72- Oil low pressure switch • Removal / installation Chap. 72- Electrical magnetic plug • Mobile plug: removal / installation Chap. 79 • Test (harness included) Chap. 79
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
CORRECTIVE MAINTENANCEOIL SYSTEM - 1ST LINE MAINTENANCE
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Edition: April 20125.1
AIR SYSTEM
5 - AIR SYSTEM
- Air system presentation (75-00-00) .................................................... 5.2- Internal air system (75-00-00) ............................................................. 5.4- Air tappings (75-00-00) ........................................................................ 5.6- Compressor bleed valve (75-31-00) .................................................... 5.8- External air pipes (75-29-00) ............................................................... 5.16- Air system - 1st line maintenance ...................................................... 5.18 - 5.21
(XX-XX-XX): Page references which deal with the subject in the maintenance documentation.
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Edition: April 2012 AIR SYSTEM5.2
AIR SYSTEM PRESENTATION
Function
The engine air system includes:
- An internal air system which ensures:• Thepressurisationofthelabyrinthseals• Thecoolingoftheengineinternalparts• Thebalanceofforcesontherotatingassemblies
- Air tappings which ensure:• Startinjectorventilation•Bleedvalveoperation•Aircraftairsystemsupply•AirsupplytotheFCUmeteringunit
- The compressor bleed valve.
Note: Refer to the various systems for the location, characteristics and operation.
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Edition: April 20125.3
AIR SYSTEM
COMPRESSOR BLEEDVALVE
AIR TAPPINGS- Start injector ventilation- Bleed valve operation
- Aircraft air system supply- Air supply to the FCU metering unit
INTERNAL AIR SYSTEM- Pressurisation of labyrinth seals
- Cooling of internal parts- Balance of forces on the rotating assemblies
AIR SYSTEM PRESENTATION
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Edition: April 2012 AIR SYSTEM5.4
INTERNAL AIR SYSTEM
Function
The internal air system pressurises the labyrinth seals, cools certain parts and provides a balancing of forces.
Position
All the parts of the system are internal except the pressurisation of the power turbine labyrinth which is supplied by an external pipe.
Main characteristics
- Type:airpressuretappingwithacalibratedflow
- Airflow:approx.2%oftheenginetotalflow.
Functional description
Front sectionAir tapped from the centrifugal compressor inlet is used to pressurise the front bearing labyrinths. There is a very small flowofairintothebearingchamber.
Air tapped from the same point is discharged through the compressor bleed valve, mounted on the compressor casing (see compressor bleed valve).
Gas generator sectionAir tapped from the centrifugal compressor is used to pressurise the labyrinth seal on the shaft.
Theair fromthecentrifugalcompressoroutletflowsthroughthe hollow nozzle guide vanes (1st stage) and through holes in the shroud. It is used to:- Cool the nozzle guide vane and the front face of the gas
generator turbine- Cool the front and rear faces of the gas generator turbines (dischargingintothegasflow)
- Pressurise the labyrinth seals of the gas generator rear bearing(smallflowintothebearinghousing)andtheinjectionwheel.
The centrifugal compressor casing is fitted with air tappingpoints. This air is called clean air as it is out of the main air flowstream.
Power turbine section
Air tapped from the combustion chamber is taken by an external pipe to the reduction gearbox casing (except on post TU356 1E2 and 1S versions: the air is tapped from the compressor bleed valve control air tapping union). It then passes through internal passages to pressurise the labyrinth seal on the power turbine shaft and to cool the rear face of the power turbine.
A circulation of P0 air, induced by venturi effect, cools the gas generatorrearbearingchamber,andthenflowsthroughthepower turbine nozzle guide vanes, cooling them and then joins thegasflow.
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Edition: April 20125.5
AIR SYSTEM
POWER TURBINE SECTION
GAS GENERATOR SECTIONFRONT SECTION
P0
INTERNAL AIR SYSTEM
- Internal passages- Calibrated orifices
Type:Air pressure tapping with
a calibrated flow
Airflow:Approx. 2% of engine total flow
External pipe for the power turbinelabyrinth pressurisation
Post TU3561E2 and 1S versions
Post TU3561E2 and 1S versions
INTERNAL AIR SYSTEM
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Edition: April 2012 AIR SYSTEM5.6
AIR TAPPINGS
FunctionAir tappings are used for:
- Fuel control
- Start injector ventilation
- Aircraft services
- Bleed valve operation
- Air intake anti-icing.
Fuel control
P2 air is used for the acceleration control unit (for all versions) and the deceleration (in some versions 1C, 1D, 1K, 1E, 1S,...).
The system includes a pressure tapping and a pipe between the tapping union and the FCU.
Start injector ventilation
Compressor delivery air is used to ventilate the start injectors to avoid blockage by the carbonisation of unburnt fuel.
The system comprises a tapping union and a pipe connected to the start electro-valve.
Aircraft services
Compressor delivery air is tapped off for use in various aircraft systems.
The engine has two air tapping unions (used for the aircraft services) on the centrifugal compressor casing.
Note: The use of this bleed is restricted during take-off.
Bleed valve operation
Compressor delivery air is tapped to operate the compressor bleed valve.
Air intake anti-icing
1S: P2 air is used for air intake anti-icing.
The system includes an air tapping point, a pipeline which passes forwardthroughthefrontfirewall,anelectro-valve,apressureswitch and the double skinned air intake duct.
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Edition: April 20125.7
AIR SYSTEM
AIRCRAFT SERVICES1S: AIR INTAKE
ANTI-ICING
DECELERATIONCONTROL UNIT
ACCELERATIONCONTROL UNIT
SIGNAL FOR THEFUEL CONTROL
BLEED VALVEOPERATION
START INJECTORVENTILATION
P2
P0
P0
P2
AIR TAPPINGS
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Edition: April 2012 AIR SYSTEM5.8
COMPRESSOR BLEED VALVEGENERAL
FunctionThe compressor bleed valve prevents axial compressor surge at low N1 speed.
Position- In the system: between the axial and centrifugal
compressors
- On the engine: at the top of the counter-casing.
Main characteristics- Type: pneumatic or electro-pneumatic (according to
version)
- Control: • byP2/P0pressureratio(pneumatictype)• asafunctionofN1(electro-pneumatictype).
Note: The air can be discharged under the cowling in order to improve cooling of the engine compartment.
PrincipleThe valve prevents compressor surge by bleeding off a certain quantity of air tapped from the axial compressor outlet. When the valveisopen,thedischargeofaircausestheairflowthroughthe axial compressor to increase thus moving the working line away from the surge line.
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AIR SYSTEM
Type:Pneumatic or electro-pneumatic
(according to version)
Control:- P2/P0 pressure ratio
(pneumatic type)- As a function of N1
(electro-pneumatic type)
Surge line
Working line(valve closed)
Working line(valve open)
ADMISSIONOF AMBIENT AIR
COMPRESSION ANDSTRAIGHTENING OF THE AIR
P1': AIR DISCHARGEDTHROUGH THE COMPRESSOR
BLEED VALVE P2/P0
G
GENERALCOMPRESSOR BLEED VALVE
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Edition: April 2012 AIR SYSTEM5.10
COMPRESSOR BLEED VALVEELECTRO-PNEUMATIC TYPE
DescriptionThis compressor bleed valve includes 3 main parts: the tachometer box, the control electro-valve and the bleed valve.
Tachometer box
It operates a relay controlled by a speed signal from the N1 tachometer transmitter.
Control electro-valve
It admits P2 air to close the valve when it is electrically supplied.
Bleed valve
It includes a spring loaded piston subjected to P2 pressure. The piston operates the valve.
Operation
Closing
When the N1 reaches 96% the tachometer box closes the electrical contact which actuates the control electro-valve to the open position. P2 pressure pushes the piston which closes the bleed valve.
Opening
When the N1 decreases below 94%, the tachometer box opens the electrical contact and the spring moves the electro-valve to the closed position. The spring pushes the piston which opens the bleed valve.
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Edition: April 20125.11
AIR SYSTEM
GRILL ON P1'AIR DISCHARGE
P2 AIRSUPPLY
BLEED VALVE
CONTROLELECTRO-VALVE
TACHOMETER BOX
N1 P1'
P2
+
96% 94%
ELECTRO-PNEUMATIC TYPECOMPRESSOR BLEED VALVE
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Edition: April 2012 AIR SYSTEM5.12
COMPRESSOR BLEED VALVEPNEUMATIC TYPE
The compressor bleed valve includes 3 main parts: the detection capsule, the intermediate stage and the bleed valve.
Detection capsuleIt is subjected to P2/P0 pressure ratio and controls the air leak downstreamofthecalibratedorificeB.
Itisfittedwithafilterattheinlet.
Intermediate stageIt includes a diaphragm which is subjected to the pressure downstream of B. The diaphragm controls the leak which determinesthepressuredownstreamofthecalibratedorificeA.
Bleed valveIt includes a spring loaded piston subjected to a downstream pressure. The piston opens or closes the P1' air passage.
It also includes a microswitch, operated by the piston, which provides indication of the bleed valve position.
Operation
Closing
When the gas generator rotation speed N1 increases, the compression ratio P2/P0 increases and beyond a certain value:
- The pressure becomes sufficient to deform the detectioncapsule which closes the leak
- The pressure downstream of the calibrated orifice B increases
- The diaphragm of the intermediate stage closes the leak
- The pressure downstream of the calibrated orifice A increases
- The piston moves down under P2 pressure and the valve closes and stops the P1' air discharge.
Opening
TheP2/P0 ratio isnotsufficient toactivate thecapsuleandthereisanairleakdownstreamofthecalibratedorifices.Thepiston is not actuated and the valve is open.
A certain amount of air, tapped from the centrifugal compressor inlet, is discharged overboard.
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AIR SYSTEM
BLEEDVALVE
INTERMEDIATESTAGE
DETECTIONCAPSULE
FILTER
BLEEDVALVE
INTERMEDIATESTAGE
MICROSWITCH INDICATOR
DETECTIONCAPSULE
P1'
A B
P0
P1'
P2
FILTER
PNEUMATIC TYPECOMPRESSOR BLEED VALVE
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Edition: April 2012 AIR SYSTEM5.14
COMPRESSOR BLEED VALVEBUTTERFLY PNEUMATIC TYPE
DescriptionThe compressor bleed valve includes 3 main parts: the detection capsule, the intermediate stage and the bleed valve.
Detection capsule
It is subjected to P2/P0 pressure ratio and controls the air leak downstreamofthecalibratedorificeB.
Itisfittedwithafilterattheinlet.
Intermediate stage
It includes a diaphragm which is subjected to the pressure downstream of B. The diaphragm controls the leak which determinesthepressuredownstreamofthecalibratedorificeA.
Bleed valve
It includes a spring loaded piston subjected to pressure downstreamoforificeA.Thepistonactuatesthebutterflyvalveby means of a rack and pinion mechanism.
It also includes a microswitch, operated by the piston, which gives the position of the bleed valve by means of a light ("on" valve "open").
Operation
Closing
When the gas generator rotation speed N1 increases, the compression ratio P2/P0 increases and beyond a certain value:
- The pressure becomes sufficient to deform the detectioncapsule which closes the leak
- The pressure downstream of the calibrated orifice B increases
- The diaphragm of the intermediate stage closes the leak
- The pressure downstream of the calibrated orifice A increases
- The piston moves down under P2 pressure and rotates the butterflyvalvethroughtherackandpinionmechanism.Thevalve closes and stops the air discharge.
Opening
TheP2/P0ratioisnotsufficienttoactivatethecapsulesandthereisanairleakdownstreamofthecalibratedorifices.Thepistonisnotactuatedandthebutterflyvalveisopen.
A certain amount of air, tapped from the centrifugal compressor inlet, is discharged overboard.
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Edition: April 20125.15
AIR SYSTEM
INTERMEDIATESTAGE
RACK
PISTON FILTER
PINION
MICROSWITCH DETECTIONCAPSULE
A B
P2 AIR
P1’P1’
P0 AIR
BUTTERFLYVALVE
MICROSWITCHBUTTERFLY
VALVE
FILTER
P2 air
BUTTERFLY PNEUMATIC TYPECOMPRESSOR BLEED VALVE
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Edition: April 2012 AIR SYSTEM5.16
EXTERNAL AIR PIPESThis part considers the external air pipes of the air system.
FunctionThe air pipes ensure the air supply from/to the various system components
Main characteristics- Type of pipes: stainless steel, rigid
- Type of unions: QUINSON union.
Description- P2 air pipe for the control of the compressor bleed valve
- Air pipe to supply the Fuel Control Unit
- Air pipe for the ventilation of the start injectors
- Air pipe for the pressurisation of the power turbine labyrinth.
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Edition: April 20125.17
AIR SYSTEM
AIR PIPE FOR THEPRESSURISATION OF THE
POWER TURBINE LABYRINTH(except 1E2-1S)
AIR PIPE FOR THE VENTILATIONOF THE START INJECTORS
AIR PIPE TO SUPPLYTHE FUEL CONTROL UNIT
AIR PIPE FOR THEPRESSURISATION OF THE
POWER TURBINE LABYRINTH(1E2-1S)
P2 AIR PIPE FOR THE COMPRESSOR BLEED
VALVE CONTROL
Type of pipes:Stainless steel, rigid
Type of unions:QUINSON union
EXTERNAL AIR PIPES
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Edition: April 2012 AIR SYSTEM5.18
AIR SYSTEM - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE
Refer to Maintenance Manual (chapter 05).
Servicing inspections (except 1E2)List of maintenance tasks to be carried out:
- After the last flight of the day
- Before the first flight of the day
- Pre-flight
- Post-flight
Servicing inspections (1E2)List of maintenance tasks to be carried out:
- Before the first flight of the day
- Between two flights
- After 15 flight hours or 7 days.
Imperative maintenance tasks
List of maintenance tasks to performed to meet the Airworthiness objectives.
Mandatory maintenance tasks
List of maintenance tasks considered by the manufacturer as having to be carried out, although they do not directly affect flightsafety.
Recommended maintenance tasks
List of maintenance tasks that are advised by the engine manufacturer in order to improve reliability, increase availability and reduce the operating cost of the engine.
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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AIR SYSTEM
MANDATORY MAINTENANCE TASKS- Bleed valve filter • Inspection Chap. 75- Power turbine / P2 union • Cleaning Chap. 75 • Inspection and check Chap. 75- Opening and closing threshold of the bleed valve • Test Chap. 75- Bleed valve • Inspection and check Chap. 75
PREVENTIVE MAINTENANCE
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
PREVENTIVE MAINTENANCEAIR SYSTEM - 1ST LINE MAINTENANCE
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Edition: April 2012 AIR SYSTEM5.20
AIR SYSTEM - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE
List of maintenance tasks to be carried out when required (in the event of an operating anomaly).
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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AIR SYSTEM
CORRECTIVE MAINTENANCE(non exhaustive list)
- Pipes and unions • Removal / installation Chap. 75- Bleed valve • Removal / installation Chap. 75 • Verification / check Chap. 75 • Filter: verification / check Chap. 75 • Test / adjustment Chap. 75
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
CORRECTIVE MAINTENANCEAIR SYSTEM - 1ST LINE MAINTENANCE
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Edition: April 20126.1
FUEL SYSTEM
6 - FUEL SYSTEM
- Fuel system presentation (73-00-00) .................................................. 6.2- Fuel Control Unit (73-20-01) ................................................................ 6.8- Overspeed and drain valve (73-10-00) ............................................... 6.18- Start injector electro-valve (73-10-02) ................................................ 6.20- Start injectors (73-10-01) ..................................................................... 6.22- Main injection system (73-40-02) ........................................................ 6.24- Combustion chamber drain valve (72-40-02) .................................... 6.26- Fuel system - Operation (73-00-00) .................................................... 6.28- External fuel pipes (73-10-05) ............................................................. 6.32- Fuel system - 1st line maintenance .................................................... 6.34 - 6.37
(XX-XX-XX): Page references which deal with the subject in the maintenance documentation.
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Edition: April 2012 FUEL SYSTEM6.2
FUEL SYSTEM PRESENTATIONGENERAL
FunctionThe fuel system ensures fuel supply, fuel metering, fuel distribution and fuel injection.
PositionAll the system components are mounted on the engine except thetachometerbox(twin-engineconfiguration).
Main characteristics- Supply by the aircraft system and the engine pump
- Centrifugal main injection and start injection by injectors
- Manual control
- Fuel control: hydromechanical controlling and metering device.
Main components- Fuel control unit
• Fuelpump• Fuelfilter• Meteringunit
- Overspeed and drain valve
- Start injector electro-valve
- Fuel injection system.
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Edition: April 20126.3
FUEL SYSTEM
P2
N1
FUELSUPPLY
SUPPLYMETERING DISTRIBUTION
INJECTION
OVERSPEED ANDDRAIN VALVE
FUEL CONTROLUNIT
TANK
EngineAircraft
FUEL INJECTIONSYSTEM
Booster pump(according to
version)
Supply:By the aircraft system and
the engine pump
Centrifugal main injection and start injection by
injectors
Manual control
Fuel control:Hydromechanical controlling
and metering device
FUELFILTER
FUELPUMP
METERINGUNIT
MANUALCONTROL
TACHOMETERBOX
(according to version)
START INJECTORELECTRO-VALVE
GENERALFUEL SYSTEM PRESENTATION
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Edition: April 2012 FUEL SYSTEM6.4
FUEL SYSTEM PRESENTATIONLOW PRESSURE FUEL SYSTEM (1E, 1S)
Function
This system is designed for aircraft without a booster pump and assures the supply to the HP pump.
Position
Allthecomponentsarefittedonabracketontheundersideofthe protection tube.
Main components
- LPfilter(withaby-passvalve,apre-blockageindicatororpre-blockage pressure switch according to version)
- Min. pressure switch
- Pressure transmitter (optional)
- Manual valve
- Ejector
- Astatic valve
- Pre-blockage indicator
- Jet.
Functional description
The ejector is supplied with fuel from the HP pump via the astatic valve which opens at a given pressure. The ejector ensures a supply of fuel to the HP pump inlet.
A connection between the two engines permits priming of one engine by the other. Priming can also be carried out using a hand pump.
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Edition: April 20126.5
FUEL SYSTEM
Priming supplyto other engine
(1S version)
Fuel suctionfrom tank
HP pumppressure(FCU)
ASTATICVALVE
To LPfilter
HP pump pressure(FCU)
FILTER
EJECTOR
MANUALVALVE
BY-PASSVALVE
Fuel suctionfrom tank
Fuel suctionfrom tank
JET EJECTOR
To HP pump(FCU)
EJECTOR
MIN PRESSURESWITCH
MIN PRESSURESWITCH
PRESSURETRANSMITTER
(optional)
BY-PASSVALVE
MANUALVALVE
ASTATICVALVE
LPFILTER
To HP pump(FCU)
PRE-BLOCKAGEINDICATOR
(pre-blockage pressureswitch in 1E version)
LOW PRESSURE FUEL SYSTEM (1E, 1S)FUEL SYSTEM PRESENTATION
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Edition: April 2012 FUEL SYSTEM6.6
FUEL SYSTEM PRESENTATIONDESCRIPTION
This part shows the main components of the fuel system.
Fuel pumpGear type pump, mechanically driven by the accessory gearbox andfittedwithapressurereliefvalve.
FilterThefilterhasapre-blockageindicator(accordingtoversion)and a by-pass valve.
Main and auxiliary valvesThe main and auxiliary valves are controlled by the control lever which acts at the same time on the acceleration control unit cam.
Metering unitThe hydromechanical controller acts on the metering needle (see next chapter).
Valves- Non-return valve
- Pressurising valve
- Overspeed and drain valve
- Start injector electro-valve
- Purge valve.
Injection system- Start injectors (x 2)
- Centrifugal injection wheel.
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Edition: April 20126.7
FUEL SYSTEM
START INJECTORELECTRO-VALVE
START INJECTORS
PURGE VALVE
CONTROL LEVER
OVERSPEED ANDDRAIN VALVE
INJECTION WHEEL
Pre-blockageindicatorFUEL PUMP
Pressure reliefvalve
FILTER
Filter by-passvalve
AUXILIARY VALVE
MAIN VALVE
Cam
METERINGUNIT
NON-RETURNVALVE
PRESSURISINGVALVE
DESCRIPTIONFUEL SYSTEM PRESENTATION
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Edition: April 2012 FUEL SYSTEM6.8
FUEL CONTROL UNITGENERAL
FunctionThe Fuel Control Unit ensures fuel supply and fuel flowmetering.
Position- On the left front face of the accessory gearbox.
Main characteristics- Type: hydro-mechanical
- Mounting: clamp
- Replaceable components:• Filter• Pre-blockageindicator(accordingtoversion).
Main components- Fuel pump
- Filter (position according to version)
- Pre-blockage indicator (1E, 1K, 1S versions only)
- Manual control• Valvesandcam• Anticipator
- Metering unit.
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Edition: April 20126.9
FUEL SYSTEM
FILTER(position according
to version)
ANTICIPATOR
VALVE SHAFT
PRE-BLOCKAGEINDICATOR(1E, 1K, 1S
versions only)
CAM
Type:Hydro-mechanical
Mouting:Clamp
Replacablecomponent:
• Filter• Pre-blocage indicator(according to version)
GENERALFUEL CONTROL UNIT
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Edition: April 2012 FUEL SYSTEM6.10
FUEL CONTROL UNITFUEL PUMP
FunctionThe pump assembly supplies fuel under determined conditions ofpressureandflow.
Main characteristics- Spur gear type
- Pressure relief valve setting: 3300 kPa (478.5 PSI)
- Rotation speed: proportional to N1 speed.
DescriptionThe assembly comprises the pressure pump and the pressure relief valve.
Fuel pumpIt is a spur gear type pump which has a drive gear and a driven gear, the drive gear being driven by the accessory drive via the pump drive shaft which is a quill shaft. Two lip seals, with a drain between them prevent fuel from entering the accessory gearbox.
The pump is supplied with fuel from the aircraft system.
Pressure relief valveIt is a conical valve held closed by a spring.
Pressure reducing valveThis is a diaphragm valve which provides a constant pressure output of approx. 400 kPa (58 PSI) for the hydraulic supply of the hydromechanical governor.
Operation
Fuel pump
The pump receives fuel from the aircraft LP system. The fuel is drawn in by the pump, it passes between the gears and the casing and is forced out under pressure.
Pressure relief valve
If the pump outlet pressure exceeds a given value, the pressure relief valve will open and allow fuel to return to the pump inlet thus limiting the maximum pressure in the system.
Pressure reducing valve
The diaphragm is subjected to fuel pressure on one side opposed by spring pressure on the other side. The position of the diaphragm determines the position of the valve.
When pump outlet pressure increases the diaphragm moves up, reducing the valve opening and thus maintaining a constant downstream pressure.
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FUEL SYSTEM
PRESSURERELIEF VALVE FUEL PUMP
DRIVEGEAR DRAIN SEALS SHAFT
DRIVENGEAR
FUEL PUMP
PRESSURE RELIEF VALVE PUMP
PRESSURERELIEF VALVE
PRESSUREREDUCING
VALVEType:Spur gear
Pressure relief valvesetting:
3300 kPa (478.5 PSI)
Rotation speed:Proportional to
N1 speed
FUEL PUMPFUEL CONTROL UNIT
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Edition: April 2012 FUEL SYSTEM6.12
FUEL CONTROL UNITFUEL FILTER - VISUAL PRE-BLOCKAGE INDICATOR (1E, 1K, 1S)
FunctionThefilterretainsanyparticlesthatmaybeinthefuelinorderto protect the metering unit components.
Position- In the system: between the pump and the metering unit
- On the engine: lower part of FCU.
Main characteristics- Type: metal cartridge
- Filtering ability: 20 microns
- By-passvalvesetting:∆P200kPa(39PSID)
- Visual pre-blockage indicator setting: ∆P 150 kPa(21.75 PSID).
DescriptionThe assembly comprises:
- The filtering element: O-ring seals ensure the sealing betweenthecartridgeandthefilterhousing
- The by-pass valve
- 1E, 1K and 1S: The visual pre-blockage indicator.
This is a differential visual indicator. It includes a red indicator which pops out in a transparent cover when the pressure difference across the filtering element exceeds a given value. Two O-ring seals which ensure the sealing between the indicator and the FCU body and between the upstream pressure inlet and the downstream pressure inlet.
OperationNormal operationThefuelfromthepumpentersthefuelfilterandflowsthroughthefilteringelement(fromoutsidetoinside).
Thefilteringelementretainsparticleslargerthan20microns.Thefuelthenflowstothemeteringunit.
Pre-blockageWhenthefilterbecomesdirty,thepressuredifferenceacrossthefilteringelementincreases.
If the pressure difference becomes higher than the visual pre-blockage indicator setting, the red visual indicator pops out.
Note: The visual pre-blockage indicator can be reset by removing the cover and pushing in the indicator.
BlockageWhen the pressure difference across the filtering elementexceeds the by-pass valve setting, the by-pass valve opens andcausesthefuelflowtoby-passthefilter.
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Edition: April 20126.13
FUEL SYSTEM
FUELFILTER
PRE-BLOKAGEINDICATOR
REDINDICATOR
TRANSPARENTCOVER
1E, 1K AND 1S:VISUAL PRE-BLOCKAGE
INDICATOR
Upstreampressure
Downstream pressure
FILTERINGCARTRIDGE
FILTERBASE
PIN CUP
BY-PASSVALVE
FILTER
OPENING OFBY-PASS VALVE
BLOCKAGE
FILTERBLOCKAGE
ONSET
PRE-BLOCKAGE
FILTERBLOCKAGE
INDICATOR OPERATION(THE RED VISUAL
INDICATOR APPEARS)
NORMAL OPERATION
Type:Metal cartridge
Filtering ability:20 microns
By-pass valve setting:∆P 200 kPa (39 PSID)
Visual pre-blockageindicator setting:
∆P 150 kPa (21.75 PSID)
BY-PASSVALVE
FUELFILTER
VISUAL PRE-BLOCKAGEINDICATOR
FUEL FILTER - VISUAL PRE-BLOCKAGE INDICATOR (1E, 1K, 1S)FUEL CONTROL UNIT
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Edition: April 2012 FUEL SYSTEM6.14
FUEL CONTROL UNIT
MANUAL CONTROL
FunctionA mechanical control linked to the fuel control unit permits starting control, acceleration to nominal speed and stopping.
Itcanalsobeusedasamanualfuelflowcontrolintheeventof automatic control failure.
The collective pitch lever inputs signals to the anticipator during flight(Refertochapter"CONTROLSYSTEM").
Position- Interface on the left side of the FCU.
DescriptionThe manual control includes the following devices:
- The main valve which permits acceleration control during the start phase and the use of the "manual control -" range
- The auxiliary valve which is used for the "manual control +" range
- The acceleration control cam which controls the position of the metering needle for starting.
Operation
Stop position
- position a : the two valves are closed, the cam maintains the metering needle closed.
Start and acceleration range
- position b : progressive opening of the main valve; the cam frees the metering needle above a certain angle.
Flight position
- position c : the main valve is fully open.
"Manual control +" range
- position d : progressive opening of the auxiliary valve, the main valve remaining open.
"Manual control -" range
In case of automatic control failure supplying too much fuel to the engine, the control lever can be placed in the start and accelerationrangebtoreducethefuelflow.
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Edition: April 20126.15
FUEL SYSTEM
90°
62°52°
5° 45°
CAM
VALVESHAFT
CAM CONTROLLEVER
ANTICIPATOR
CONTROLLEVER
MAINVALVE
ACCELERATIONCONTROL CAM
AUXILIARYVALVE
CONTROLLEVER
Stop position "Manual control +" range
P2
b c
da
Flight position
MANUAL CONTROLFUEL CONTROL UNIT
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Edition: April 2012 FUEL SYSTEM6.16
FUEL CONTROL UNITMETERING UNIT
FunctionThis constantly meters of the fuel injected into the combustion chamber.
Position- In the system: downstream of the pump
- On the engine: in the FCU.
Main characteristics- Profiledneedlewhichmovesinacalibratedorifice.
- The metering needle is controlled by the control system.
Main components- Constant∆Pvalve
- Metering needle.
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Edition: April 20126.17
FUEL SYSTEM
Profiled needle which movesin a calibrated orifice
The metering needle iscontrolled by the control system
CONSTANT ∆PVALVE
METERING NEEDLE(controlled by thecontrol system)
METERING UNITFUEL CONTROL UNIT
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Edition: April 2012 FUEL SYSTEM6.18
OVERSPEED AND DRAIN VALVE
FunctionThe overspeed and drain valve controls the fuel supply to the injection wheel:
- Fuel supply during starting and in operation
- Fuel shut-off and draining of the injection wheel during shut-down.
The assembly also includes an electro-valve for a rapid engine shut-down in the event of power turbine overspeed (only on twin-engine aircraft).
The pressurising valve ensure fuel supply priority to the start injectors during starting.
Position- Lower left side of the combustion chamber casing.
Main characteristicsPressurising valve setting: 180 kPa (26.1 PSI).
Main components- Pressurising valve
- Dual valve
- Overspeed electro-valve.
Operation
Engine running
Assoonasthefuelpressureissufficienttoopenthepressurisingvalve, the pressure is admitted under the diaphragm which causes the closing of the drain valve and the opening of the fuelsupplyvalve.Thefuelflowstotheinjectionwheelandissprayed into the combustion chamber.
During shut-down
The normal stop selection (closing of the main valve by the control lever) results in a decrease of injection pressure. The pressurising valve closes, the pressure decreases below the diaphragm which causes the supply valve to close (as the direct pump pressure increases) and the drain valve to open: draining of fuel to prevent blockage of the injection manifold by carbonization of the remaining fuel. The fuel return to the tank (post TU262). When the engine is completely stopped, the drain valve closes under the force of its spring (refer retail).
Overspeed shut-down (twin engine configuration)
Engine shut-down can also be affected by the electro-valve which, when opened, causes the pressure to decrease below the diaphragm and the valve to move down (shut-down in case of powerturbineoverspeed;onlyintwinengineconfiguration).
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Edition: April 20126.19
FUEL SYSTEM
PRESSURISINGVALVE
OVERSPEED ANDDRAIN VALVE
OVERSPEEDELECTRO-VALVE
(only on twin-engineversion)
Pressurisingvalve setting:
180 kPa (26.10 PSI)Pumpdirect
pressure
To the tank(post TU262)
DETAIL(after shut-down)
Overspeedelectro-valve
ENGINE RUNNING DURING SHUT-DOWN
OVERSPEED AND DRAIN VALVE
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Edition: April 2012 FUEL SYSTEM6.20
START INJECTOR ELECTRO-VALVE
FunctionThe start injector electro-valve ensures the fuel distribution to the two injectors during engine starting and their purge at the end of start.
PositionUpper part of the combustion chamber casing.
Main characteristics- Reinjection prohibit switch setting: approx. 52% N1
- Purge valve setting: • openingat5kPa(0.725PSI)
• closingat120kPa(17.4PSI).
Description- Start injector electro-valve
- P2 ball valve
- Reinjection prohibit switch
- Purge valve (with cover and a support drain, according to versions).
Operation
Purge before startDuring the initial phase of starting, the fuel supplied from the aircraftsystemflows into theF.C.U., through thenon-returnvalve and to the purge valve which opens and returns the fuel to the tank. The purpose of this phase is to expel any air which may be in the system.
Fuel injectionWhen starting is selected, the engine pump pressure increases rapidly and closes the purge valve, the electro-valve is energised openandthefuelsuppliedbytheenginepumpflowstothe2 injectors which spray it into the combustion chamber. The fuel is then ignited by the sparks of the igniter plugs.
Ventilation of the injectors
At the end of starting, the supply to the electro-valve is cut and the valve closes. The air under compressor pressure P2 (which has increased in the meantime) lifts the ball of the valve andflowstoventilatetheinjectors.Thisventilationcontinuesas long as the engine operates to prevent blockage of the injectors by carbonization of the remaining fuel. The P2 pressure actuates the pressure switch to prevent any re-injection which couldcauseaflame-outbysuddenlyreducingfuelflowtotheinjection wheel.
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FUEL SYSTEM
Reinjection prohibitswitch setting:approx. 52% N1
Purge valve setting:• opening at 5 kPa (0.725 PSI)• closing at 120 kPa (17.4 PSI)
P2
Pumppressure
Pumppressure
PURGE BEFORE START FUEL INJECTIONVENTILATION
OF THE INJECTORS
PUMPPRESSURE
PURGETO TANK
FUELINLET
FUEL OUTLETTO INJECTORS
START INJECTORELECTRO-VALVE
AND REINJECTION PROHIBIT SWITCH
P2BALL VALVE
PURGE VALVE(with drain, according
to versions)
COVER
START INJECTOR ELECTRO-VALVE
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Edition: April 2012 FUEL SYSTEM6.22
START INJECTORS
FunctionThe two start injectors spray fuel into the combustion chamber during engine starting.
Position- On the upper part of the turbine casing at 2 o'clock and
10 o'clock
- They penetrate into the mixer unit.
Main characteristics- Type: simple injector
- Quantity: 2
- Ventilation:byP2airflow.
DescriptionThe injectors are mounted on the upper part of the turbine casing. They penetrate into the combustion chamber through holes in the mixer unit.
They are secured by bolts onto bosses with seals and spacers to prevent leaks and adjust the depth of penetration into the combustion chamber.
Operation
Starting
During starting the injectors are supplied with fuel.
The fuel is atomised and is ignited by the sparks from the igniter plugs.Theflamethusproduced,ignitesthefuelsprayedbythecentrifugal injection wheel.
Normal running
When the engine reaches self sustaining speed (approx. 45% N1) the fuel supply to the injectors is shut off.
P2 air is then blown through the injectors to avoid carbonisation of the residual fuel.
It should be noted that ventilation is continuous during engine running.
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FUEL SYSTEM
Airflowdirection
Fuelinlet
FILTERMANIFOLD
JET
SPACERS ANDSEALS
SHROUD
NUT
STARTINJECTOR
STARTINJECTORSUPPLY
STARTINJECTOR
VENTILATION
STARTING
NORMAL RUNNING
P2
Type:Simple injector
Quantity:2
Ventilation:By P2 airflow
STARTINJECTOR
IGNITERPLUG
START INJECTORS
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Edition: April 2012 FUEL SYSTEM6.24
MAIN INJECTION SYSTEM
FunctionThe injection system sprays fuel into the combustion chamber togivestableandefficientcombustion.
Position- On the engine: inside the combustion chamber. The injection
wheel is mounted between the centrifugal compressor and the turbine shaft. The distributor is bolted to the diffuser backplate.
Main characteristics- Type: centrifugal injection
- Radial fuel supply.
Description
Combustion chamber fuel inlet union
Fitted at the lower right front face of the compressor casing, it has a plug to test the sealing of the union.
Internal supply pipe
This pipe connects the inlet union to the fuel distributor. It is fittedbetweenthefrontswirlplateandthediffuserback-plate.
Centrifugal injection assembly
This assembly consists of a stationary distributor and a wheel. Thedistributor,fittedontothediffuserback-plate,isdrilledwithaxial holes which deliver the fuel to the wheel. The injection wheel, mounted by curvic-couplings between the compressor and the turbine shaft, is drilled with radial holes which form the fuel spraying jets. Sealing between the distributor and the wheel is achieved by pressurised labyrinth seals.
OperationThe fuel is delivered to the distributor by the internal supply pipe.
It passes through the distributor's axial holes into the chamber in the injection wheel.
As the centrifugal injection wheel is rotating at high speed (N1) the fuel is centrifuged out through the radial holes and is sprayed between the two swirl plates.
It should be noted that the injection pressure is supplied by the centrifugal force and therefore the fuel system does not require very high pressures.
The centrifugal injection wheel fuel chamber is sealed by pressurisedlabyrinthseals.Thereisasmallairflowintothefuelchamber. During shut-down the fuel remaining in the system is purged via the overspeed and drain valve.
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FUEL SYSTEM
FUEL SPRAYINGINTO THE
COMBUSTIONCHAMBER
CENTRIFUGALINJECTION WHEEL(with spraying jets)
SUPPLY PIPE
COMBUSTIONCHAMBER FUEL
INLET UNION
DISTRIBUTOR
Fuel inlet
COMBUSTIONCHAMBER FUEL
INLET UNION
INTERNALSUPPLY PIPE
DISTRIBUTOR
CENTRIFUGALINJECTION
WHEEL
LEAK CHECKPLUG
COMBUSTIONCHAMBER FUEL
INLET UNION
Type:Centrifugal injection
Radial fuel supply
MAIN INJECTION SYSTEM
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Edition: April 2012 FUEL SYSTEM6.26
COMBUSTION CHAMBER DRAIN VALVE
FunctionThe valve drains overboard any unburnt fuel remaining in the combustion chamber.
Position- On the engine: screwed into the turbine casing lower part.
Main characteristics- Type: half-ball valve
- Setting: closing obtained at about 40% N1.
DescriptionThe drain valve includes the following components:
- Athreadedparttofixthevalveonthecombustionchamber
- A half-ball valve mounted on a tension spring
- An outlet union which connects to the drain system
- A circlip which retains the valve in the body.
OperationThe valve has two positions: open and closed.
Open position
When the engine is not running and at the beginning of start, the valve is held open by the action of the tension spring.
Any unburnt fuel in the combustion chamber will drain through the valve overboard to the drain system. This ensures that no fuel accumulates in the combustion chamber which could cause starting problems (e.g. overtemperature).
Closed position
As the engine starts the combustion chamber pressure increases. This pressure is felt on the upper surface of the half ball which moves down to close the drain.
The valve closes during the initial phase of starting for a speed of about 40% N1.
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FUEL SYSTEM
COMBUSTIONCHAMBER DRAIN
VALVE
Type:Half-ball valve
Setting:Closing obtained at
about approx. 40% N1
OUTLETUNION
Unburnt fuel
To drain system
P2 air pressure
HALF-BALLVALVE
SPRINGCIRCLIP
THREADEDPART
"OPEN" position "CLOSED" position
COMBUSTION CHAMBER DRAIN VALVE
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Edition: April 2012 FUEL SYSTEM6.28
FUEL SYSTEM - OPERATIONPRE-START - PURGE OF THE SYSTEM - STARTING
This part deals with the following operating phases: pre-start, starting, normal operation, manual control and shut-down.
Pre-start- The pump is not operating and there is no pressure in the
system
- The main and auxiliary valves are closed
- Theconstant∆Pvalveisclosed
- The metering needle is closed by the acceleration control cam
- The following valves are closed:• nonreturnvalve• pressurisingvalve• overspeedanddrainvalve• purgevalve
- The start injector electro-valve is closed.
Purge of the system During the initial phase of starting, the fuel supplied from the aircraftsystemflowsintotheFCU,throughtheno-returnvalveand to the purge valve which opens and returns the fuel to the tank. The purpose of this phase is to expel any air which may be in the system.
StartingWhen engine start is selected, the start accessories are electrically supplied.
The pump is driven and supplies the start injectors, due to the priority given by the pressurising valve, then by the centrifugal injection wheel.
Theconstant∆Pvalveoperatesandreturnstheexcessfuelto the pump inlet.
The fuel flow is controlled by the movement of the controllever.
At 45% N1, the start accessories are de-energised by releasing the start button and the start injectors are ventilated by P2 air pressure.
At 52% N1, P2 pressure opens the reinjection prohibit switch to avoid an accidental fuel reinjection switch could cause engine flame-out.
Thecontrolleverismovedtotheflightposition,progressivelyopening the main valve to accelerate the engine until the hydromechanical control takes over.
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FUEL SYSTEM
P2
STARTINGN1 > 52%
P2
PURGE OF THE SYSTEM STARTING N1 < 45%
STARTING45% < N1 < 52%
P2
PRE-START - PURGE OF THE SYSTEM - STARTINGFUEL SYSTEM - OPERATION
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Edition: April 2012 FUEL SYSTEM6.30
FUEL SYSTEM - OPERATIONNORMAL RUNNING - MANUAL CONTROL - SHUT-DOWN
Normal runningTherequiredfuelflowismeteredbythemeteringneedle.Themetering needle position is determined by the hydromechanical control system.
The fuel pump always supplies more fuel than the engine requires. The excess fuel returns to the pump inlet through the constant∆Pvalve.
The start injectors are continuously ventilated by P2 air circulation.
Manual controlThe manual control is used for starting and stopping the engine. It can also be used in case of a control system failure.
Shut-downThe lever is pulled fully rearward, closing the main valve which cuts the fuel flow to theengine causing it to rundownandstop.
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Edition: April 20126.31
FUEL SYSTEM
- +
NORMAL RUNNING
Flightposition
MANUAL CONTROL SHUT-DOWN
When the enegine is completely stopped,the dual valve closes the drain under
action of the spring
P2
P2
P2 P2
NORMAL RUNNING - MANUAL CONTROL - SHUT-DOWNFUEL SYSTEM - OPERATION
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Edition: April 2012 FUEL SYSTEM6.32
EXTERNAL FUEL PIPES
DescriptionThe fuel pipes ensure the circulation of fuel between the components of the system.
Main characteristics- Type of pipes: rigid, stainless steel
- Type of unions: with integral olives.
Main pipes- Fuel inlet union
- From FCU to overspeed and drain valve and to injector electro-valve
- From electro-valve to the two injectors
- From overspeed and drain valve to fuel inlet union
- From union to the wheel (internal pipe)
- From the pump to the overspeed and drain valve and the purge valve (control system)
- Drains.
Note: The pipes may be different according to version.
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Edition: April 20126.33
FUEL SYSTEM
P2
P2
FROM OVERSPEEDAND DRAIN VALVE
TO DRAIN(pre TU262)
FROM OVERSPEEDAND DRAIN VALVE
TO DRAIN(post TU262)
FROM FCU TOPRESSURISING
VALVE
FROM STARTPURGE VALVE
TO OVERSPEEDDRAIN VALVE
FROM PRESSUREPUMP TO
OVERSPEEDAND DRAIN VALVE
LEFTINJECTION
SUPPLY
INJECTION
FROM STARTELECTRO-VALVETO CHECK VALVE
FROM STARTPURGE VALVE
TO TANK
RIGHTINJECTION
SUPPLY
EXTERNAL FUEL PIPES
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Edition: April 2012 FUEL SYSTEM6.34
FUEL SYSTEM - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE
Refer to Maintenance Manual (chapter 05).
Servicing inspections (except 1E2)List of maintenance tasks to be carried out:
- After the last flight of the day
- Before the first flight of the day
- Pre-flight
- Post-flight
Servicing inspections (1E2)List of maintenance tasks to be carried out:
- Before the first flight of the day
- Between two flights
- After 15 flight hours or 7 days.
Imperative maintenance tasks
List of maintenance tasks to performed to meet the Airworthiness objectives.
Mandatory maintenance tasks
List of maintenance tasks considered by the manufacturer as having to be carried out, although they do not directly affect flightsafety.
Recommended maintenance tasks
List of maintenance tasks that are advised by the engine manufacturer in order to improve reliability, increase availability and reduce the operating cost of the engine.
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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Edition: April 20126.35
FUEL SYSTEM
MANDATORY MAINTENANCE TASKS- FCU filtering element • Replacement Chap. 73- Injection wheel • Permeability check Chap. 72- Combustion chamber drain valve • Inspection and check Chap. 72- Fuel LRUs • Inspection and check Chap. 73
Ground run- Start purge valve (auxiliary valve) • Leak test Chap. 73- Injection union (if module removed) • Leak test Chap. 72- Re-injection prohibit switch of the ignition solenoid valve • Inspection and check Chap. 73- Overspeed and drain valve • Operational check Chap. 73- Deceleration control unit • Leak test Chap. 73
PREVENTIVE MAINTENANCE
SERVICING INSPECTIONSAFTER 15 FLIGHT HOURS OR 7 DAYS- Inspection of the FCU mechanical controls
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
PREVENTIVE MAINTENANCEFUEL SYSTEM - 1ST LINE MAINTENANCE
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Edition: April 2012 FUEL SYSTEM6.36
FUEL SYSTEM - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE
List of maintenance tasks to be carried out when required (in the event of an operating anomaly).
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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Edition: April 20126.37
FUEL SYSTEM
- Ignition solenoid valve • Removal / installation Chap. 73- Pressurising valve • Removal / installation Chap. 73 • Inspection / check Chap. 73- Starting drain valve assy • Removal / installation Chap. 73 • Inspection / check Chap. 73- Starting drain valve assy - auxiliary valve • Sealing washer: removal / installation Chap. 73- Drain valve of the injection manifold • Removal / installation Chap. 73 • Inspection / check Chap. 73- Overspeed electrovalve Removal / installation Chap. 73- FCU fuel filter • Removal / installation Chap. 73- Pre-blocage indicator • Removal / installation Chap. 73- Low-fuel pressure switch • Removal / installation Chap. 73
- 1S-1E: Main fuel filter • Removal / installation Chap. 73 • Pre-blocage indicator Removal / installation Chap. 73- 1S-1E: Astatic valve • Removal / installation Chap. 73- 1S-1E: Ejector • Removal / installation Chap. 73
CORRECTIVE MAINTENANCE(non exhaustive list)
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
CORRECTIVE MAINTENANCEFUEL SYSTEM - 1ST LINE MAINTENANCE
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Edition: April 20127.1
CONTROL SYSTEM
7 - CONTROL SYSTEM
- Control system presentation .............................................................. 7.2- Control system - Operation ................................................................. 7.6- Control system - 1st line maintenance .............................................. 7.30 - 7.33
(XX-XX-XX): Page references which deal with the subject in the maintenance documentation.
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Edition: April 2012 CONTROL SYSTEM7.2
CONTROL SYSTEM PRESENTATIONGENERAL
FunctionsThe system is designed to adapt the engine to the aircraft power requirementswhilstremainingwithindefinedlimits.
The main functions are:
- Manual control
- Speed control
- Various limits
- Acceleration control
- Overspeed protection.
Main characteristics- Hydromechanical control
- Manual control.
Main components- Fuel control unit
- Engine and systems
- Aircraft: various systems (control, indication, supply)
- Tachometer box (according to version).
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CONTROL SYSTEM
TEST
TACHOMETER BOX(according to version)- Manual control
- Speed control
- Various limits
- Acceleration control
- Overspeed protection
MAIN FUNCTIONS
AIRCRAFT(various systems)
FUEL CONTROLUNIT
ENGINE(engine and systems)
Hydromechanicalcontrol
Manual control
GENERALCONTROL SYSTEM PRESENTATION
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Edition: April 2012 CONTROL SYSTEM7.4
CONTROL SYSTEM PRESENTATIONDESCRIPTION
The complete system includes aircraft components, engine components and the FCU.
Aircraft components- Control devices (control lever and anticipator)
- Indicating devices (indicators, lights...)
Engine components- Hydromechanical components:
• Overspeedanddrainvalve• Purgevalve• Startinjectorelectro-valve• Pressurisingvalve• Startinjectors• Maininjectionsystem
- FCU components:• Powerturbinespeedgovernor• Gasgeneratorspeedgovernor• Accelerationcontrolunit• Meteringunit• Decelerationcontrolunit.
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CONTROL SYSTEM
ANTICIPATOR
POWER TURBINESPEED GOVERNOR
GAS GENERATORSPEED GOVERNOR
METERINGUNIT
DECELERATIONCONTROL UNIT
PRESSURIZINGVALVE
INJECTIONWHEEL
OVERSPEED ANDDRAIN VALVE
CONTROLLEVER
PURGEVALVE
STARTINJECTORS
START INJECTORELECTRO-VALVE
ACCELERATIONCONTROL UNIT
DESCRIPTIONCONTROL SYSTEM PRESENTATION
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Edition: April 2012 CONTROL SYSTEM7.6
CONTROL SYSTEM - OPERATIONCONTROL
Installation configurationThe gas generator supplies power to the power turbine which is connected to the helicopter main rotor.
Installation requirements- Aircraft rotor speed (NR) almost constant in all operating conditions(becauseoftherotorefficiency)whatevertheloadapplied
- Max. torque limitation (imposed by the mechanical transmission and the helicopter main gearbox)
- Power turbine rotation speed (N2) within given limits (in fact almost constant, as it is connected to the rotor)
- Limitation of the gas generator rotation speed N1:• Max.N1(maximumenginepower)• Min.N1(toavoidcriticalspeeds)
- Load sharing (equal sharing of loads between the 2 engines)
- Protectionagainstsurge,flame-out,overtemperature…
Adaptation to requirementsThe control system ensures the engine adaptation to the requirementsbymetering the fuelflowWFsprayed into thecombustion chamber.
Thus, the gas generator adapts automatically to the requirements (N1 demand) to maintain constant power turbine rotation speed N2 whilst keeping all the other parameters within determined limits.
This adaptation is illustrated by:
- The diagram W/N2 which illustrates the power W, the max. torque TRQ and the rotation speeds N1 and N2
- The diagram N1/N2 which il lustrates the N1/N2 relationship.
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CONTROL SYSTEM
N1
N2
Controlsystem
WF
INSTALLATION CONFIGURATIONAND REQUIREMENTS
N1
NR
Max.
Min.
Nominal N2
Operatingrange
W
N2
Max. torque TRQ
N1 isospeeds
Max. N1
Min. N1
POWER W / N1, N2
N1 / N2ADAPTATION TO REQUIREMENTS
TET
N2
TRQW
REQUIREMENTS
- NR- N2- Max. torque TRQ- N1- W eng 1 = W eng 2- Protections
CONTROLCONTROL SYSTEM - OPERATION
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Edition: April 2012 CONTROL SYSTEM7.8
CompensationAs the largest load variations are caused by changes in collective pitch, a link between the collective pitch lever and the governor allows the system to compensate for the static droop. In addition, the detection phase is brought forward (hence the name "anticipator") to reduce the response time. To do this, a cam is added to compress the spring so that it exerts the same force in all collective pitch positions.
The diagram shows the apparent static-droop line for different collective pitch positions (anticipator effect):
In the diagram: θ1 = fine pitch, θ2 = medium pitch,θ3=coarsepitch.
In operation, points 1, 2 and 3 are obtained and the static droop is therefore compensated for, i.e. the power turbine speed and therefore the rotor speed are almost constant in all operating conditions.
In transient ratings, the power turbine speed varies, but the governor acts to bring it very quickly back to its nominal value, to within the value of the static droop.
Note: The static droop is slightly overcompensated.
CONTROL SYSTEM - OPERATIONSTATIC DROOP - COMPENSATION
Static droopEach governor (N2 and N1) uses the principle of the centrifugal governor(asysteminventedbyJamesWatt),inwhichacontrolspringissetinoppositiontoaflyweight.Thespringattemptsto open the metering valve and is opposed by the centrifugal forcegeneratedbytheflyweight.
At a stabilised rating, the system is in equilibrium: the force exerted by the spring is equal to the centrifugal force (Fs = Fc). Thereisthereforeagivenfuelflowandanominalrating.
In a transient rating, e.g. when the engine rpm decreases (due to the increase in the resisting torque), the centrifugal force decreases. The force exerted by the spring therefore becomes the greater of the two and opens the metering valve. This increases the engine rpm until the equilibrium is re-established (Fs = Fc). Although the equilibrium has been re-established, the spring is now less compressed than at the previous engine rpm. It therefore exerts less force, which leads to a slight reduction in the nominal engine rpm.
In this type of control system, the N1 speed is made to be inversely proportional to the N2. The relationship between N1 and N2 illustrates this proportionality and the variation in N2 is referred to as "static droop".
Although the "static droop" ensures the stability of the system, it is not acceptable because the helicopter rotor requires one constant rotation speed.
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CONTROL SYSTEM
Static droop
1
2
3
θ2
θ3
θ1
L1 L2 L1 L1
WF/N1
N2
WF/N1
N2
STATIC DROOP - COMPENSATIONCONTROL SYSTEM - OPERATION
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Edition: April 2012 CONTROL SYSTEM7.10
CONTROL SYSTEM - OPERATIONPRINCIPLE OF THE CONTROL LOOP
Thesystemmetersthefuelflowinordertomatchtheenginepower to the requirements thus keeping power turbine rotation speed constant. The control components are contained in the hydromechanical unit mounted on the front face of the accessory gearbox.
Operation of the control loopThe power turbine governor compares the actual speed N2 with a speed datum which varies with the collective pitch. It determines a speed datum (N1*) which is a function of the difference measured.
The gas generator governor compares the datum speed (N1*) and the actual speed (N1) and meters the fuel to maintain the datum speed, thus matching the gas generator to the conditions.
Theaccelerationcontrolunitlimitsthetransientfuelflow(WF)variations in relation to P2 pressure so as to prevent compressor surge while permitting quick response times.
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CONTROL SYSTEM
+
+
+
P2
N1*
N1
N2
N2*
WF
t
t
t
t
ACCELERATIONCONTROL UNIT
GAS GENERATORSPEED GOVERNOR
POWER TURBINESPEED GOVERNOR
GASGENERATOR
POWERTURBINE
MAIN GEARBOX
COLLECTIVEPITCH CONTROL θ
N1 SPEED (Increase or decreaseto match the load variations)
FUEL FLOW WF (Variationcontrolled by the governor)
N2 SPEED (Transient variationand quick return to nominal speed)
LOAD TRQ(e.g. collective pitch)
VARIATION OF THE MAINPARAMETERS IN TIME
N1
N2
WF
TRQ
PRINCIPLE OF THE CONTROL LOOPCONTROL SYSTEM - OPERATION
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Edition: April 2012 CONTROL SYSTEM7.12
CONTROL SYSTEM - OPERATION
POWER TURBINE GOVERNOR
This proportional type governor determines a datum signal according to the anticipator signal and the actual speed.
In stabilized conditions,theflyweightcentrifugalforcebalancesthedatumspringforce.Theleverisinafixedpositioninfrontof thepotentiometric jet.The reducedpressureflows to thelow pressure and a modulated pressure is established in the chamber.Theamplifierpiston(subjectedtoareferencepressureon one side and to the modulated pressure on the other side) determines the N1 datum transmitted to the gas generator governor by a lever and a plunger.
Transient conditions, the anticipator modifies the springforce while the centrifugal force changes. The lever pivots and moves in front of the potentiometric jet thus altering the leak andthereforechangingthemodulatedpressure.Theamplifierpiston then moves and, by means of the lever and plunger, sets a new datum on the gas generator governor. The gas generator adapts itself to the new condition until the balance is regained.
GAS GENERATOR GOVERNOR
This integral type governor controls the datum speed demanded by the power turbine governor. It achieves this control by meteringthefuelflow.
In stabilized conditions,theflyweightcentrifugalforcebalancestheforceofthedatumspring.Theleverisinafixedpositionandthe valve determines a given modulated pressure. The working piston controls a given position of the metering needle which metersthefuelflowtoobtaintherequiredrotationspeed.Thesystem is "in balance".
In transient conditions, we have seen that the power turbine governor determines a new datum which upsets the balance. The lever moves, the leak varies and consequently the modulated pressure. The working piston moves the metering needle until the new N1 datum is obtained. The gas generator speed increases or decreases, thus regulating engine output power to match the load and obtain a constant power turbine speed.
Thermal compensatorThe thermal compensator moves the potentiometric jet as a function of the fuel temperature,which slightlymodifies themodulated pressure, thus maintaining the max. N1 speed constant.
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Edition: April 20127.13
CONTROL SYSTEM
Low pressure(approx. 100 kPa)
Modulated pressureN2 (approx. 280 kPa)
Reduced pressure(approx. 400 kPa)
Modulated pressureN1 (approx. 300 kPa)
ANTICIPATOR
MAX N1STOP
LEVER
POTENTIOMETRICJET
MIN N1STOP
N1 DATUMPLUNGER
AMPLIFIERPISTON
N2 DATUMSPRING
N2 SPEED DETECTOR(flyweight)
N1 DATUMSPRING
LEVER
N1 SPEEDDETECTOR(flyweight)
DAMPINGDEVICE
THERMALCOMPENSATOR
POTENTIOMETRICJET
WORKINGPISTON
METERINGNEEDLE
POWER TURBINE GOVERNOR AND GAS GENERATOR GOVERNORCONTROL SYSTEM - OPERATION
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Edition: April 2012 CONTROL SYSTEM7.14
CONTROL SYSTEM - OPERATIONACCELERATION CONTROL UNIT
It limits fuelflow increase in transientconditions, inorder toprevent compressor surge during acceleration.
In stabilized conditions, there is a gap between the fork and the metering valve. The position of the metering valve is determined by the working piston.
In load increase transient conditions, the governor "responds" and the working piston moves rapidly. Under the action of its spring, the metering needle opens until it stops against the fork.Thisdisplacementrepresentswhatiscalled"instantflowincrease" initiating the acceleration. Then the subsequent increase in P2 pressure causes the deformation of the capsule which permits further opening of the metering needle until it comes into contact with the working piston.
DECELERATION CONTROL UNIT
Insomeversions,adecelerationcontrolunit(orminflowlimiter)is included in themetering unit to prevent flame-out duringdeceleration.
In load decrease transient conditions, the closing of the metering needle is limited by a mechanical stop.
This mechanical stop is controlled by a diaphragm subjected to P2 pressure.
The stop withdraws as the P2 pressure decreases in order to preventengineflame-outduringrapiddeceleration.
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CONTROL SYSTEM
x
P0 P2
P0P2
Min. flow stop of theacceleration control unit
Max. flow stop of theacceleration control unit
Max. flow for a determined P2pressure (lever mechanism position)
ACCELERATION CURVE(Fuel flow WF as a function of compressor pressure P2)
"X" instant flow increase = distance between the metering valve position and fork position
BAROSTATICDEVICE
ACCELERATIONCAPSULE
LEVERMECHANISM
CAMWORKINGPISTON
DIAGRAM OF THE MECHANISM
ACCELERATIONCAPSULE
GAP (x) CAMWORKINGPISTON
FUEL METERINGNEEDLE
LEVERMECHANISM
METERINGNEEDLE
DECELERATION CURVE(WF as a function of P2)
Min. flow curveas a function of P2 pressure
DECELERATIONCONTROL UNIT
WF
P2
Max.
Min.
X
WF
P2
ACCELERATION CONTROL UNIT AND DECELERATION CONTROL UNITCONTROL SYSTEM - OPERATION
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Edition: April 2012 CONTROL SYSTEM7.16
CONTROL SYSTEM - OPERATIONMETERING UNIT
Metering needleThemeteringneedle isaprofiledneedlewhichmoves inacalibratedorifice.
The fuel under pump pressure flows through the passagedeterminedbythemeteringneedleslidingintheorifice.
Constant ∆P valveToobtainafuelflowsolelydependinguponthemeteringneedleposition, this valve keeps a constant pressure difference across the metering needle. It consists of a diaphragm subjected metering needle pressure variation. Any variation of pressure difference (∆P) is sensed by this valvewhich returnsmoreor less fuel to the inlet of the pump. In fact, the pump always suppliesaflowhigherthantheenginerequirementsandtheexcess fuel is returned to the inlet.
The ∆P transient variations are due to the pump pressurevariations, to the downstream pressure variations and of course to the displacement of the metering valve.
For example: when the metering needle opens, the pressure difference decreases, the valve diaphragm senses this and moves to close the return. More fuel is admitted to the engine, the upstream pressure increases and the nominal ∆P isregained.
OperationGraph of fuel flow (WF) as a function of metering needle position (S):eachpositioncorrespondstoafuelflowandeachdisplacement∆Scorrespondstoaproportionalflowvariation∆WF.
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CONTROL SYSTEM
∆S
∆WF
WF
SWF AS A FUNCTION OFNEEDLE POSITIONS (S)
FUELRETURN
FUELINLET
FUELOUTLET
(WF)METERING
NEEDLE
CONSTANT∆P VALVE
P0P2
METERING UNITCONTROL SYSTEM - OPERATION
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Edition: April 2012 CONTROL SYSTEM7.18
CONTROL SYSTEM - OPERATIONLIMITS
Limits of gas generator speedsThe gas generator rotation speed varies (to adapt the engine to changing conditions) between two extreme limits represented by adjustable mechanical stops.
Max. speedIt is automatically limited by a fixed adjustable stop whichrepresents the max operating rating.
MTOP- Max. Take-Off Power in the case of a single engine (in fact, this rating is given at a value slightly lower than the mechanical stop and the engine must be operated not to overcome it).
MCP - Max. Contingency Power in the case of engine failure during take-off or landing of a twin engine helicopter (OEI 2 min. 30 sec.)
The effect of fuel temperature on the speed (variation of fuel viscosity changing the balance point of the hydromechanical governor) is compensated by the capsule in order to obtain speed invariability (especially max. N1). A slight max. N1 variation is however introduced but within given limits.
Min. governed speedItislimitedbyafixedadjustablemechanicalstoptoavoidlowspeeds corresponding to critical ratings. In operation, this limit is practically never reached because, even at zero torque, the power to drive the compressor requires a higher speed. Therefore, the stop is only a safety measure and it is only adjusted on the FCU test rig.
Limits of fuel flowFuel flow variation in transient conditions is limited by theacceleration control unit to obtain an optimum acceleration without compressor surge. The acceleration rate determines the response time. The slope of acceleration is only adjustable on the test rig.
Themin. fuelflow(limit topreventflame-out) is limitedbyamechanical stop on the metering needle. In some versions, this stop is variable with P2 pressure; it is also called the deceleration control unit.
Themax. fuel flow is determinedby the full opening of themeteringneedleforagivenpressuredifference∆P.Itisafactoryadjustment which represents a sort of power limitation.
Inmanualcontrol (emergencycontrol), themax. fuelflow islimited at a lower value to avoid exceeding of the limits.
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CONTROL SYSTEM
N1 LIMITS
N1 max. as a function offuel temperature
N1 thermallimit
N1 limit toensure power
Metering unit max. WF
Manual control max. WF(emergency)
Metering unit min. WF(with decelerationcontrol unit)Metering unit min. WF(without decelerationcontrol unit)
FUEL FLOW LIMITS (WF)
N1
Temperature
WF
P2
LIMITSCONTROL SYSTEM - OPERATION
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Edition: April 2012 CONTROL SYSTEM7.20
CONTROL SYSTEM - OPERATIONLIMIT OF TORQUE AND POWER TURBINE OVERSPEED SAFETY SYSTEM
Limit of torqueA max. torque limit is required by the mechanical transmission. The control system does not ensure a torque limit and the operating instructions should be observed to prevent any overtorque.Theflightmanualindicatesthetorquelimits:alsosee chapter "indication" of this manual for details of the torque measuring system.
Power turbine overspeed safety systemThis safety system is not included in the control unit but is often mentioned among the functions of the engine control system.
The overspeed safety system is designed mainly to take into account the case of shaft failure resulting in a very sudden acceleration which cannot be contained by the speed governor. The system includes a speed detector, an electronic unit and the overspeed and drain valve of the fuel system.
Itisinstalledonsomeversions:twinengineconfigurationsmainly.
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Edition: April 20127.21
CONTROL SYSTEM
TEST
TRQWF
OVERSPEED ANDDRAIN VALVE
TACHOMETERBOX
N2DETECTOR
TORQUEINDICATOR
LIMIT OF TORQUE - POWER TURBINE OVERSPEED SAFETY SYSTEMCONTROL SYSTEM - OPERATION
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Edition: April 2012 CONTROL SYSTEM7.22
CONTROL SYSTEM - OPERATIONCONTROL SYSTEM PERFORMANCE
As regards the operation, the control system performance determinessomeflightcharacteristics.
The following can be distinguished:
- The response time
- The static and dynamic power turbine speed variations
- The max. speed of the gas generator.
Response timeItcanbedefinedasthetimerequiredtoregainpowerturbinenominal speed in transient conditions. The response time is closely associated to the rate of acceleration of the gas generator.
A check of the response time can be made by recording parameters during a load application. It is less than 4 seconds between N1 min. and max. in standard conditions.
Dynamic variation of power turbine speedIt is the transient speed variation occurring during a load variation. The amplitude of this variation can be observed on the rotor speed indicator; it is related to the other characteristics.
Static variation of power turbine speedItcanbedefinedasthespeedvariationatdifferentratings.Thisstatic variation (a static droop which is slightly overcompensated) can be checked by noting NR speed at different operating points (eg:groundfinepitchandcruisepitch).Withtheincreaseofpower, the NR increases slightly within given limits.
Max. available speed of the gas generatorIt is the max. speed that can be obtained from the gas generator (take-off on single engine and max. contingency on twin engine). This rating can be checked on a load application, noting the max speed obtained when the rotor speed starts decreasing.
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CONTROL SYSTEM
RESPONSE TIME AND DYNAMICVARIATION OF THE POWER
TURBINE SPEED N2STATIC VARIATION OF N2POWER TURBINE SPEED
time
< 4 sec.
< 4 sec.
100% N2
N1Max.
90
80
70Min.
N2
100%
CONTROL SYSTEM PERFORMANCECONTROL SYSTEM - OPERATION
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Edition: April 2012 CONTROL SYSTEM7.24
CONTROL SYSTEM - OPERATIONTWIN-ENGINE CONFIGURATION
Principle of load sharingIn normal conditions, the helicopter rotor is driven by the two power turbines and therefore:
NR = k.N2 eng 1 = k.N2 eng 2
The speed signals received by the two power turbine governors being identical (as well as the signals from the collective pitch), they determine identical datum signals sent to the two gasgeneratorgovernorswhichmeterfuelflowtokeepthemconstant.
As the power is closely related to the N1 speed and as the efficiencydoesnotvarymuchfromonepowerturbinetoanother,a fairly good load sharing is obtained.
Operation on one engineIn this case, the engine remaining in operation supplies the power while the other one is disconnected by the free wheel.
The limit of the operative engine is represented by the max. contingency rating automatically limited by the fuel control unit. This rating, determined for engine failure during take-off or landing, has a limited duration: 2 min. 30 sec.
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CONTROL SYSTEM
N
TRQ
T4
N1POWER TURBINEGOVERNOR
TRIM
COLLECTIVEPITCH
MAINGEARBOX
REDUCTIONGEARBOX
POWERTURBINE
GASGENERATOR
FREE WHEEL
GAS GENERATOR GOVERNOR
NR = k.N2 eng1 = k.N2 eng2
NRN2
(1 and 2)
TRQ1and
TRQ2
T4
N1 Max.
WF
N2
N1
N1*N2*
TWIN-ENGINE CONFIGURATIONCONTROL SYSTEM - OPERATION
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Edition: April 2012 CONTROL SYSTEM7.26
CONTROL SYSTEM - OPERATIONCONTROL SYSTEM LOOP - LOAD INCREASE
"Image" of a load increaset = 0 - "Start" Collective pitch movement
θ - The pitch increases
W1 > W - The resisting torque becomes higher than the drive torque
N2 - The power turbine rotation speed decreases
G - The N2 governor detects the 2 signals, and sends a datum increase to the N1 governor: theN1governorincreasesthefuelflowWF
WF - Instantaneousflowstep
P2 - The compressor discharge pressure increases
AC - The acceleration control unit enables the acceleration to continue
Combustion - The flowWF increases in the combustionchamber
N1 - increases, the output power W increases, the N2 speed stops decreasing and returns to its nominal value when the equilibrium between torques W1 = W is achieved.
t < 4 sec. - End of transient
Evolution of parametersθ - Collective pitch Sudden increase from min. to max. almost instantly
N2 - Power turbine speed Transient decrease and rapid return to nominal speed
after a slight overshoot, and a slight overcompensation of the static droop
N1 - Gas generator speed Speed increase and stabilisation after a slight
overshoot
t - Time in seconds
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CONTROL SYSTEM
t = 0
t < 4
W = W 1
N2
W
N1
W > W1
N2
WF
P2
AC
WF
NR
G
N2
N1
32 2 3
1
1 N2
23
1
2
31
t
t
t
N1
N2
Combustion
Evolution of parameters during a load increase"Image" of a load increase
CONTROL SYSTEM LOOP - LOAD INCREASECONTROL SYSTEM - OPERATION
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Edition: April 2012 CONTROL SYSTEM7.28
CONTROL SYSTEM - OPERATIONCONTROL SYSTEM LOOP - LOAD DECREASE
"Image" of a load decreaset = 0 - "Start" Collective pitch movement
θ - The pitch decreases
W1 < W - The resisting torque becomes lower than the drive torque
N2 - The power turbine rotation speed increases
G - The governor detects the N2 increase and decreasesthefuelflowWF
WF - Instantaneousdecelerationflow
P2 - The compressor discharge pressure decreases
DC - The deceleration controller limits the min. fuel flow(ifneedsbe)
Combustion - TheflowWFdecreases in the combustionchamber
N1 - decreases, the output power W decreases, the N2 speed returns to its nominal value.
t < 4 sec. - End of transient
Evolution of parametersθ - Collective pitch Rapid decrease of pitch
N2 - Power turbine speed Transient increase and return to nominal speed (within
the static droop)
N1 - Gas generator speed Speed decrease and stabilisation
t - Time in seconds
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CONTROL SYSTEM
N132
3 2
11
N2
2
3
1
2
31
t
t
t
N1
N2
t = 0
t < 4
W = W
N2
W
N1
W < W1
N2
G
WF
P2
DC
WF
NR
1
Combustion
N2
"Image" of a load decrease Evolution of parameters during a load decrease
CONTROL SYSTEM LOOP - LOAD DECREASECONTROL SYSTEM - OPERATION
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Edition: April 2012 CONTROL SYSTEM7.30
CONTROL SYSTEM - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE
Refer to Maintenance Manual (chapter 05).
Servicing inspections (except 1E2)List of maintenance tasks to be carried out:
- After the last flight of the day
- Before the first flight of the day
- Pre-flight
- Post-flight
Servicing inspections (1E2)List of maintenance tasks to be carried out:
- Before the first flight of the day
- Between two flights
- After 15 flight hours or 7 days.
Imperative maintenance tasks
List of maintenance tasks to performed to meet the Airworthiness objectives.
Mandatory maintenance tasks
List of maintenance tasks considered by the manufacturer as having to be carried out, although they do not directly affect flightsafety.
Recommended maintenance tasks
List of maintenance tasks that are advised by the engine manufacturer in order to improve reliability, increase availability and reduce the operating cost of the engine.
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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CONTROL SYSTEM
MANDATORY MAINTENANCE TASKSGround run or in flight- Do a check of engine health FM
Test flight- F.C.U. characteristics • Check Chap. 73
PREVENTIVE MAINTENANCE
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
PREVENTIVE MAINTENANCECONTROL SYSTEM - 1ST LINE MAINTENANCE
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Edition: April 2012 CONTROL SYSTEM7.32
CONTROL SYSTEM - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE
List of maintenance tasks to be carried out when required (in the event of an operating anomaly).
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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CONTROL SYSTEM
CORRECTIVE MAINTENANCE(non exhaustive list)
- FCU • Removal / installation No. 1 Chap. 73 • Removal / installation No. 2 Chap. 73 • Inspection / check Chap. 73- Temperature compensating device • Removal / installation Chap. 73- Anticipator and low fuel control • Removal / installation Chap. 73
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
CORRECTIVE MAINTENANCECONTROL SYSTEM - 1ST LINE MAINTENANCE
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Edition: April 20128.1
MEASUREMENT AND INDICATING SYSTEMS
8 - MEASUREMENT AND INDICATING SYSTEMS
- Measurement and indicating systems presentation ........................ 8.2- Speed measurement and indicating system (77-10-03) ................... 8.4- T4 measurement and indicating system ............................................ 8.10- Torque measurement and indicating system .................................... 8.14- Miscellaneous indications .................................................................. 8.18- Measurement and indicating systems - 1st line maintenance ........ 8.22 - 8.25
(XX-XX-XX): Page references which deal with the subject in the maintenance documentation.
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Edition: April 2012 MEASUREMENT AND INDICATING SYSTEMS8.2
MEASUREMENT AND INDICATING SYSTEMS PRESENTATION
FunctionsThe indicating system provides the following functions:
- It allows the pilot to check that the engine is operating within determined limits
- It indicates faults or abnormal changes of parameters
- It allows the checking of certain operating phases.
Note: In fact there are operating parameters (e.g. N1 and torque) and monitoring parameters (e.g. N2, T4, oil temperature and pressure).
Miscellaneous indications- N1 speed (gas generator)
- N2 speed (power turbine)
- T4 gas temperature
- Engine torque
- Oil system indication,
- Miscellaneous (indicating lights and monitoring).
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MEASUREMENT AND INDICATING SYSTEMS
MISCELLANEOUS(indicating lightsand monitoring)
ENGINE TORQUEINDICATION
T4 GAS TEMPERATUREINDICATION
N2 SPEEDINDICATION
N1 SPEEDINDICATION
OIL SYSTEMINDICATION
FUNCTIONS
- To check that the engine operates within determined limits
- To indicate fault or abnormal changes of parameters
- To check certain operating phases
MEASUREMENT AND INDICATING SYSTEMS PRESENTATION
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Edition: April 2012 MEASUREMENT AND INDICATING SYSTEMS8.4
SPEED MEASUREMENT AND INDICATING SYSTEMGENERAL
FunctionThis system measures the rotation speeds of the gas generator (N1) and the power turbine (N2).
Main characteristics- Type:
• tachometertransmitter• phonicwheel(accordingtoversion)
- Transmitter signals: frequency proportional to the rotation speed.
Main components- N1 speed transmitter
- N2 speed transmitter
- Electrical harnesses for connection to the indicators.
DescriptionOne or two tachometer generators (N2 optional) linked to one or two indicators.
OperationN1isanoperatingparameterasitreflectstheenginepowerand serves to determine the limit ratings.
The N2 signal is used for the N2 indication (associated with the NR indication).
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MEASUREMENT AND INDICATING SYSTEMS
N1INDICATOR
N2INDICATOR
ACCESSORY GEARBOXREAR FACE
N2 SPEED SENSOR
N1 SPEED SENSOR
N1 SPEEDSENSOR
N2 SPEEDSENSOR
ELECTRICALCONNECTOR
ELECTRICALCONNECTOR
REAR OF THEINTERMEDIATE GEAROF THE REDUCTION
GEARBOX
PHONIC WHEEL(starter generator
drive shaft)
GENERALSPEED MEASUREMENT AND INDICATING SYSTEM
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Edition: April 2012 MEASUREMENT AND INDICATING SYSTEMS8.6
SPEED MEASUREMENT AND INDICATING SYSTEMN1 AND N2 TACHOMETER-TRANSMITTERS (EXCEPT 1E, 1S)
FunctionThe system measures the gas generator rotation speed (N1) and the power turbine rotation speed (N2).
Position- On the rear face of the accessory gearbox:
• N1ontheright-handside• N2ontheleft-handside(accordingtoversion).
Main characteristics- Type:
• Tachometer-transmitter• 3-phasepermanentmagnetgenerator
- Transmitter signals: frequency proportional to the rotation speed
- Quantity: 2 identical N1/N2 transmitters (interchangeable).
DescriptionThe assembly consists of:
- A tachometer-generator whose rotor is a mechanically driven permanent magnet. It delivers a 3-phase AC voltage electrical signal whose frequency is proportional to the speed
- An asynchronous motor which receives the signal from the transmitter and displays the speed on a graduated dial.
General operationTheN1signal isacontrolparameterbecause it reflects thepower being supplied and determines the operating "limit ratings".
The N2 signal is an indicating parameter (associated with the rotor rotation speed indication (NR)).
N1/N2 operationThe rotation of the permanent magnet in front of the three windings induces an AC voltage.
The frequency of this AC voltage is proportional to the rotation speed.
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MEASUREMENT AND INDICATING SYSTEMS
BODY
ELECTRICALPLUG
STATOR
INDICATOR
Type:- Tachometer-transmitter
- 3-phase permanent magnetgenerator
Transmitter signals:Frequency proportional
to the rotation speed
Quantity:2 identical N1/N2 transmitters
(interchangeable)
N1 AND N2 TACHOMETER TRANSMITTERS (EXCEPT 1E, 1S)SPEED MEASUREMENT AND INDICATING SYSTEM
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Edition: April 2012 MEASUREMENT AND INDICATING SYSTEMS8.8
SPEED MEASUREMENT AND INDICATING SYSTEMN1 AND N2 SPEED SENSORS (1E, 1S)
FunctionThe system measures the gas generator rotation speed (N1) and the power turbine rotation speed (N2).
Position- N1 sensor: on the accessory gearbox casing right-hand side
- N2 sensor: at the bottom of the rear drive shaft casing.
Main characteristics- Type: electro-magnetic
- Quantity: 2 (interchangeable)
- N1 phonic wheel:• Quantity:1• Onthestarter-generatordriveshaft
- N2 phonic wheel:• Quantity:1• On the rear of the intermediate gear of the reduction
gearbox.
DescriptionThe system consists of a toothed wheel, called a phonic wheel, rotating in front of an electro-magnetic pick-up which is connected to an indicator.
OperationThe passage of the teeth in front of the electro-magnetic sensor induces an alternating current in the sensor windings. This current has a frequency proportional to the speed and the number of teeth:
nd x NF = 60
(nd = Number of teeth; N = rotation speed in RPM; F = frequency)
The signal from the sensor is transmitted to the cockpit indicator which transforms it into an indication which may be analog, digital or both.
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MEASUREMENT AND INDICATING SYSTEMS
F =
TO THE INDICATOR
SPEEDSENSOR
PHONIC WHEEL
PHONICWHEEL
PHONIC WHEEL(starter generator
drive shaft)
ELECTRO-MAGNETICSENSOR
INDICATOR
N1 SPEEDSENSOR
N2 SPEEDSENSOR
ELECTRICALCONNECTOR
ELECTRICALCONNECTOR
REAR CASING OFTHE INTERMEDIATE
GEAR
nd x N60
N1 AND N2 SPEED SENSORS (1E, 1S)SPEED MEASUREMENT AND INDICATING SYSTEM
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Edition: April 2012 MEASUREMENT AND INDICATING SYSTEMS8.10
T4 MEASUREMENT AND INDICATING SYSTEMGENERAL
FunctionThis system provides an indication of the gas temperature (T4) at the gas generator turbine outlet.
Position- All the system components are located on the engine except
the T4 indicator.
Main characteristics- Type: thermocouple probes
- Indication: degrees Celsius.
Main components- Thermocouple probes (x 3)
- Indicator
- 1E-1S : Thermocouple junction box.
OperationThe gas temperature (T4) is an operating parameter, particularly during engine starting.
Asitwouldbedifficulttomeasuretheturbineinlettemperature,the gas generator outlet temperature is measured.
All versions (except 1E-1S): The system includes thermocouple probes which are connected to an indicator by means of a harness.
1E-1S: The thermocouple junction box provides a connection between the thermocouple probes and the indicator.
The system produces a voltage proportional to the temperature of a junction of two dissimilar metals.
The voltage produced is measured by a galvanometer indicator which is graduated in degrees Celsius.
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MEASUREMENT AND INDICATING SYSTEMS
T°
GAS GENERATORTURBINE
THERMOCOUPLEPROBES
1E-1S:THERMOCOUPLEJUNCTION BOX
T4 TEMPERATUREINDICATION
1E/1S
1E/1S
Except1E/1S
Type:Thermocouple probes
Indication:Degrees Celsius
THERMOCOUPLEPROBES
1E-1S:THERMOCOUPLEJUNCTION BOX
GENERALT4 MEASUREMENT AND INDICATING SYSTEM
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Edition: April 2012 MEASUREMENT AND INDICATING SYSTEMS8.12
T4 MEASUREMENT AND INDICATING SYSTEMSYSTEM COMPONENTS
Thermocouple probes
Function
The thermocouple probes measure the gas temperature (T4) at the gas generator outlet.
Position
- Around the rear part of the combustion chamber casing.
Main characteristics
- Type: Chromel - Alumel thermocouple
- Quantity: 3
- Connection: in parallel.
Functional description
The 3 thermocouple probes are identical. They are positioned to give a homogeneous measurement. Each probe contains a hot junction (Chromel - Alumel wires soldered together).
The probes are connected in parallel either to the aircraft indicatordirectlyorthroughanamplifierprovidinganaloganddigital outputs.
A thermocouple probe produces an electromotive force which is proportional to the temperature difference between the hot and the cold junction. The electromotive force is delivered to the T4 indicator (galvanometer graduated in degrees Celsius). The reading obtained is an average temperature.
Thermocouple junction box (1E-1S)
Function
The thermocouple junction box forms the interface between the thermocouples and the indicator.
Position- On a bracket at the upper part of the power turbine.
Main characteristics- Type: box with connectors.
Functional description
The thermocouple junction box contains connection system of Chromel - Alumel wires and provides a connection between the thermocouple probes and the aircraft indicator.
It includes the connectors of the thermocouple probes (x 3) and of the indicator.
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MEASUREMENT AND INDICATING SYSTEMS
Cable
Mountingnut
THERMOCOUPLE PROBES
Type:Chromel - Alumel thermocouple
Quantity:3
Connection:In parallel
1E-1S: THERMOCOUPLEJUNCTION BOX
Type:Box with connectors
1E-1S: THERMOCOUPLEJUNCTION BOX
INDICATOR
Alumel
Chromel
Hotjunction
Coldjunction
THERMOCOUPLEPROBE Thermocouple
connectors
Thermocoupleconnector
Indicatorconnector
1E/1S
1E/1S
SYSTEM COMPONENTST4 MEASUREMENT AND INDICATING SYSTEM
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Edition: April 2012 MEASUREMENT AND INDICATING SYSTEMS8.14
TORQUE MEASUREMENT AND INDICATING SYSTEMGENERAL
FunctionTo provide an indication of the engine torque measured at the reduction gearbox intermediate gear.
Position- All the system components are located on the engine except
the torque indicator.
Main characteristics- Type: hydraulic torquemeter
DescriptionThetorquemeterpistonisfittedintothehuboftheintermediategear of the reduction gearbox on a stop bearing.
Theheadofthepistonfitsintoacavityinthereductiongearboxfront casing. An oil tube passes through the hollow shaft of the piston and forms a passage between the piston and the tube base. Oil from the torquemeter system can pass through this passage.
Operation
General operation
The reaction torque is transformed into axial force on the reduction gear intermediate pinion. The force is transmitted to apistonwhichdeterminesanoilflowmodulatingapressurerepresentative of the torque.
The pressure is transformed into electrical current supplied to the indicator by a transmitter.
Torquemeter operation
The torque on the output shaft is transmitted to the reduction gearbox. The intermediate gear, which has helical teeth, transmits the axial force to the piston, via the stop bearings.
The movement of the intermediate gear/piston assembly varies theoilflowbetweenthepistonandthetubebase.
This pressure variation is felt by the torque transmitter.
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MEASUREMENT AND INDICATING SYSTEMS
INTERMEDIATEGEAR
TORQUEMETERPISTON
STOPBEARING
LUBRICATIONTUBE
OIL INLET(pressure modulated
by the piston)
REDUCTIONGEARBOX
CASING
OIL FLOWVARIATION
MAIN CHARACTERISTICS
Type:hydraulic torquemeter
INDICATOR
FILTER
TRANSMITTER
LIMITEDFLOW
TORQUEMETERPISTON
RESTRICTOR
TO ENGINELUBRICATIONOIL PUMP
GENERALTORQUE MEASUREMENT AND INDICATING SYSTEM
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Edition: April 2012 MEASUREMENT AND INDICATING SYSTEMS8.16
TORQUE MEASUREMENT AND INDICATING SYSTEMTORQUE TRANSMITTER
FunctionThe transmitter transforms the hydraulic signal (modulated pressure from the piston) into an electrical signal and transmits it to the indicator.
Position- Rear right hand side of the accessory gearbox.
Main characteristics- Type: inductive or resistive (according to version).
DescriptionThe system includes:
- Acalibratedorifice
- A transmitter
- A pressure tapping point.
Note: The torque transmitter or the indicator (according to version) is adjusted and matched to the reduction gearbox.
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MEASUREMENT AND INDICATING SYSTEMS
Type:Inductive or resistive(according to version)
Note: The torque transmitter or the indicator (according to version) is adjusted and matched to the reduction gearbox.
INDICATOR
TORQUEMETER PISTONMODULATED PRESSURE
TRANSMITTER
PUMPPRESSURE
RESTRICTOR
PRESSURETAPPING
TORQUE TRANSMITTERTORQUE MEASUREMENT AND INDICATING SYSTEM
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Edition: April 2012 MEASUREMENT AND INDICATING SYSTEMS8.18
MISCELLANEOUS INDICATIONSGENERAL
There are several indicators and instruments which give information about the engine operation. These pages summarize the various lights which have already been dealt with in other chapters.
Position- Engine
- On the instrument panel.
Main characteristics- Indicating lights directly connected to engine sensors
- Indications provided by the aircraft
- Electrical measurement circuit directly connected to indicators.
Main components- Sensors and engine accessories (refer to corresponding
chapters for more information)
Lights directly connected to the engine sensors- Low oil pressure
- Bleed valve position
- Magnetic particles.
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MEASUREMENT AND INDICATING SYSTEMS
HELICOPTER
ENGINE
+ 28 V
Low oil pressureBleed valve positionMagnetic particlesCircuit breaker
INDICATING:
• Fuel
• Oil
• Air
• Power
• Overspeed
• Fire
GENERALMISCELLANEOUS INDICATIONS
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Edition: April 2012 MEASUREMENT AND INDICATING SYSTEMS8.20
MISCELLANEOUS INDICATIONSCYCLE COUNTER
FunctionThe cycle counter automatically carries out the calculations stated in the maintenance manual.
Main components- Tachometer box with failure indicator
- Display unit with N1 and N2 cycle displays
- Electrical connectors.
Note: In the 1E and 1S versions, a same box ensures the two functions of N2 overspeed protection and cycle counter.
OperationThe input signal is the N1 speed supplied by a pick-up or by the tachometer generator.
With this information, the system converts the engine actual operating cycles into "reference cycles" and displays the result.
For the power turbine, the relationship is: 1 cycle = 1 start.
It is then possible to calculate the number of cycles of life limited parts.
The electronic box corresponding to an engine variant can perform some (or all) of the following functions:
- Count engine operating cycles
- Control electro-pneumatic compressor bleed valve
- Protect against power turbine overspeed
- Monitor the power turbine.
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MEASUREMENT AND INDICATING SYSTEMS
DISPLAYUNIT
FAILUREINDICATOR
N1, N2 AND 24 VINPUTN1 AND N2
CYCLE DISPLAYS
Note: In the 1E and 1S versions, a same box ensures the two functions of N2 overspeed protection and cycle counter.
CYCLE COUNTERMISCELLANEOUS INDICATIONS
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Edition: April 2012 MEASUREMENT AND INDICATING SYSTEMS8.22
MEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE
Refer to Maintenance Manual (chapter 05).
Servicing inspections (except 1E2)List of maintenance tasks to be carried out:
- After the last flight of the day
- Before the first flight of the day
- Pre-flight
- Post-flight
Servicing inspections (1E2)List of maintenance tasks to be carried out:
- Before the first flight of the day
- Between two flights
- After 15 flight hours or 7 days.
Imperative maintenance tasks
List of maintenance tasks to performed to meet the Airworthiness objectives.
Mandatory maintenance tasks
List of maintenance tasks considered by the manufacturer as having to be carried out, although they do not directly affect flightsafety.
Recommended maintenance tasks
List of maintenance tasks that are advised by the engine manufacturer in order to improve reliability, increase availability and reduce the operating cost of the engine.
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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MEASUREMENT AND INDICATING SYSTEMS
MANDATORY MAINTENANCE TASKS- Torquemeter transmitter • Inspection and check Chap. 72- N1 tachometer transmitter • Inspection and check Chap. 77- Pyrometric harness • Visual inspection Chap. 77 • Test Chap. 77
PREVENTIVE MAINTENANCE
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
PREVENTIVE MAINTENANCEMEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCE
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Edition: April 2012 MEASUREMENT AND INDICATING SYSTEMS8.24
MEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE
List of maintenance tasks to be carried out when required (in the event of an operating anomaly).
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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MEASUREMENT AND INDICATING SYSTEMS
CORRECTIVE MAINTENANCE(non exhaustive list)
- N1 speed sensor (NG) • Removal / installation Chap. 77- N2 speed sensor (NFT/NR) • Removal / installation Chap. 77- Torquemeter transmitter • Removal / installation Chap. 77 • Test Chap. 77- Box and thermocouples • Removal / installation of a thermocouple Chap. 77 • Removal / installation of the box Chap. 77 • Inspection Chap. 77- Tachometer unit and cycle counter • Counting function: test Chap. 77
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
CORRECTIVE MAINTENANCEMEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCE
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Edition: April 20129.1
STARTING SYSTEM
9 - STARTING SYSTEM
- Starting system presentation ............................................................. 9.2- Starter-generator .................................................................................. 9.6- Ignition system (74-00-00) .................................................................... 9.8- Starting system - Operation ................................................................ 9.10- Starting system - 1st line maintenance ............................................. 9.14 - 9.17
(XX-XX-XX): Page references which deal with the subject in the maintenance documentation.
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Edition: April 2012 STARTING SYSTEM9.2
STARTING SYSTEM PRESENTATIONGENERAL
FunctionThestartingsystemensuresstarting(onthegroundandinflight)and dry crank of the engine. It includes the following functions: cranking, fuel supply and ignition.
PositionAll the starting accessories are installed on the engine. Indicating and control components are supplied by the aircraft manufacturer.
Main characteristics- Starting envelope: according to version
- Start duration: between 25 and 30 sec.
- Max.drycranktime:≤15sec.
- Stabilisation time before shut-down: 60 sec.
- Run-down time: > 30 sec. from 30 to 0% N1.
Main components- Starter-generator (cranking)
- Ignition units and igniter plugs
- Fuel system (supply, metering and delivery)
- Indicating and control system:• Electricalsystem• Instruments.
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Edition: April 20129.3
STARTING SYSTEM
CRANKING
FUEL SUPPLY ANDDISTRIBUTION
IGNITIONUNITS
IGNITERPLUGS
IGNITION
START CONTROLAND INDICATING
STARTER-GENERATOR Starting enveloppe:According to version
Start duration:Between 25 and 30 sec.
Max. dry crank time:≤ 15 sec.
Stabilisation time before shut-down:60 sec.
Run-down time:> 30 sec. from 30 to 0% N1
GENERALSTARTING SYSTEM PRESENTATION
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Edition: April 2012 STARTING SYSTEM9.4
STARTING SYSTEM PRESENTATIONDESCRIPTION
StarterThe starter is electrically supplied with direct current from the batteries through the aircraft electrical system.
During starting, the starter drives the gas generator rotating assembly through the accessory drive train.
At the end of starting, the electrical supply to the starter is cut.
The starter is installed on the front face of the gearbox casing.
Ignition unit
The ignition units are of high energy type. They transform the direct current voltage provided by the aircraft system into high energy voltage required for the igniter plug operation.
The ignition units are located at the right side of the axial compressor casing.
Igniter plugsThe engine has two igniter plugs which ignite the air fuel mixture sprayed by the start injectors.
The igniter plugs are installed close to the start injectors and are connected to the ignition units by two cables.
Fuel systemThe fuel system supplies fuel to the start and main injectors.
Control and indicating systemThe control system includes:
- The cockpit components (fuses or circuit-breakers, dry crank and start push-buttons, the manual control lever)
- The supply (28 V battery)
- The accessory relay (to electrically supply the starting accessories)
- The starter contactor
- The overspeed box (twin engine only).
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Edition: April 20129.5
STARTING SYSTEM
DRY CRANKPUSH-BUTTON
STARTPUSH-BUTTON
CIRCUITBREAKER
STARTERCONTACTOR
ACCESSORYRELAY
OVERSPEEDBOX
STARTER-GENERATOR
IGNITIONUNITS
START INJECTORELECTRO-VALVE
DESCRIPTIONSTARTING SYSTEM PRESENTATION
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Edition: April 2012 STARTING SYSTEM9.6
STARTER-GENERATOR
FunctionThe starter cranks the gas generator rotating assembly during starting and dry crank. At the end of starting (when the rotation speed issufficient), thestarteroperatesasaDirectCurrentgenerator.
Position- On the front face of the accessory gearbox. It is secured by
a clamp.
Main characteristics- Supplied by the aircraft manufacturer
- Type: starter-generator
- Supply: VDC through heavy duty cables (32 V max.)
Main componentsThe starter main components are:
- The starter-generator
- Themountingflange
- The supply terminals.
Interfaces- Starter electrical supply from the + 28 VDC supply bus bar
through the starter contactor
- Drive of the gas generator rotating assembly through the accessory drive train
- Direct current supply to the aircraft system from the starter-generator when the starting phase is completed.
Operation
Engine cranking
When "START" is selected the starter contactor closes and connects the aircraft DC bus bar to the starter.
The starter then cranks the rotating assembly through the accessory drive train.
The torque on the starter shaft is inversely proportional to the gas generator speed and will be higher when the atmospheric temperature is low.
The N1 increases up to self-sustaining speed (45%) at which point the torque becomes negative. The supply to the starter is cut by the opening of the starter contactor.
Electrical generation
At the end of the start cycle the starter is no longer electrically supplied and it is driven by the gas generator through the accessory drive train. Thus it acts as an electrical generator and supplies current to the aircraft circuit.
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Edition: April 20129.7
STARTING SYSTEM
0
Aircraft manufacturer'ssupply
Type:Starter-generator
Electrical supply:VDC through heavy
duty cables (32 V max.)
N145%
STARTER-GENERATOR
DRIVESHAFT
STARTTORQUE
SELF-SUSTAINING SPEED
TORQUE WITH A DECREASINGAMBIENT TEMPERATURE
GENERATORSTARTER
TERMINALS
STARTER-GENERATOR
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Edition: April 2012 STARTING SYSTEM9.8
IGNITION SYSTEM
FunctionThis system ignites the fuel that is sprayed into the combustion chamber by the start injectors.
PositionWith the exception of the electrical supply circuit, all the componentsarefittedontheengine:
- Ignition units: mounted on a support, on the front right-hand side of the engine
- Ignition cables: between the ignition units and the igniter plugs
- Igniter plugs: beside the start injectors, on either side of the turbine casing.
Main characteristics- Type: High Energy (HE)
- Supply voltage: 28 VDC
DescriptionThe ignition system includes the following components:
- 2 ignition units (identical, high energy)
- 2 ignition cables (identical, triple-braided, high energy)
- 2 igniter plugs (surface-discharge type, incorporating a central electrode insulated from the body, and a semi-conductor at the tip).
OperationThe ignition units are supplied with the DC voltage from the aircraft mains electrical system, and transform it into a high-energy voltage.
This high-energy voltage (approximately 2 kV) is then delivered to the igniter plugs through the ignition cables.
The high-energy voltage produced by the ignition units is supplied to the central electrode of the igniter plugs. It discharges between the semi-conductor and the plug body causing powerful sparks.
These sparks ignite the fuel that is sprayed into the combustion chamber by the start injectors.
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Edition: April 20129.9
STARTING SYSTEM
Type:High Energy (HE)
Supply voltage:28 VDC
IGNITIONCABLE
Electrical connector(to the ignition unit)
Electrical connector(to the igniter plug)
IGNITIONUNITS
Mountingflanges
Identificationplate
Spark
Electrical connector(connection with the ignition unit)
Insulator
Semi-conductor
Externalbody
Centralelectrode
(+)
STARTINJECTORS
IGNITERPLUG
Seals andspacers
IGNITERPLUG
COMBUSTIONCHAMBER
IGNITION SYSTEM
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Edition: April 2012 STARTING SYSTEM9.10
STARTING SYSTEMOPERATION (1)
Starting cycleThe starting cycle is characterised by the evolution of the engine parameters, especially the rotation speed and the gas temperature.
The main points of the starting cycle are:
- Start selection
- Self-sustaining speed (de-energisation of the starter and ignition units)
- End of start (stabilisation at min. power).
Shut-down cycleThis cycle comprises the following points:
- Stabilisation at idle speed
- Stop selection
- Run-down and stop.
Dry crank cycleA dry crank consists of cranking the rotating assembly without supplying fuel or ignition (dry crank). It is used for cooling the engine or for maintenance procedures.
The dry crank cycle comprises the following phases:
- Dry crank
- Cranking of the rotating assembly
- End of dry crank and run-down.
Note: Dry crank time is limited to 15 sec. to avoid overheating of the starter motor.
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Edition: April 20129.11
STARTING SYSTEM
ACCESSORYRELAY
STARTERCONTACTOR
Startingaccessories
STARTSELECTION
DRY CRANK SELECTION+
+
time
N1
timeN1
N2 100%
N1 idle
Self-sustainingspeed
Selection
T4 gastemperature
Stop selection
Run-down
SHUT-DOWN CYCLE
N1 Dry crank cancel
STARTING CYCLE DRY CRANK CYCLESelection
Stabilisationat idle speed
time(15 sec. max.)
Starter-generator
Approx. 200°C(injection wheelsupply)
OPERATION (1)STARTING SYSTEM
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Edition: April 2012 STARTING SYSTEM9.12
STARTING SYSTEMOPERATION (2)
Power supply of the helicopter "ON"- Valves closed, metering needle closed by the cam.
Booster pumps switched on- Purge of the fuel system with a return to the tank.
Starting- The control lever is moved to the "start" position:
• slightopeningofthemainvalve
- Pushing the start push button initiates the start by electrically supplying:• thestarter• thestartinjectorelectro-valve• theignitionsystem
- At 45% of N1 (self sustaining speed) it is necessary to release the start push button to cut the supply to the start relay and accessories.
Note: During the start it is necessary to control the acceleration of the engine, with the control lever, and to observe the N1 speed and T4 temperature.
Stop- After stabilisation pull the control lever to the "stop" position:
the main valve closes. Note the run-down time.
Dry crank- Power supply switched on
- Press the dry crank push-button (max. 15 sec.):• power supply to the starter motor via the start
contactor.
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STARTING SYSTEM
OPERATION (2)STARTING SYSTEM
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Edition: April 2012 STARTING SYSTEM9.14
STARTING SYSTEM - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE
Refer to Maintenance Manual (chapter 05).
Servicing inspections (except 1E2)List of maintenance tasks to be carried out:
- After the last flight of the day
- Before the first flight of the day
- Pre-flight
- Post-flight
Servicing inspections (1E2)List of maintenance tasks to be carried out:
- Before the first flight of the day
- Between two flights
- After 15 flight hours or 7 days.
Imperative maintenance tasks
List of maintenance tasks to performed to meet the Airworthiness objectives.
Mandatory maintenance tasks
List of maintenance tasks considered by the manufacturer as having to be carried out, although they do not directly affect flightsafety.
Recommended maintenance tasks
List of maintenance tasks that are advised by the engine manufacturer in order to improve reliability, increase availability and reduce the operating cost of the engine.
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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STARTING SYSTEM
MANDATORY MAINTENANCE TASKS- High-energy units • Inspection and check Chap. 74- Ignition cables • Inspection and check Chap. 72- Ignition plugs • Inspection and check Chap. 72- High-energy ignition units • Test Chap. 72- Starting system • Operational check Chap. 72
PREVENTIVE MAINTENANCE
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
PREVENTIVE MAINTENANCESTARTING SYSTEM - 1ST LINE MAINTENANCE
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Edition: April 2012 STARTING SYSTEM9.16
STARTING SYSTEM - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE
List of maintenance tasks to be carried out when required (in the event of an operating anomaly).
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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STARTING SYSTEM
CORRECTIVE MAINTENANCE(non exhaustive list)
- Gas generator module • Removal / installation (post TU271A) 72-43-00 • Ignition plugs: test 72-43-00 • Starting system: operational check 72-43-00- Accessory gearbox starter-generator adapter • Sealing ring: removal / installation 74-61-00- High energy (H.E.) ignition units • Removal / installation 74-11-00
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
CORRECTIVE MAINTENANCESTARTING SYSTEM - 1ST LINE MAINTENANCE
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Edition: April 201210.1
ELECTRICAL SYSTEM
10 - ELECTRICAL SYSTEM
- Electrical system presentation ........................................................... 10.2- Power turbine overspeed protection system (80-10-01) .................. 10.4- Electrical harnesses ............................................................................ 10.16- Electrical system - 1st line maintenance ........................................... 10.18 - 10.21
(XX-XX-XX): Page references which deal with the subject in the maintenance documentation.
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Edition: April 2012 ELECTRICAL SYSTEM10.2
ELECTRICAL SYSTEM PRESENTATION
FunctionThe system contributes to the various indicating and control functions of the engine:
- Indicating
- Fuel control
- Safety systems
Main characteristics- Power supply: 28 VDC from aircraft electrical system
Main components- Engine electrical components (indicating components and
sensors)
- Control and indicating components (aircraft)
- Electrical harnesses.
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Edition: April 201210.3
ELECTRICAL SYSTEM
Power supply:28 VDC from aircraft
ACCESSORIESAND SENSORS
ELECTRICALHARNESSES
ELECTRICAL SYSTEM PRESENTATION
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Edition: April 2012 ELECTRICAL SYSTEM10.4
POWER TURBINE OVERSPEED PROTECTION SYSTEMGENERAL
FunctionThe safety system causes the immediate shut-down of the engine in the event of power turbine overspeed.
The system (mainly designed to protect against shearing of the power shaft) requires a very quick response and a high reliability.
This protection system is only installed on twin-engine configurations.
PositionAll the components are installed on the engine except the tachometer box which is mounted on the aircraft.
Main characteristicsOverspeed setting: 120% N2
- Automatic test:• foreachstart• duringperiodicinspection.
DescriptionThe speed sensor is mounted facing two phonic wheels with a different number of teeth, mounted on the turbine shaft. It is connected to the tachometer box (in the aircraft).
The tachometer box electrically supplies the overspeed electro-valve on the overspeed and drain valve.
OperationIn the event of an overspeed, when the tachometer box receives two frequency signals, it energises the overspeed electro-valve to move to drain position causing the engine shut-down.
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Edition: April 201210.5
ELECTRICAL SYSTEM
OVERSPEEDELECTRO-VALVE
OVERSPEEDELECTRO-VALVE
SPEEDSENSOR
SPEEDSENSOR
TACHOMETERBOX
TACHOMETERBOX
PHONICWHEELS
Overspeed setting:120% N2
Automatic test:• for each start
• during périodic inspection
This protection system is
only installed on twin-engine
configurations
GENERALPOWER TURBINE OVERSPEED PROTECTION SYSTEM
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Edition: April 2012 ELECTRICAL SYSTEM10.6
POWER TURBINE OVERSPEED PROTECTION SYSTEMPOWER TURBINE OVERSPEED SENSOR
FunctionThe power turbine overspeed sensor monitors N2 and transmits the signal to the tachometer box (twin-engine versions).
PositionScrewed into the bottom of module 4 casing.
Main characteristics- Double pick-up
- Type: Electro-magnetic.
DescriptionThesensorisfittedfacingthephonicwheels,itincludestwoelectro-magnetic pick-ups.
The sensor is secured by a hollow bolt and is fittedwith alocating pin to ensure the correct orientation.
OperationThe passage of the teeth in front of the electro-magnetic sensor induces two alternating currents having a frequency proportional to the speed and to the number of teeth :
nd x N F = 60
(nd = number of teeth, N = rotation speed in rpm, F = Frequency)
As the phonic wheels don't have the same number of teeth, the double sensor gives two different frenquencies proportional to the speed.
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Edition: April 201210.7
ELECTRICAL SYSTEM
nd x N60
F =
SENSOR
LOCATINGDOWEL
Double pick-up
Type:Electro-magnetic
HOLLOWBOLT
PHONIC WHEELS
TO THE TACHOMETER BOX
SENSORPHONIC WHEEL
ELECTRO-MAGNETICPICK-UP
PHONICWHEEL
TACHOMETERBOX
POWER TURBINE OVERSPEED SENSORPOWER TURBINE OVERSPEED PROTECTION SYSTEM
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Edition: April 2012 ELECTRICAL SYSTEM10.8
POWER TURBINE OVERSPEED PROTECTION SYSTEMTACHOMETER BOX - GENERAL - DESCRIPTION
FunctionTo supply the overspeed electro-valve in case of an overspeed detection and to control the operation of the bleed valve (according to version).
Position- In the aircraft
Main characteristics- Electronic box
- Automatic test
- Periodic test.
DescriptionThe tachometer box is mounted in the aircraft, it is connected to the overspeed sensor by an electrical harness.
It includes two frequency detectors, a V relay, a bistable relay S and S', a rearming and a test push-button.
A cross monitoring system between the two overspeed boxes inhibits the overspeed system of the other engine in case of overspeed.
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Edition: April 201210.9
ELECTRICAL SYSTEM
TEST
TESTOSCILLATOR
N2
N2
120%
120%
VS
ENGINE
SHUT-DOWN
S'
OVERSPEED ELECTRO-VALVE
INHIBITION OF THE STARTING
INHIBITION OF THE OTHER ENGINESYSTEM
25%
25%
REARMING
EVENTUAL INHIBITION OF THIS SYSTEM
TESTPUSH-BUTTON
REARMINGPUSH-BUTTON
TESTSELECTOR
ELECTRICALCONNECTOR
OVERSPEEDCONNECTOR
ELECTRICAL CONNECTORFOR THE COMPRESSORBLEED VALVE CONTROL
TACHOMETER BOX - GENERAL - DESCRIPTIONPOWER TURBINE OVERSPEED PROTECTION SYSTEM
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Edition: April 2012 ELECTRICAL SYSTEM10.10
POWER TURBINE OVERSPEED PROTECTION SYSTEMTACHOMETER BOX - OPERATION (1)
Power onAt power on, the sensors give the F1 and F2 frequencies to frequency detectors which supply the light through the mutual monitoring system (up 25% of N2).
Rearming is possible.
Overspeed conditionIn the event of N2 overspeed (N2 approx. 120%) the two signals of N2 (F1 and F2) are supplied to the two frequency detectors which complete the circuit through relay V.
Relay V closes its contacts:• supplyingrelayS• breakingthecircuitoftheotherengine.
The contacts of relay S• opentheotherengine'soverspeedcircuit• supplytheoverspeedsolenoid• openthestartcircuit• opentheoverspeedlightcircuit.
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Edition: April 201210.11
ELECTRICAL SYSTEM
POWER ON
POWER ONOVERSPEED
- The light turns on (up to 25% of N2)
- Rearming (if necessary)
OVERSPEED
- Supply of the mono-stable relay V
- Supply of the bistable relay S
- Supply of the overspeed electro-valve
- Inhibition the other engine system
- Inhibition of the starting
TEST
OSCILLATOR
N2
N2
120%
120%
VS
ENGINE
SHUT-DOWN
S'
25%
25%
REARMING
EVENTUAL INHIBITION OF THIS SYSTEM
OVERSPEED ELECTRO-VALVE
INHIBITION OF THE STARTING
INHIBITION OF THE OTHER ENGINESYSTEM
TACHOMETER BOX - OPERATION (1)POWER TURBINE OVERSPEED PROTECTION SYSTEM
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Edition: April 2012 ELECTRICAL SYSTEM10.12
POWER TURBINE OVERSPEED PROTECTION SYSTEMTACHOMETER BOX - OPERATION (2)
Automatic monitoring (all versions except 1E and 1S)The condition of the pick-up signals is checked at each start with the light turning-off above 25% N2.
Periodic testEngine stopped, operation of the push button simulates an overspeed:
• thelightgoesoff• theelectro-valveissupplied• thestartsystemisinhibited
After this test it is necessary to rearm the system.
RearmingWhen the rearm push button is pressed the relay S' is supplied and the relay returns to the normal position.
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Edition: April 201210.13
ELECTRICAL SYSTEM
AUTOMATIC MONITORING
AUTOMATIC MONITORINGALL VERSIONS EXCEPT
1E AND 1S: WHATEVER N1
N2 (x) N2 (y)
OK OK
OK
OK
0
0
0
0
Light off
Light on
Light on
Light on
TEST
OSCILLATOR
N2
N2
120%
120%
VS
ENGINE
SHUT-DOWN
S'
25%
25%
REARMING
EVENTUAL INHIBITION OF THIS SYSTEMOVERSPEED MANUAL TEST
OVERSPEEDMANUAL TEST
- Supply of the oscillator 120% *
- Oscillator inhibited for N2 > 25%
OVERSPEED ELECTRO-VALVE
INHIBITION OF THE STARTING
INHIBITION OF THE OTHER ENGINESYSTEM
TACHOMETER BOX - OPERATION (2)POWER TURBINE OVERSPEED PROTECTION SYSTEM
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Edition: April 2012 ELECTRICAL SYSTEM10.14
POWER TURBINE OVERSPEED PROTECTION SYSTEMTACHOMETER BOX - OPERATION (3)
Automatic monitoring (1E, 1S versions)This protection doesn't exist on all boxes.
- Above 25% N2 and below 83% N1: the loss of one N2 speed signal is indicated by the light staying "on".
- Above 25% N2 and 83% N1:• thelossofoneN2speedsignalisalsoindicatedbythe
light staying "on"• thelossoftwoN2speedsignalscausestheengineto
be shut down by the overspeed system.
- Above 25% N2.• the lossof theN1 speed signal or anydefect of theprotectionstageisindicatedbytheflashingofthelight.
Note: In all cases of engine shut down by overspeed, starting is not possible.
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Edition: April 201210.15
ELECTRICAL SYSTEM
TEST
OSCILLATOR
N2
N1
N2
120%
120%
VS
ENGINE
SHUT-DOWN
S'
25%
1S, 1E
VERSION
83%
25%
REARMING
EVENTUAL INHIBITION OF THIS SYSTEM1E, 1S VERSION MONITORING
AUTOMATIC MONITORING1S, 1E VERSIONS:
N1 < 83%
N2 (x) N2 (y)
OK OK
OK
OK
0
0
0
0
Light off
Light on
Light on
Light on
N1
OK
0
Light off
Light flashing
N1 > 83%
N2 > 25%
N2 (x) N2 (y)
OK OK
OK
OK
0
0
0
0
Light off
Light on
Light on
Engine shut-down
OVERSPEED ELECTRO-VALVE
INHIBITION OF THE STARTING
INHIBITION OF THE OTHER ENGINESYSTEM
TACHOMETER BOX - OPERATION (3)POWER TURBINE OVERSPEED PROTECTION SYSTEM
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Edition: April 2012 ELECTRICAL SYSTEM10.16
ELECTRICAL HARNESSES
FunctionHarnesses link the engine accessories to the aircraft.
Description and operationAll engine versions have a multi-pin plug for the engine/aircraft interface and a second electrical plug for the pyrometric system (except on ARRIEL 1S1: only one electrical plug for the two harnesses).
On the twin-engine version : a harness for the speed detection to stop the engine in case of overspeed.
Note: The starter-generator cables must also be mentioned.
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Edition: April 201210.17
ELECTRICAL SYSTEM
SPEED DETECTIONHARNESS FOR THE
OVERSPEED SYSTEM(twin-engine version)
PYROMETRICHARNESS
ACCESSORYHARNESS
ARRIEL 1S1: only one connector
ELECTRICAL HARNESSES
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Edition: April 2012 ELECTRICAL SYSTEM10.18
ELECTRICAL SYSTEM - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE
Refer to Maintenance Manual (chapter 05).
Servicing inspections (except 1E2)List of maintenance tasks to be carried out:
- After the last flight of the day
- Before the first flight of the day
- Pre-flight
- Post-flight
Servicing inspections (1E2)List of maintenance tasks to be carried out:
- Before the first flight of the day
- Between two flights
- After 15 flight hours or 7 days.
Imperative maintenance tasks
List of maintenance tasks to performed to meet the Airworthiness objectives.
Mandatory maintenance tasks
List of maintenance tasks considered by the manufacturer as having to be carried out, although they do not directly affect flightsafety.
Recommended maintenance tasks
List of maintenance tasks that are advised by the engine manufacturer in order to improve reliability, increase availability and reduce the operating cost of the engine.
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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Edition: April 201210.19
ELECTRICAL SYSTEM
MANDATORY MAINTENANCE TASKS- Control harness • Visual inspection Chap. 71- Free turbine: overspeed protection system • Test Chap. 77
PREVENTIVE MAINTENANCE
SERVICING INSPECTIONSAFTER 15 FLIGHT HOURS OR 7 DAYS- Check locking of the connectors
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
PREVENTIVE MAINTENANCEELECTRICAL SYSTEM - 1ST LINE MAINTENANCE
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Edition: April 2012 ELECTRICAL SYSTEM10.20
ELECTRICAL SYSTEM - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE
List of maintenance tasks to be carried out when required (in the event of an operating anomaly).
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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Edition: April 201210.21
ELECTRICAL SYSTEM
CORRECTIVE MAINTENANCE(non exhaustive list)
- Overspeed sensor • Removal / installation Chap. 77 • Test Chap. 77- Tachometer and cycle counter • Test No. 1: FT overspeed protection and monitoring system Chap. 74 • Test No. 2: FT monitoring system Chap. 74 • Test No. 3: cycle counting function Chap. 74
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
CORRECTIVE MAINTENANCEELECTRICAL SYSTEM - 1ST LINE MAINTENANCE
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Edition: April 201211.1
ENGINE INSTALLATION
11 - ENGINE INSTALLATION
- Engine compartment ........................................................................... 11.2- Engine mounting and lifting (71-20-01) .............................................. 11.4- Air intake and exhaust system ........................................................... 11.6- Engine/airframe system interfaces .................................................... 11.8- Drains - Air vents ................................................................................. 11.16- Power drive (72-11-02) ......................................................................... 11.18- Fire protection (26-12-00) .................................................................... 11.20- Engine installation - 1st line maintenance ........................................ 11.22 - 11.25
(XX-XX-XX): Page references which deal with the subject in the maintenance documentation.
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Edition: April 2012 ENGINE INSTALLATION11.2
ENGINE COMPARTMENT
FunctionThe engine compartment accommodates the engines and ensures their ventilation.
Position- At the rear of the helicopter main gearbox.
Main characteristics- Insulated compartments
- Compartment ventilation by air circulation.
Main components- Firewalls
- Cowlings
- Support platform.
DescriptionA typical twin-engine installation includes the following components:
- Twoareasseparatedbyacentralfirewall:• Rightenginearea• Leftenginearea
- Threemainfirewalls:• Frontfirewall• Rearfirewall• Centralfirewall.
- The main engine mountings
- Two main cowlings:• Theair inlet cowlingwhichpermits access to theair
intake• Theenginecowlingwhichpermitsaccesstotheengine
and to the exhaust system.
The compartment ventilation is ensured by air circulation in order to maintain an acceptable temperature in the various areas.
The ventilation can be increased by the compressor bleed valve air discharging into the engine compartment.
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Edition: April 201211.3
ENGINE INSTALLATION
- Insulated compartments- Compartment ventilation by air circulation
FRONTFIREWALL
MAINGEARBOX
ENGINE CENTRALFIREWALL
REARFIREWALL
ENGINECOWLING
AIR INLETCOWLING
SUPPORTPLATFORM
ENGINEMOUNTING
EXAMPLE OF SINGLE ENGINEINSTALLATION
EXAMPLE OF TWIN-ENGINEINSTALLATION
ENGINE COMPARTMENT
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Edition: April 2012 ENGINE INSTALLATION11.4
ENGINE MOUNTING AND LIFTINGENGINE MOUNTING
FunctionThe engine mountings attach the engine to the airframe.
Description- Front mounting: at the front lower part of the accessory
gearbox casing,
- Rear mounting: at the front lower part of the reduction gearbox casing, or on the protection tube (according to version).
Functional descriptionThe front and rear engine mountings differ according to the engine variant concerned.
- All variants except E-K-S:• Frontmounting-ringofboltsonthefrontsupportcasingfrontflange
• Rearmounting - a cradle under the protection tube,secured by two clamps
- Variants E-K-S:• Frontmounting - yokebolted to the front faceof the
accessory gearbox, supported on two trunnion mounts,• Rearmounting-arodconnectstothebracketonthe
bottom of module M05.
- Variant E:• Frontmounting:2lateralsupportsfittedontheaccessory
gearbox
ENGINE LIFTING
Function
The lifting rings are used to lift the engine.
Description
- 3 lifting rings: 2 at the front and 1 at the rear.
Engine removal and installation
Turbomeca supplies an engine lifting beam which attaches to the lifting rings on the engine.
This allows the engine to be removed from and installed in the airframe.
The removal/installation procedure is described in the Airframe Maintenance Manual and must only be carried out in accordance with this procedure and using the appropriate tooling.
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Edition: April 201211.5
ENGINE INSTALLATION
ENGINE LIFTINGBEAM
FRONT LIFTINGRINGS
REAR LIFTINGRING
MOUNTING BYCLAMPS ON THE
PROTECTION TUBE
ALL VARIANTS EXCEPT E-K-S
REARMOUNTING
VARIANTS E-K-S
MOUNTING BY THEFRONT SUPPORT
CASING FRONT FLANGE
ALL VARIANTS EXCEPT E-K-S
MOUNTING BY TWOATTACHMENT
POINTS ON THEAIRFRAME
VARIANTS E-K-S VARIANT E
ENGINE MOUNTING AND LIFTING
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Edition: April 2012 ENGINE INSTALLATION11.6
AIR INTAKE AND EXHAUST SYSTEM
Air intake
Function
The air intake system directs the ambient air into the engine.
Position
- In front of the engine.
Main characteristics
- Type: Static or dynamic, annular
- Airflow:2.5kg/sec.(5.5lb/sec.).
Main components
- Helicopter air intake
- Intake duct
- Anti-icing system.
Functional description
Acircularflangeonthecompressorcasingpermitsconnectionof the aircraft air intake duct. The admission of air can be made through a static or a dynamic intake which can be provided with protectiondevices(filters,anti-icing...).Apressurisedsealcanalsobefittedtoimprovetheconnectionsealing.Someversionsare provided with a device for compressor washing.
Exhaust system
Function
The exhaust system discharges the exhaust gas overboard.
Position
- At the rear of the engine.
Main characteristics
- Type: divergent
- Gas temperature: 600°C (1080°F).
Main components
- Engine exhaust pipe
- Exhaust extension.
Functional description
The exhaust expels the gases directly but it can be adapted to the aircraft by means of an extension. The engine compartment ventilation can be accelerated by venturi effect between the engine exhaust pipe and the aircraft duct.
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Edition: April 201211.7
ENGINE INSTALLATION
SEALANTI-ICINGAIRDUCT
FILTER
UNION FORCOMPRESSOR WASHING
VENTURI TO ACCELERATETHE COMPARTMENT
VENTILATION
EXHAUSTPIPE
EXTENSION
AIR INTAKEType:
Static or dynamic, annular
Airflow:2,5 kg/sec. (5.5 lb/sec.)
EXHAUST SYSTEMType:
Divergent
Gas temperature:600°C (1080°F)
AIR INTAKE AND EXHAUST SYSTEM
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Edition: April 2012 ENGINE INSTALLATION11.8
ENGINE/AIRFRAME SYSTEM INTERFACESOIL SYSTEM
For each engine, the oil system has three interfaces as follows:
- Oil return line to the aircraft oil cooler
- Oil supply line to the oil pump pack
- The vent line: from the oil tank to the accessory gearbox and to the exhaust.
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Edition: April 201211.9
ENGINE INSTALLATION
OILSUPPLY
OIL RETURNTO THE COOLER
BREATHING
AIRCRAFT ENGINE
OIL SYSTEMENGINE/AIRFRAME SYSTEM INTERFACES
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Edition: April 2012 ENGINE INSTALLATION11.10
ENGINE/AIRFRAME SYSTEM INTERFACESAIRCRAFT LOW PRESSURE FUEL SYSTEM
Function
The system supplies the engine with fuel under determined conditionsofpressure,flow,temperatureandfiltering.
Main characteristics
- Filtering 10 microns.
Main components
- Fuel tank
- Booster pump (except 1S)
- Filter assembly
- Fuel shut-off valve
- Fuel inlet union
- Return to tank union.
Functional description
The interface comprises the union on the FCU and return to tank union. The aircraft system may include various devices: vent, levelindication,fillerneck,boosterpump,pressureindicator,flowmeter.Theboosterpumpwillprimetheenginesystemandprevent cavitation of the pump.
Thefilteringunit,normallyfittedwithapre-blockageindicatorand a by-pass valve is in the line before the shut-off valve which is used to isolate the engine compartment from the aircraft system.
Note: In the 1E, 1S versions, the fuel inlet union is located on the LP fuel system, located under the engine.
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Edition: April 201211.11
ENGINE INSTALLATION
FUEL SHUT-OFFVALVE
FILTER UNIT(filtering 10 microns)
FUELTANK
BOOSTERPUMP
(except 1S)
FUEL INLETUNION
RETURN TOTANK UNION
1E, 1S VERSIONS
TO HP PUMP(FCU)
FUEL SUCTIONFROM TANK
AIRCRAFT LOW PRESSURE FUEL SYSTEMENGINE/AIRFRAME SYSTEM INTERFACES
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Edition: April 2012 ENGINE INSTALLATION11.12
ENGINE/AIRFRAME SYSTEM INTERFACESMANUAL CONTROLS
FunctionTo allow the control of the fuel valves and of the anticipator.
PositionThe engine control lever and the collective pitch lever are in the cockpit and are mechanically connected to the FCU.
Main components- Control lever
- Collective pitch lever
- Fuel control unit.
Functional description- Engine control lever (lever actuating 2 valves and a cam
in the fuel control unit: see chapter "FUELSYSTEM" and aircraft manuals for the mechanical linkage).
- Anticipator control (linkage with the helicopter collective pitch: see operation of the anticipator in the chapter "CONTROL SYSTEM" and details of the mechanical connection in the aircraft manuals).
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Edition: April 201211.13
ENGINE INSTALLATION
CONTROL LEVER
FUEL VALVECONTROL
ANTICIPATORCONTROL
COLLECTIVEPITCH LEVER
MANUAL CONTROLSENGINE/AIRFRAME SYSTEM INTERFACES
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Edition: April 2012 ENGINE INSTALLATION11.14
ENGINE/AIRFRAME SYSTEM INTERFACESAIR SYSTEM
FunctionThe system provides warm compressed air to the aircraft for the aircraft services.
PositionOne tapping boss on each side of the centrifugal compressor casing.
Main componentsAir tapping points (x 2).
Functional descriptionAircraft pipes can be connected to the two tapping points to supplyagivenflowofP2air.Theflowislimitedbyrestrictorsbut any air bleed affects engine performance.
Possible uses of the air- Cabin heating
- Pressurised seal
- Air intake anti-icing
- Particle separator...
Note: Refer to aircraft manuals for detailed description of these systems.
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Edition: April 201211.15
ENGINE INSTALLATION
P2
P2 TAPPING
AIR SYSTEMENGINE/AIRFRAME SYSTEM INTERFACES
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Edition: April 2012 ENGINE INSTALLATION11.16
DRAINS - AIR VENTS
FunctionTodrainfluidsfromcertainenginecomponents.
Position- Various pipelines on the engine connected to the aircraft
drain system.
Main characteristics- Stainless steel tubes.
Main components- Combustion chamber drain valve
- General vent
- F.C.U. drive drain
- Overspeed and drain valve
- Exhaust pipe drain
- Output shaft casing drain
- Air vent of the gas generator rear bearing
- Rear bearing collector drain.
DescriptionA drain collector is fitted on a bracket at the bottom of theaccessorygearboxcasingandisconnectedbyaflexiblepipeto an aircraft drain.
Four drain tubes are connected to the drain collector, the output casing drain, the pump drive drain, the combustion chamber drain and the overspeed and drain valve.
The gas generator rear bearing vent pipe vents into the engine compartment.
The engine breather comprises a T union on the upper right side of the accessory gearbox. Connected to the front of this union is the oil tank breather and to the rear, the pipe which discharges into the exhaust.
The rear bearing supply collector has a drain into the engine compartment.
The exhaust pipe drain connects into a pipe which is connected to an aircraft overboard drain.
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Edition: April 201211.17
ENGINE INSTALLATION
GAS GENERATORREAR BEARING
AIR VENT
COMBUSTION CHAMBERDRAIN VALVE
FCU DRIVEDRAIN
OVERSPEED ANDDRAIN VALVE
OUTPUT SHAFTCASING DRAIN
TO AIRCRAFT
TO FUELTANK
REAR BEARINGCOLLECTOR DRAIN
EXHAUST PIPEDRAIN
GENERALVENT
OVERSPEED ANDDRAIN VALVE(post TU262)
DRAINS - AIR VENTS
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Edition: April 2012 ENGINE INSTALLATION11.18
POWER DRIVE
FunctionThe power drive transmits the engine power to the helicopter transmission system.
The link is made by a transmission shaft designed to absorb the engine torque and slight misalignements (supply by aircraft manufacturer or TURBOMECA according to version)
Position- Between the engine and the helicopter main gearbox.
Main characteristics- Shaft designed to absorb the engine torque and slight
misalignments
- Rotation speed: 6000 rpm at 100%.
Main componentsThe main components are:
• Theenginedriveshaftflange• Theflector(engineend)• Theadaptingflange• Thedriveshaft• Theflexiblecoupling(MGBend)• Themaingearboxinputflange.
Functional descriptionTheenginedriveshaftconsistsofasteeltube,fittedwiththefollowing elements at each end:
- AtriangularflangeconnectedtotheMGBinputflangewithaflexiblecoupling
- Asplinedflange,connectedtoanadaptorflangewhich isconnectedtotheenginedriveshaftflangewithaflector.
Theflexiblecouplingsareinstalledbetweentheflanges.Theytransmit torque, absorb shock and vibration and allow slight misalignment.
Note: In single engine versions, the free wheel unit drives the main gearbox and the tail rotor shaft drive.
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Edition: April 201211.19
ENGINE INSTALLATION
1S VERSION
1E VERSION
Shaft designed toabsorb the enginetorque and slightmisalignments
Rotation speed:6000 rpm at 100%
MAIN GEARBOXINPUT FLANGE
DRIVESHAFT
ENGINEDRIVE-FLANGE
SPLINES
ADAPTOR FLANGE(splined)
FLECTOR
FLEXIBLECOUPLING
POWER DRIVE
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Edition: April 2012 ENGINE INSTALLATION11.20
FIRE PROTECTION
Fire detection
Function
Thefiredetectionsystemdetectsovertemperatureintheenginecompartment and gives a cockpit indication. An extinguishing system is installed in the aircraft.
Main characteristics
- Engine manufacturer's supply (except 1S)• Bi-metallicdetectors,
- Aircraft manufacturer's supply• Opticaldetectors(1Sonly)• Indicatingsystem• Extinguishingsystem.
Description
- Engine: six detectors (except: 1E: one detector, 1S: no detector)andtheharness(fireproofcables),
- Aircraft: two detectors (1S only), extinguishing system and a test system.
Fire detectors
The detection is ensured by non sealed detectors with normally closed contact (all versions except 1E and 1S) or one sealed detector with normally open contact (1E) or by means of an aircraft mounted optical device (1S).
Some detectors have a built-in resistor in parallel which permits the discrimination of circuit conditions (all versions except 1A, 1B, 1E and 1S): normal, overtemp, harness failed.
In the case of detectors with normally closed contact, the detectors are installed in series and have a setting which corresponds to the engine area of location ("cold" area or "hot" area) and thus they are not interchangeable.
Extinguishing system (only on twin engine aircraft)Thefireextinguishingsystemincludesanextinguisherbottleandspraying jets. The extinguishing system can be operated from the cockpit (system supplied by the aircraft manufacturer).
Note: Refer to the aircraft manual for more information on the extinguishing system.
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Edition: April 201211.21
ENGINE INSTALLATION
+
+
+
Engine manufacturer’ssupply (except 1S):
• Bi-metallic detectors
Aircraft manufacturer’ssupply:
• Optical détectors (1S only)• Indicating system
• Extinguishing system
All versions except 1E and 1S (6 detectors)
1E(1 detector)
1S (2 detectors on aircraft)
POSITION OF DETECTORS
NON SEALED DETECTOR(all versions except 1E and 1S)
SEALED DETECTOR(1E and after TU 294)
Detection
logic
Extinguishingbutton
Test button
Alarm
EXTINGUISHING SYSTEM(bottle, manifold... )(only on twin engine helicopters)
Area 1 (cold) Area 2 (hot)
Aircraft EnginePRINCIPLE OF FIRE PROTECTION SYSTEM
FIRE PROTECTION
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Edition: April 2012 ENGINE INSTALLATION11.22
ENGINE INSTALLATION - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE
Refer to Maintenance Manual (chapter 05).
Servicing inspections (except 1E2)List of maintenance tasks to be carried out:
- After the last flight of the day
- Before the first flight of the day
- Pre-flight
- Post-flight
Servicing inspections (1E2)List of maintenance tasks to be carried out:
- Before the first flight of the day
- Between two flights
- After 15 flight hours or 7 days.
Imperative maintenance tasks
List of maintenance tasks to performed to meet the Airworthiness objectives.
Mandatory maintenance tasks
List of maintenance tasks considered by the manufacturer as having to be carried out, although they do not directly affect flightsafety.
Recommended maintenance tasks
List of maintenance tasks that are advised by the engine manufacturer in order to improve reliability, increase availability and reduce the operating cost of the engine.
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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Edition: April 201211.23
ENGINE INSTALLATION
MANDATORY MAINTENANCE TASKS- Fire detection system • Inspection Chap. 26- Fire detector • Visual inspection Chap. 26
RECOMMENDED MAINTENANCE TASKS- Removed fire detector • Inspection Chap. 26
PREVENTIVE MAINTENANCE
SERVICING INSPECTIONSAFTER 15 FLIGHT HOURS OR 7 DAYS- Make sure there are no foreign objects (air intake, exhaust system)
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
PREVENTIVE MAINTENANCEENGINE INSTALLATION - 1ST LINE MAINTENANCE
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Edition: April 2012 ENGINE INSTALLATION11.24
ENGINE INSTALLATION - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE
List of maintenance tasks to be carried out when required (in the event of an operating anomaly).
Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.
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Edition: April 201211.25
ENGINE INSTALLATION
CORRECTIVE MAINTENANCE(non exhaustive list)
- Fire detection • Inspection / Check Chap. 26- Fire detectors and support • Removal / installation Chap. 26- Vibration Chap. 71- Control and monitoring harness Chap. 71- Control and monitoring harness - Fire detectors Chap. 71- Drain system - pipes and unions Chap. 71
Before carrying out any
maintenance tasks, remember to refer to the latest Service
Bulletins and Service Letters.
CORRECTIVE MAINTENANCEENGINE INSTALLATION - 1ST LINE MAINTENANCE
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Edition: April 201212.1
TROUBLESHOOTING
12 - TROUBLESHOOTING
- General .................................................................................................. 12.2- Troubleshooting ................................................................................... 12.4- Conclusion ........................................................................................... 12.10 - 12.11
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Edition: April 2012 TROUBLESHOOTING12.2
GENERAL
IntroductionTroubleshooting is a very important aspect of maintenance.
Itallowstheprobablecause(s)ofafailuretobeidentified.
Efficientdiagnosisreducestheextramaintenancecostsduetounjustifiedremovalsandadditionaldiagnosistime.
In fact, even with a very high-reliability product, failure is inevitable andrequiredactionsshouldbetakenefficiently.
Repair procedureThe repair procedure should be guided by two main considerations:
- Minimum downtime
- Justifiedremovalofcomponents.
The procedure to be applied depends on the case concerned but, in general, good knowledge of the product and methodical research allows a safe diagnosis and quick corrective action.
Generally,theprocedureincludestheidentificationofthefailure,its analysis, the isolation of the non-conforming component, and the choice of the repair to be applied.
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Training NotesARRIEL 1
Edition: April 201212.3
TROUBLESHOOTING
Symptoms (additional information, etc.)Do not neglect any components and takeinteractions into consideration.
Analysis of the anomalyIsolation of the non-conforming component
Additionalchecks
Deduction Substitution
Remedy(adjustment, replacement, cleaning, repair)
Or otherperception
Failure(single, double,
dormant)
Inevitable Random
Troubleshooting/repair
- Diagnosis- Remedy- Repair- Check
- Appropriate means and procedures- Training of personnel
MTTR(Mean Time To Repair)Total time required for
troubleshooting / repair
GENERAL
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Edition: April 2012 TROUBLESHOOTING12.4
REFER TO THEMAINTENANCE MANUAL
Chapter 71-00-06
Note: Refer to the test procedure in order to discriminate
Note: It is also possible to check the fuel flow through the combustion chamber drain valve.
No
Possible start on1 injector +
1 igniter plug if on the same side
Fuel flowYes No
The ignitionsystem operates
(noise of HE components)Yes
On selection of start, N1 increase, but no increase in T4
STARTING ANOMALIES (1)TROUBLESHOOTING
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Edition: April 201212.5
TROUBLESHOOTING
Note: In all cases, check the electrical supply (battery voltage).
Abnormal T4 rise
T4approx. 200°C
T4 > 200°Cbut not sufficient
T4too high
Increase due to theinjectors, but themain system is notsupplied
REFER TO THEMAINTENANCE MANUAL
Chapter 71-00-06
STARTING ANOMALIES (2)TROUBLESHOOTING
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Edition: April 2012 TROUBLESHOOTING12.6
Crank selection(press and hold)
N1 indication
Yes
The gas generatoris driven
No
"Normal"crank
Note: 15 sec. max. to avoid starteroverheat
NoYes
The starter turns
NoYes
Starting ispossible
NoYes
REFER TO THEMAINTENANCE MANUAL
Chapter 71-00-06
ANOMALIES DURING CRANKINGTROUBLESHOOTING
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Edition: April 201212.7
TROUBLESHOOTING
Abnormal oil pressure indication
VariationNo pressureLow pressure High pressure
Low oilpressure lightilluminated?
Yes No
REFER TO THEMAINTENANCE MANUAL
Chapter 71-00-06
LUBRICATION ANOMALIESTROUBLESHOOTING
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Edition: April 2012 TROUBLESHOOTING12.8
Note: Unlikely
Note: In a twin engine configuration, the engine which remains in operation supplies the required power within its limits.
Uncommanded shut-down
Yes
Actual overspeed
No
NoYes
N2, N1, TRQ, T4, oil pressure decrease
Operationof the power turbine
overspeed safetysystem
Doubt
REFER TO THEMAINTENANCE MANUAL
Chapter 71-00-06
ANOMALIES LEADING TO IN-FLIGHT SHUT-DOWNTROUBLESHOOTING
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Edition: April 201212.9
TROUBLESHOOTING
Abnormal gas generator rotation speed N1
Incorrectresponse timeOverspeed FluctuationsUncommanded
decelerationUncommanded
acceleration
Note: If one engine remains at a fixed speed, while the second engine operates normally, this indicates a major failure ("frozen" metering unit)
REFER TO THEMAINTENANCE MANUAL
Chapter 71-00-06
MISCELLANEOUS CASESTROUBLESHOOTING
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Edition: April 2012 TROUBLESHOOTING12.10
CONCLUSIONDespite the high reliability of the product, failures remain inevitable and happen at random. But their rate and effects can be reduced if the "enemies" of the engine are taken into consideration.
When the failure occurs, you have to be in a position to correct it.
"Enemies" of the engineThe traditional adverse conditions for this type of engine are:
- Supply (oil, air, fuel, electricity):• Oil:notinconformitywithspec.,contamination• Air:sand,salt,pollutions• Fuel:notinconformitywithspec.,contaminations• Electricity:lowvoltage,connectors,interference
- Operation ("non respect" of instructions and procedures, severe operating conditions)
- Maintenance ("non respect" of inspection frequencies, various mistakes, wrong logistic).
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Edition: April 201212.11
TROUBLESHOOTING
- Not in conformity with specifications- Contaminations
- Too low voltage during starting- Interference
MAINTENANCE
AIR
FUEL
- Not in conformity with specifications- Water in fuel- Sulphur + salt in the air = sulphidation
OPERATION
- "Non respect" of instructions and procedures- Severe operating conditions
- "Non respect" of inspection frequencies- Various mistakes- Wrong logistic
- Sand- Salt- Pollutions
OIL
ELECTRICITY
CONCLUSION
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Edition: April 201213.1
CHECKING OF KNOWLEDGE
13 - CHECKING OF KNOWLEDGE
- Introduction .......................................................................................... 13.2- Questionnaire 1 .................................................................................... 13.3- Questionnaire 2 .................................................................................... 13.6- Questionnaire 3 .................................................................................... 13.12- Questionnaire 4 ..................................................................................... 13.15 - 13.28
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Edition: April 2012 CHECKING OF KNOWLEDGE13.2
INTRODUCTION
MethodContinuous checking helps to ensure the information is assimilated. It is more a method of work than a testing in the traditional sense.
Objectives of the questionnairesThe questionnaires permit a progressive assimilation and long term retention. The questionnaires are a subject for discussion (effects of group dynamics). They also permit students to consider important subjects several times under different aspects.
Integration into the training programme- First hour every day for revision of the subjects previously
studied
- After each chapter (or module) of the course
- At the end of the training course.
Types of questionnairesSeveral types of questionnaire can be employed during a course:
- Traditional written questionnaire
- "Short answer" questionnaire
- Multi Choice Questionnaire (MCQ)
- Oral questionnaire
- Learning Through Teaching (LTT; the student has to explain a given subject).
ExaminationThefinalexaminationattheendofthecourseconsistsofthreetests:written,oralandpractical.Acertificateandanapprovalcard are given to the student if the results are satisfactory.
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Training NotesARRIEL 1
Edition: April 201213.3
CHECKING OF KNOWLEDGE
QUESTIONNAIRE 1This traditional questionnaire is established according to the same plan as the training notes in which the answers can be found.
Power plant1 - List the main functional components of the power plant.
2 - Explain the thermodynamic operation of the engine.
3 - State the following features (at take-off, in standard atmosphere):• Powerontheshaft• Outputshaftrotationspeed• Massoftheenginewithspecificequipment.
4 - Explain the principle of engine adaptation to helicopter power requirements.
5 - List the main operating ratings.
6 - How do temperature and altitude affect the engine performance.
7 - List the main aspects of the maintenance concept.
8 - List the technical publications used for engine maintenance.
9 - Name the LRUs of the air system.
10 - Explain the attachment of each of the modules.
Engine1 - List the main components of the gas generator.
2 - State the following characteristics:•Compressionratio• Turbineentrytemperature•N2speedat100%•N1speedat100%
3 - Describe the power turbine assembly.
4 - Describe the fuel injection system.
5 - List the engine driven accessories.
6 - List the bearings which support the gas generator.
7 - Describe the system used for bearing sealing.
8 - Describe the modular construction of the engine.
9 - Describe the engine air intake.
10 - List the manufacturing materials of the engine main components.
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Edition: April 2012 CHECKING OF KNOWLEDGE13.4
QUESTIONNAIRE 1 (continued)
Oil system1 - Drawasimplifieddiagramoftheoilsystem.
2 - Explain the general operation of the oil system.
3 - Describetheoilfilterassembly.
4 - State the location of strainers and magnetic plugs.
Air system1 - List the functions ensured by the internal air system
(secondary system).
2 - List the function of the various air tappings.
3 - Why are the start injectors ventilated?
4 - Explain the purpose and the operation of the compressor bleed valve.
Fuel system1 - What is the purpose of the Booster pump.
2 - Describe the fuel pump.
3 - Describe the fuel metering unit.
4 -Whatisthepurposeoftheconstant∆Pvalve.
5 - Explain the principle of fuel injection (main and starting injection).
6 - Explain the operation of the overspeed & drain valve.
7 - Describe the manual control system.
Control system1 - List the main functions of the control system.
2 - Explain the basic principle of the control system.
3 - Explain the operating principle of the speed control.
4 - Describe the purpose and operation of the anticipator control.
5 - Explain the operation of the acceleration controller.
6 - What are the main sections of the FCU.
7 - Describe and explain the operation of the power turbine overspeed system.
8 - Describe the principle of load sharing in a twin engine configuration.
Measurement and indicating systems1 - Describe the power turbine speed indicating system.
2 - Explain the operating principle of the torquemeter system.
3 - Describe the gas temperature indicating system.
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Edition: April 201213.5
CHECKING OF KNOWLEDGE
QUESTIONNAIRE 1 (continued)
Starting system1 - Describe the cranking function of the engine.
2 - Describe the ignition system (ignition unit and igniter plugs).
3 - List the main phases of the starting cycle.
4 - Describe the starting control electrical system.
Electrical system1 - List the engine electrical accessories.
2 - List the sensors (state the type of signal produced).
3 - Describe the electrical harnesses and connectors.
Engine installation1 - Describe the attachment of the engine to the aircraft.
2 - Describe the engine power drive and the power transmission.
3 - List the various engine / aircraft interfaces.
4 - Describethefireprotectionsystemoftheengine.
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Edition: April 2012 CHECKING OF KNOWLEDGE13.6
Questions Answers
1 - ARRIEL 1 power class?
2 - Power turbine rotation speed at 100%?
3 - Type of main fuel injection?
4 - Number of engine modules?
5 - Number of power turbine stages?
6 - Meaning of AEO?
7 - Mass of the equipped engine?
8 - Power evolution when altitude increases?
9 - Torque evolution function of N2 rotation speed?
10 - Flight envelope - Max. altitude?
11 - Flight envelope - Max. temperature?
12 - Start envelope - Max. altitude?
13- Engineairflowat100%N1?
14 - Overall compression ratio?
15 - Max. turbine entry temperature?
16 - Gas generator rotation speed at 100% N1?
17 - Direction of rotation of the gas generator?
18 - Direction of rotation of the power turbine?
19 - Manufacturing material for the axial compressor?
20 - What type of bearing is the axial compressor bearing?
QUESTIONNAIRE 2The following questions require short and accurate answers.
The student can answer orally or in the space provided for the answers.
Questions Answers
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Edition: April 201213.7
CHECKING OF KNOWLEDGE
30 - Type of gas generator rear bearing?
31 - Type of power turbine front bearing?
32 - To which module does the power turbine nozzle guide vane belong?
33 - Type of power turbine?
34 - Does the exhaust pipe belong to one module (yes or no)?
35 - Type of exhaust pipe attachment?
36 - Number of gears in the reduction gearbox?
37 - Rotation speed of the intermediate gear of the reduction gearbox?
38 - Number of driven accessories on the accessory gearbox?
39 - Manufacturing material for the accessory gearbox casing?
21 - How is the axial compressor mounted on the gas generator module?
22 - Axial compressor compression ratio?
23 - Manufacturing material for the centrifugal compressor wheel?
24 - Number of stages of the centrifugal compressor diffuser?
25 - Type of combustion chamber?
26 - Manufacturing material for the combustion chamber?
27 - Type of main fuel injection?
28 - Pressure drop in the combustion chamber?
29 - Number of stages of the gas generator turbine?
QUESTIONNAIRE 2 (continued)
Questions Answers Questions Answers
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50 - Setting of the low oil pressure switch?
51 - Max. oil temperature?
52 - Location of the centrifugal breather?
53 - Air tapping for the pressurisation of the power turbine front bearing?
54 - Air pressure at the centrifugal compressor outlet?
55 - Temperature at the centr i fugal compressor outlet?
56 - When does the start injector ventilation begin?
57-Max.airtappingflow?
58 - Type of compressor bleed valve?
59 - Position of the bleed valve during starting?
40 - Is the oil pressure adjustable?
41 - Number of pumps in the oil pump pack?
42 - Type of oil pumps?
43 - What is the setting of the check valve at the pressure pump outlet?
44- Filteringabilityoftheoilfilter?
45- Settingoftheoilfilterby-passvalve?
46 - Which bearings are ball bearings?
47 - Type of seal for the gas generator rear bearing sealing?
48 - Max. oil consumption?
49 - Type of oil pressure transmitter?
QUESTIONNAIRE 2 (continued)
Questions Answers Questions Answers
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Edition: April 201213.9
CHECKING OF KNOWLEDGE
60 - What are the bleed valve control signals?
61-Whereisthebleedvalvefitted?
62- Typeoffuelfilter?
63- Filteringabilityofthefuelfilter?
64 - Setting of the fuel filter by-pass valve?
65 - Type of fuel pump?
66 - Position of the pump pressure relief valve in normal engine running?
67 - Type of fuel metering device?
68- Positionoftheconstant∆Pvalvewhenthe engine is stopped?
69- Typeofmanualfuelflowcontrol?
70 - Type of valve for injector ventilation?
QUESTIONNAIRE 2 (continued)
Questions Answers Questions Answers
71 - How is the ant ic ipator s ignal transmitted?
72 - Setting of the fuel pressurising valve?
73- Fuelflowthroughthestartinjectors?
74 - Number of start injectors?
75 - Position of the combustion chamber drain valve when the engine is stopped?
76 - Type of fuel control system?
77 - Signals for the acceleration controller
78 - Average response time of the control system
79 - Is the static droop compensated
80 - Position of the main valve with lever in emergency plus
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Edition: April 2012 CHECKING OF KNOWLEDGE13.10
91 - Where is the oil pressure transmitter located?
92 - How a re the the rmocoup les connected (parallel or series)?
93 - Location of the torquemeter?
94 - Type of torque transmitter?
95 - Type of signal output by the transmitter sensor?
96 - Is the torque transmitter associated with a particular module?
97 - Type of starter?
98 - Type of ignition system?
99 - Gas generator rotation speed at starter cut-off?
81 - Meaning of OEI?
82 - Type of N2 controller?
83 - Position of the auxiliary valve with the lever in the emergency minus range?
84 - Closing threshold of the reinjection prohibition switch
85 - What keeps the metering needle closed when the control lever is closed?
86 - Position of the manual control lever in normal engine running?
87 - Type of speed sensors?
88 - What is the average torque pressure at 100% torque ?
89 - How does the low oil pressure switch sense the pressure?
90 - Number of thermocouple probes?
QUESTIONNAIRE 2 (continued)
Questions Answers Questions Answers
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Training NotesARRIEL 1
Edition: April 201213.11
CHECKING OF KNOWLEDGE
111 - Max. gas temperature dur ing starting?
112 - Low oil pressure switch setting?
113 - Min. electrical supply voltage before starting?
114 - Meaning of LRU?
115 - Meaning of TBO?
116 - Is borescopic inspection of the combustion chamber possible?
117 - Is there an adjustment of the torquemeter?
100 - Number of igniter plugs?
101 - Max. duration of a ventilation?
102 - Is the ignition cable integral with the igniter plug?
103 - Number of electrical connectors?
104 - Location of the tachometer box?
105 - Type of seal on the power shaft?
106 - Type of connection engine/MGB?
107 - Number of engine drains?
108 - Engine operating envelope; min. and max. altitude pressure?
109 - Max. starting altitude?
110 - Power turbine max. overspeed?
QUESTIONNAIRE 2 (continued)
Questions Answers Questions Answers
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Training NotesARRIEL 1
Edition: April 2012 CHECKING OF KNOWLEDGE13.12
QUESTIONNAIRE 3This multi-choice questionnaire is used to review, in a relatively short time, certain important points and to test the acquired knowledge.
Answers to the questions can be found at the end of the questionnaire.
1 - The ARRIEL 1 engine is:a) a free turbine turboshaft engineb) a turbo-jet enginec) afixedturbineturboshaftengine.
2 - Section of passage of the compressor diffusers:a) regularb) divergentc) convergent.
3 - Type of combustion chamber:a) annular with centrifugal injectionb)annular,reverseflowc) annular,indirectflow.
4 - The power turbine nozzle guide vane belongs to :a) module M04b) module M03c) module M02
5 - Type of exhaust pipe attachment:a) boltsb) mounting padsc) clamp.
6 - How many bearings support the gas generator :a) 4b) 2c) 3
7 - The engine includes:a) a hot section and a cold sectionb) 5 modulesc) 4 modules.
8 - Type of oil system:a) dry sumpb) constant pressurec) lubrication by splashing.
9 - Settingoftheoilfilterpre-blockageindicator:a) lower than the by-pass valveb) higher than the by-pass valvec) the same as the pump valve.
10 - The oil strainers are located:a) at the outlet of the pumpsb) on the inlet of the scavenge pumpsc) at the inlet of the lubricated components.
11 - Is there a max. oil temperature:a) yes, 60°Cb) noc) yes, 115°C max.
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Training NotesARRIEL 1
Edition: April 201213.13
CHECKING OF KNOWLEDGE
QUESTIONNAIRE 3 (continued)
12 - The air tapped at the centrifugal wheel outlet pressurises :a) some labyrinth sealsb) the tankc) the pumps.
13-Positionofthebleedvalveduringflight?a) openb) closedc) depends on conditions.
14 - Ventilation of start injectors:a) does not existb) is made with air from the compressorc) is made with atmospheric pressure air.
15 - The injection centrifugal wheel is drained:a) permanentlyb) to enable the ventilation cyclec) during engine shut-down.
16 - The max. speed of the gas generator is:a) limited by a hydraulic stopb) limited by a mechanical stopc) not limited by the Fuel Control Unit.
17 - The gap between the metering needle and the fork:a) representstheinstantflowstepb) varies with N1c) provides a smoother acceleration.
18 - The fuel pump is:a) vane typeb) gear typec) centrifugal.
19 - The fuel system pressurising valve:a) is electrically controlledb) operates when overpressure occursc) gives priority to the start injectors.
20 - The starter is de-energised:a) automaticallyb) by air pressurec) manually.
21 - The thermocouples are wired:a) in seriesb) in parallelc) on the turbine casing.
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Training NotesARRIEL 1
Edition: April 2012 CHECKING OF KNOWLEDGE13.14
1 - a6 - c11 - c16 - a21 - b26 - a
Answers
2 - b7 - b12 - a17 - a22 - a27 - a
3 - a8 - a13 - c18 - c23 - a28 - b
4 - b9 - a14 - b19 - c24 - c29 - b
5 - a10 - b15 - c20 - c25 - b30 - abc?
28 - HE ignition means:a) Hot Electrodeb) High Energyc) High Emission.
29 - Borescopic inspection is used to check:a) the external parts conditionb) the condition of internal parts which are not accessible
without removalc) the reduction gearbox condition.
30 - The reliability of the engine is:a) goodb) fairly goodc) extremely good.
QUESTIONNAIRE 3 (continued)
22 - The torque indicating system:a) is hydraulicb) is not usedc) is of phase displacement type.
23 - Number of thermocouple probes:a) 3b) 4c) 5.
24 - Oil pump pressure relief valve setting?a) 300 kPab) 600 kPac) 800 kPa.
25 - Bleed valve position is transmitted by:a) a pressure switchb) a micro switchc) an RVDT.
26 - The starter is supplied via a:a) contactorb) micro switchc) transistor.
27 - Starting is possible with one igniter:a) yesb) noc) yes, in emergency.
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Training NotesARRIEL 1
Edition: April 201213.15
CHECKING OF KNOWLEDGE
G
WF
C T 1 T 2
CC
10 2 3 4 5
2 - Name the reference stations:
0 - .................................... 3 - ...................................
1 - .................................... 4 - ...................................
2 - .................................... 5 - ...................................
QUESTIONNAIRE 4This questionnaire is a sort of drill which is also used to test and perfect the knowledge acquired.
1 - Complete this table (with values):
Max. Take-Off Power
Compression ratio
Engineairflow
N2 speed at 100%
N1 speed at 100%
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Edition: April 2012 CHECKING OF KNOWLEDGE13.16
1 2 3
45
6
QUESTIONNAIRE 4 (continued)
3 - Engine - List the components on the diagram:
1 - ........................................................ 2 - ............................................................ 3 - ......................................................
4 - ........................................................ 5 - ............................................................ 6 - .....................................................
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Edition: April 201213.17
CHECKING OF KNOWLEDGE
1 2
6
3
4 5AIRFRAME ENGINE
QUESTIONNAIRE 4 (continued)
4 - Oil system - List the components:
1 - ........................................................ 2 - ............................................................ 3 - ......................................................
4 - ........................................................ 5 - ............................................................ 6 - .....................................................
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Training NotesARRIEL 1
Edition: April 2012 CHECKING OF KNOWLEDGE13.18
QUESTIONNAIRE 4 (continued)
5 - Complete the following table:
Injector ventilation
Acceleration control unit
Bleed valve control pressure
Injection wheel pressurisation
Axial compressor bearing pressurisation
Gas generator rear bearing cooling
Power turbine bearing chamber labyrinth pressurisation
Gas generator turbine disc cooling
P0 P1' P2
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Edition: April 201213.19
CHECKING OF KNOWLEDGE
A
B
C
COMPRESSIONRATIO P2 / P0
AIR FLOW G
QUESTIONNAIRE 4 (continued)
6- Completethelegendofthecompressorfielddiagram:
A - ........................................................ B - ............................................................ C - ......................................................
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Edition: April 2012 CHECKING OF KNOWLEDGE13.20
1 2 3 4
5
6
78
QUESTIONNAIRE 4 (continued)
7 - Fuel system - Complete the legend :
1 - .................................... 2 - .................................... 3 - .................................... 4 - .............................
5 - .................................... 6 - .................................... 7 - .................................... 8 - .............................
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Edition: April 201213.21
CHECKING OF KNOWLEDGE
7
8
1
2
3
4
5
6
QUESTIONNAIRE 4 (continued)
8 - Fuel system - List the components:
1 - .................................... 2 - .................................... 3 - .................................... 4 - .............................
5 - .................................... 6 - .................................... 7 - .................................... 8 - .............................
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Training NotesARRIEL 1
Edition: April 2012 CHECKING OF KNOWLEDGE13.22
QUESTIONNAIRE 4 (continued)
9 - Fuel system - Complete the following table:
Fuel pump .................................................................
Pump pressure relief valve ........................................
Constant∆Pvalve ....................................................
Metering needle ........................................................
Start injector electro-valve .........................................
Overspeed electro-valve ...........................................
Pressurising valve .....................................................
Main valve .................................................................
Combustion chamber drain valve ..............................
Engine stopped Engine in stabilisedflight
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Edition: April 201213.23
CHECKING OF KNOWLEDGE
36
1
2
P2WF
+
+
+
N1*
4
N2
N2*
N1
5
QUESTIONNAIRE 4 (continued)
10 - Control system - List the components:
1 - ........................................................ 2 - ............................................................ 3 - ......................................................
4 - ........................................................ 5 - ............................................................ 6 - .....................................................
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Training NotesARRIEL 1
Edition: April 2012 CHECKING OF KNOWLEDGE13.24
time
time
time
Power turbinespeed N2
Fuel flowWF
Gas generatorspeed N1
time
Load TRQ
QUESTIONNAIRE 4 (continued)
11 - Complete the following graphs during a load TRQ increase:
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CHECKING OF KNOWLEDGE
4 3
5
6 7
8
1 2
QUESTIONNAIRE 4 (continued)
12 - Drains - List the drains :
1 - .................................... 2 - .................................... 3 - .................................... 4 - .............................
5 - .................................... 6 - .................................... 7 - .................................... 8 - .............................
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Edition: April 2012 CHECKING OF KNOWLEDGE13.26
QUESTIONNAIRE 4 (continued)
13 - Complete the following table :
Number of lifting points?
Typeoffiredetectors?
Number of drain points?
Air used for intake anti-icing?
Max.airtappingflowforaircraftuse?
Loss of power due to aircraft tapping?
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CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (continued)
14 - Defineofthefollowingdocuments:
Maintenance manual(s)
Spare parts catalogue
Tools catalogue
Service bulletins
Service letters
Engine log book
Flight manual
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Edition: April 2012 CHECKING OF KNOWLEDGE13.28
QUESTIONNAIRE 4 (continued)
15 - Trouble shooting. Indicate the probable cause(s) of the following faults.
1 - On start selection, N increases but not the gas temperature.
2 - On start selection, N and T4 increase butnotsufficientlytoobtainstart.
3 - Surge of the compressor.
4 - Max. power not obtained.
5 - On stop selection, the engine does not completely shut-down.
6 - Incorrect speed of the helicopter rotor.
7 - Power turbine overspeed.
8 - Drop of oil pressure.
9 - Abnormal T4 temperature.
10 - N1 overspeed.
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END
but not the END of your t ra in ingwhich must be cont inued,
harmoniz ing knowledge and exper ience.
THANKYOUfor your k indat tent ion.
of these training notes and (maybe also) of the course
Au revo i rGoodbye
AdiósAuf Wiedersehen
AdeusArr ivederc i
Fa rve lTo t z i ens
AdjöNäkemi in
Ant ioMa sa laam
Se lamat j a l anAdisha tzIkus Ar te
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TURBOMECA Training Centre
REMARKS CONCERNING THE TRAINING AIDS REMARKS CONCERNING THE TRAINING COURSE
Name ......................................................................................................................... .
Address .................................................................................................................... .
Course ....................................................... from.........................to ......................... .
REMARKS
Remarks (appreciations, criticisms, suggestions...) should be forwarded to:
TURBOMECACENTRE D’INSTRUCTION 40220 TARNOS - FRANCE
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