Treinamento arriel 1

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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 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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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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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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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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TABLE OF CONTENTS


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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TABLE OF CONTENTS


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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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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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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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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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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INTRODUCTION

1 - INTRODUCTION

- General information ............................................................................. 1.2- Training programme ............................................................................ 1.4 - 1.5

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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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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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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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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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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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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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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

CT04

Nota

ar t2 erro manual somente para este motor são dados os nomes de acordo com as versões do motor

CT04

Nota

torque é sempre variável

CT04

Nota

CT04

Nota

puxa coletivo rotação n1 aumenta consumo específico de combustível, diminui

CT04

Nota

tenho que ter mais torque p o motor arrancar

CT04

Nota

n1 = ng = velocidade de rotação do conjunto rotativo

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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

CT04

Nota

roda livre está na transmissão principal - somente bi-motor

CT04

Nota

wf = fluxo de combustível

CT04

Nota

aumento do passo da pá , pede mais comb

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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

CT04

Nota

aeo - all engine operation todos os motores operando

CT04

Nota

on engine inoperation

CT04

Nota

devido ao grau de sinistralidade, ou seja, muito difícil utilizar essa faixa com um motor só.. por isso é dada essa margem de meia hora

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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

CT04

Nota

envelope de partida. geralmente maior que o de voo ex. 18.000 pés

CT04

Nota

envelope de voo ex. 9000 pés

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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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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

CT04

Nota

3 e 4 escalão n estão nos manuais de manutenção

CT04

Nota

1 e 2 escalões estão nos manuais SRU tem que remover o motor p trocar qualquer componente

CT04

Nota

LRU tudo que pode ser trocado com o m otor instalado

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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

CT04

Nota

medido em horas

CT04

Nota

componente rotativo, controle é em ciclos

CT04

Nota

tempos superiores ao TBO

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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

CT04

Nota

cuidado danos fisiológicos a pessoas

CT04

Nota

danos materiais

CT04

Nota

aviso

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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

CT04

Nota

motor não instalado longo prazo - acima de 3 meses curto prazo - abaixo de 3 meses

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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


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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

CT04

Nota

acw - sentido de rotação antihorario

CT04

Nota

sentido horario

CT04

Nota

sentido RPM - horário acw e ccw e mesma coisa antihorário cw = horário

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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

CT04

Nota

antihorário usinada no bloco titânio

CT04

Nota

CT04

Nota

anular com injeção centrífuga de combustível

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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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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.


• 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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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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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

CT04

Nota

tubos de diluição para direcionar a queima no sentido paralelo ao eixo, pois o motor é de fluxo direto

CT04

Nota

razão estequeometrica 1gr comb para 15 gr ar

CT04

Nota

ar secundário ajuda a resfriar o ar queimado para que os 2 estágios de trubina suportem a temperatura

CT04

Nota

p2 sempre maior que p3

CT04

Nota

1.125 graus devido ao resfriamento secundário p3 ar queimado

CT04

Nota

passagem convergente + velocidade com perda de pressão....

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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.


• 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


PRESENTATIONGAS GENERATOR TURBINE

CT04

Nota

cinta de contenção em que de soltura de uma alheta

CT04

Nota

horario

CT04

Nota

antihorario

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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


• 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


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

CT04

Nota

formato de saída do escapamento está ligado ao nível de ruído manutenção é de 2 escalão SRU = 2 escalão

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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

CT04

Nota

existe um lado de montagem módulo 4 e 5 faz parte do módulo 5

CT04

Nota

estágios inicial, intermediário e final

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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

CT04

Nota

aciona e é acionada

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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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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

CT04

Nota

desacopla quando o motor se apaga

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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


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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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


N2 FUELCONTROL UNIT

STARTER-GENERATOR /

BREATHER GEAR

OILPUMPS

ACCESSORY GEARBOX - DESCRIPTION 2TRANSMISSION SHAFT AND ACCESSORY GEARBOX

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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

CT04

Nota

velocidade auto sustentada

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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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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:


- 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 rearbearing 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


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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ENGINE - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE

List of maintenance tasks to be carried out when required (in the event of an operating anomaly).


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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)




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


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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

CT04

Nota

fluxo total, ou seja, todo o óleo aspirado retorna para lubrificar novamente o motor

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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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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

CT04

Nota

a sucção das 3 de recuperação é maior que a de pressão, por isso garante o sistema de carter seco

CT04

Nota

só se abre quando a calibragem dela reconhecer que há necessidade..

CT04

Nota

g1 g2 g3

CT04

Nota

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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.


- 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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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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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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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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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



GENERALOIL FILTER

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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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OIL SYSTEM

FILTERCOVER

FILTERINGELEMENT

BY-PASSVALVE

DRAINVALVE

FILTERBASE


LOW OILPRESSURE SWITCH

OIL PRESSURETRANSMITTER

BY-PASSVALVE

OIL FILTER(filtering 30 microns)


NORMAL CONDITION

PRE-BLOCKAGE

OPERATION OFTHE MECHANICALPRE-BLOCKAGE

INDICATOR

BLOCKAGE

OPERATION OF THEBY-PASS VALVE

DESCRIPTION - OPERATIONOIL FILTER

CT04

Nota

trava térmica, para n saltar com o óleo frio e viscoso

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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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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


From oil tank To lubrication



OIL FILTER PRE-BLOCKAGE INDICATOR

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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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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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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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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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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.


• Singlemagneticpole• Self-sealinghousing

Main components- Self sealing housing:

• Housing• O-ringseal• Valve• Spring

- Magnetic plug:• Magnet• O-ringseal(s)• Locatingpinsornotches.

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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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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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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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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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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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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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OIL SYSTEM

OIL SYSTEM - OPERATION

ENGINEAIRFRAME

SUPPLY SCAVENGE BREATHING AIR VENT

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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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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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OIL SYSTEM - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE





- Pre-flight

- Post-flight












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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


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




PREVENTIVE MAINTENANCEOIL SYSTEM - 1ST LINE MAINTENANCE

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OIL SYSTEM - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE



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OIL SYSTEM


- 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




CORRECTIVE MAINTENANCEOIL SYSTEM - 1ST LINE MAINTENANCE

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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


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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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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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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.


- 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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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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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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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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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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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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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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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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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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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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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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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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AIR SYSTEM - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE





- Pre-flight

- Post-flight












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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 MAINTENANCEAIR SYSTEM - 1ST LINE MAINTENANCE

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AIR SYSTEM - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE



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AIR SYSTEM


- 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




CORRECTIVE MAINTENANCEAIR SYSTEM - 1ST LINE MAINTENANCE

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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


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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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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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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.


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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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



JET EJECTOR

To HP pump(FCU)

EJECTOR

MIN PRESSURESWITCH

MIN PRESSURESWITCH

PRESSURETRANSMITTER

(optional)

BY-PASSVALVE

MANUALVALVE

ASTATICVALVE

LPFILTER

To HP pump(FCU)


(pre-blockage pressureswitch in 1E version)

LOW PRESSURE FUEL SYSTEM (1E, 1S)FUEL SYSTEM PRESENTATION

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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


- Start injector electro-valve

- Purge valve.

Injection system- Start injectors (x 2)

- Centrifugal injection wheel.

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FUEL SYSTEM


START INJECTORS

PURGE VALVE

CONTROL LEVER


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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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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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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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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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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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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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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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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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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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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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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FUEL SYSTEM

PRESSURISINGVALVE


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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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


AND REINJECTION PROHIBIT SWITCH

P2BALL VALVE

PURGE VALVE(with drain, according

to versions)

COVER

START INJECTOR ELECTRO-VALVE

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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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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


INLET UNION

INTERNALSUPPLY PIPE

DISTRIBUTOR

CENTRIFUGALINJECTION

WHEEL

LEAK CHECKPLUG


INLET UNION

Type:Centrifugal injection

Radial fuel supply

MAIN INJECTION SYSTEM

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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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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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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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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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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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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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FUEL SYSTEM - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE





- Pre-flight

- Post-flight












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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


SERVICING INSPECTIONSAFTER 15 FLIGHT HOURS OR 7 DAYS- Inspection of the FCU mechanical controls




PREVENTIVE MAINTENANCEFUEL SYSTEM - 1ST LINE MAINTENANCE

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FUEL SYSTEM - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE



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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 MAINTENANCEFUEL SYSTEM - 1ST LINE MAINTENANCE

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CONTROL SYSTEM

7 - CONTROL SYSTEM

- Control system presentation .............................................................. 7.2- Control system - Operation ................................................................. 7.6- Control system - 1st line maintenance .............................................. 7.30 - 7.33


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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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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


PRESSURIZINGVALVE

INJECTIONWHEEL


CONTROLLEVER

PURGEVALVE

STARTINJECTORS



DESCRIPTIONCONTROL SYSTEM PRESENTATION

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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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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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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


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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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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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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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


WF

P2

Max.

Min.

X

WF

P2

ACCELERATION CONTROL UNIT AND DECELERATION CONTROL UNITCONTROL SYSTEM - OPERATION

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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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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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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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CONTROL SYSTEM

TEST

TRQWF


TACHOMETERBOX

N2DETECTOR

TORQUEINDICATOR

LIMIT OF TORQUE - POWER TURBINE OVERSPEED SAFETY SYSTEMCONTROL SYSTEM - OPERATION

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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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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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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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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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CONTROL SYSTEM - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE





- Pre-flight

- Post-flight












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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 MAINTENANCECONTROL SYSTEM - 1ST LINE MAINTENANCE

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CONTROL SYSTEM - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE



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CONTROL SYSTEM


- 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




CORRECTIVE MAINTENANCECONTROL SYSTEM - 1ST LINE MAINTENANCE

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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


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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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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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SPEED MEASUREMENT AND INDICATING SYSTEMGENERAL

FunctionThis system measures the rotation speeds of the gas generator (N1) and the power turbine (N2).


• 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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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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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).


• 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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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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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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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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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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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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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.


- Type: Chromel - Alumel thermocouple

- Quantity: 3

- Connection: in parallel.


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.


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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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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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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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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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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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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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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HELICOPTER

ENGINE

+ 28 V

Low oil pressureBleed valve positionMagnetic particlesCircuit breaker

INDICATING:

• Fuel

• Oil

• Air

• Power

• Overspeed

• Fire

GENERALMISCELLANEOUS INDICATIONS

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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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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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MEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE





- Pre-flight

- Post-flight












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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 MAINTENANCEMEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCE

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MEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE



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- 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




CORRECTIVE MAINTENANCEMEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCE

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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


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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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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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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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STARTING SYSTEM

DRY CRANKPUSH-BUTTON

STARTPUSH-BUTTON

CIRCUITBREAKER

STARTERCONTACTOR

ACCESSORYRELAY

OVERSPEEDBOX

STARTER-GENERATOR

IGNITIONUNITS


DESCRIPTIONSTARTING SYSTEM PRESENTATION

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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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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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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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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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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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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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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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STARTING SYSTEM - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE





- Pre-flight

- Post-flight












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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 MAINTENANCESTARTING SYSTEM - 1ST LINE MAINTENANCE

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STARTING SYSTEM - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE



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STARTING SYSTEM


- 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




CORRECTIVE MAINTENANCESTARTING SYSTEM - 1ST LINE MAINTENANCE

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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


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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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ELECTRICAL SYSTEM

Power supply:28 VDC from aircraft

ACCESSORIESAND SENSORS

ELECTRICALHARNESSES

ELECTRICAL SYSTEM PRESENTATION

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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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ELECTRICAL SYSTEM



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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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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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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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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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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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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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




TACHOMETER BOX - OPERATION (1)POWER TURBINE OVERSPEED PROTECTION SYSTEM

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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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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%





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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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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





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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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ELECTRICAL SYSTEM

SPEED DETECTIONHARNESS FOR THE

OVERSPEED SYSTEM(twin-engine version)

PYROMETRICHARNESS

ACCESSORYHARNESS

ARRIEL 1S1: only one connector

ELECTRICAL HARNESSES

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ELECTRICAL SYSTEM - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE





- Pre-flight

- Post-flight












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ELECTRICAL SYSTEM

MANDATORY MAINTENANCE TASKS- Control harness • Visual inspection Chap. 71- Free turbine: overspeed protection system • Test Chap. 77


SERVICING INSPECTIONSAFTER 15 FLIGHT HOURS OR 7 DAYS- Check locking of the connectors




PREVENTIVE MAINTENANCEELECTRICAL SYSTEM - 1ST LINE MAINTENANCE

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ELECTRICAL SYSTEM - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE



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ELECTRICAL SYSTEM


- 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




CORRECTIVE MAINTENANCEELECTRICAL SYSTEM - 1ST LINE MAINTENANCE

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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


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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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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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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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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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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.


- Type: Static or dynamic, annular

- Airflow:2.5kg/sec.(5.5lb/sec.).

Main components

- Helicopter air intake

- Intake duct

- Anti-icing system.


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.


- Type: divergent

- Gas temperature: 600°C (1080°F).

Main components

- Engine exhaust pipe

- Exhaust extension.


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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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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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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ENGINE INSTALLATION

OILSUPPLY

OIL RETURNTO THE COOLER

BREATHING

AIRCRAFT ENGINE

OIL SYSTEMENGINE/AIRFRAME SYSTEM INTERFACES

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ENGINE/AIRFRAME SYSTEM INTERFACESAIRCRAFT LOW PRESSURE FUEL SYSTEM

Function

The system supplies the engine with fuel under determined conditionsofpressure,flow,temperatureandfiltering.


- Filtering 10 microns.

Main components

- Fuel tank

- Booster pump (except 1S)

- Filter assembly

- Fuel shut-off valve

- Fuel inlet union

- Return to tank union.


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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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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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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ENGINE INSTALLATION

CONTROL LEVER

FUEL VALVECONTROL

ANTICIPATORCONTROL

COLLECTIVEPITCH LEVER

MANUAL CONTROLSENGINE/AIRFRAME SYSTEM INTERFACES

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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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ENGINE INSTALLATION

P2

P2 TAPPING

AIR SYSTEMENGINE/AIRFRAME SYSTEM INTERFACES

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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


- 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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ENGINE INSTALLATION

GAS GENERATORREAR BEARING

AIR VENT

COMBUSTION CHAMBERDRAIN VALVE

FCU DRIVEDRAIN


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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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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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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FIRE PROTECTION

Fire detection

Function

Thefiredetectionsystemdetectsovertemperatureintheenginecompartment and gives a cockpit indication. An extinguishing system is installed in the aircraft.


- 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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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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ENGINE INSTALLATION - 1ST LINE MAINTENANCEPREVENTIVE MAINTENANCE





- Pre-flight

- Post-flight












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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


SERVICING INSPECTIONSAFTER 15 FLIGHT HOURS OR 7 DAYS- Make sure there are no foreign objects (air intake, exhaust system)




PREVENTIVE MAINTENANCEENGINE INSTALLATION - 1ST LINE MAINTENANCE

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ENGINE INSTALLATION - 1ST LINE MAINTENANCECORRECTIVE MAINTENANCE



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ENGINE INSTALLATION


- 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




CORRECTIVE MAINTENANCEENGINE INSTALLATION - 1ST LINE MAINTENANCE

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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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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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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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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


Chapter 71-00-06

STARTING ANOMALIES (2)TROUBLESHOOTING

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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


Chapter 71-00-06

ANOMALIES DURING CRANKINGTROUBLESHOOTING

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TROUBLESHOOTING

Abnormal oil pressure indication

VariationNo pressureLow pressure High pressure

Low oilpressure lightilluminated?

Yes No


Chapter 71-00-06

LUBRICATION ANOMALIESTROUBLESHOOTING

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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


Chapter 71-00-06

ANOMALIES LEADING TO IN-FLIGHT SHUT-DOWNTROUBLESHOOTING

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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)


Chapter 71-00-06

MISCELLANEOUS CASESTROUBLESHOOTING

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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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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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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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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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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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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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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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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?


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?



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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?



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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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?



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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?



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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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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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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.


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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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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1 2 3

45

6


3 - Engine - List the components on the diagram:

1 - ........................................................ 2 - ............................................................ 3 - ......................................................

4 - ........................................................ 5 - ............................................................ 6 - .....................................................

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1 2

6

3

4 5AIRFRAME ENGINE


4 - Oil system - List the components:

1 - ........................................................ 2 - ............................................................ 3 - ......................................................

4 - ........................................................ 5 - ............................................................ 6 - .....................................................

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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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A

B

C

COMPRESSIONRATIO P2 / P0

AIR FLOW G


6- Completethelegendofthecompressorfielddiagram:

A - ........................................................ B - ............................................................ C - ......................................................

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1 2 3 4

5

6

78


7 - Fuel system - Complete the legend :

1 - .................................... 2 - .................................... 3 - .................................... 4 - .............................

5 - .................................... 6 - .................................... 7 - .................................... 8 - .............................

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7

8

1

2

3

4

5

6


8 - Fuel system - List the components:

1 - .................................... 2 - .................................... 3 - .................................... 4 - .............................

5 - .................................... 6 - .................................... 7 - .................................... 8 - .............................

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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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36

1

2

P2WF

+

+

+

N1*

4

N2

N2*

N1

5


10 - Control system - List the components:

1 - ........................................................ 2 - ............................................................ 3 - ......................................................

4 - ........................................................ 5 - ............................................................ 6 - .....................................................

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time

time

time

Power turbinespeed N2

Fuel flowWF

Gas generatorspeed N1

time

Load TRQ


11 - Complete the following graphs during a load TRQ increase:

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4 3

5

6 7

8

1 2


12 - Drains - List the drains :

1 - .................................... 2 - .................................... 3 - .................................... 4 - .............................

5 - .................................... 6 - .................................... 7 - .................................... 8 - .............................

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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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14 - Defineofthefollowingdocuments:

Maintenance manual(s)

Spare parts catalogue

Tools catalogue

Service bulletins

Service letters

Engine log book

Flight manual

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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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Documents

Treinamento arriel 1