ARRIEL 1ARRIEL 1 TURBOSHAFTENGINE
Training manualDecember 2000
Ref.: X 292 87 960 2
0.1Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000
FOREWORD
This document provides, in a teaching form, all the informa-tion required for the operation and the maintenance of theARRIEL 1 Turboshaft engine for training purposes only.
It will not be updated, and if required, modifications will beincluded in a new issue.
TURBOMECA Training Centre
This document is the property of TURBOMECA and it may not be copied without the express authority of TURBOMECA.
FOREWORD
0.2Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
SUMMARY
0 - Foreword
1 - Introduction
2 - Power plant
3 - Engine
4 - Oil system
5 - Air system
6 - Fuel system
7 - Control system
8 - Control and indication
9 - Starting
10 - Electrical system
11 - Engine installation
12 - Operating limitations andprocedures
13 - Various aspects of maintenance
14 - Maintenance procedures
15 - Fault analysis and troubleshooting
16 - Checking of knowledge
SUMMARY
0.3Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000
TABLE OF CONTENTS0 - FOREWORD
- Summary ............................................ 0.2
- Table of contents ................................ 0.3
- List of abbreviations .......................... 0.7
- Conversion table ................................ 0.10
1 - INTRODUCTION- General information ........................... 1.2
- Training method ................................. 1.4
- Training aids ...................................... 1.6
- Training programme ......................... 1.8 to 1.12
2 - POWER PLANT- General presentation ......................... 2.2
- General description ........................... 2.4
- General operation .............................. 2.8
- Principle of adaptation to helicopter .. 2.12
- Main characteristics ........................... 2.14
- Design and development ................... 2.22 to 2.27
3 - ENGINE- Engine ................................................ 3.2
- Axial compressor ............................... 3.8
- Gas generator HP section ................... 3.14• Centrifugal compressor ................... 3.16• Combustion chamber....................... 3.22• Gas generator turbine ...................... 3.28
- Power turbine ..................................... 3.34
- Exhaust pipe ....................................... 3.40
- Reduction gearbox ............................. 3.42
- Transmission shaftand accessory gearbox ....................... 3.48
• Transmission shaft - twin-engineversion ............................................. 3.50
• Transmission shaft - single engineversion ............................................. 3.52
• Accessory box ................................. 3.54 to 3.61
4 - OIL SYSTEM- Oil system ......................................... 4.2
- Lubrication ........................................ 4.8
TABLE OF CONTENTS
0.4Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
TABLE OF CONTENTS(CONTINUED)
4 - OIL SYSTEM (CONTINUED)- Oil tank ............................................. 4.12
- Oil pumps ........................................... 4.14
- Electrical magnetic plugs ................... 4.20
- Oil filter .............................................. 4.24
- Filter pre-blockage indicator .............. 4.30
- Oil cooler ........................................... 4.34
- Centrifugal breather ........................... 4.36
- Magnetic plugs ................................... 4.40
- Strainers ............................................. 4.42
- Indicating devices .............................. 4.44
- Oil pipes and ducts ............................. 4.50 to 4.51
5 - AIR SYSTEM- Air system ......................................... 5.2
- Internal air system ............................. 5.4
- Air tappings........................................ 5.8
- Compressor bleed valve ..................... 5.10
- Air tapping unions ............................. 5.18
- Air pipes ............................................. 5.20 to 5.21
6 - FUEL SYSTEM- Fuel system ....................................... 6.2
- Fuel Control Unit ............................... 6.12
• Fuel pump........................................ 6.14• Fuel filter ......................................... 6.18• Manual control ................................ 6.24• Metering unit ................................... 6.28
- Overspeed and drain valve ................ 6.30
- Start injector electro-valve ................. 6.36
- Main injection system ........................ 6.42
- Start injectors ..................................... 6.46
- Combustion chamber drain valve ...... 6.50
- Fuel pipes ........................................... 6.54 to 6.55
7 - CONTROL SYSTEM- Control system ................................... 7.2
• General ............................................ 7.2• Description ...................................... 7.4• Operation ......................................... 7.6 to 7.33
TABLE OF CONTENTS
0.5Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000
TABLE OF CONTENTS(CONTINUED)
8 - CONTROL AND INDICATION- Manual control system ....................... 8.2- Indicating system ............................... 8.6- Speed indication ................................. 8.8- Tachometer transmitters ..................... 8.10- Speed probes (1E, 1K, 1S versions) .. 8.14- Gas temperature indication ................ 8.16- Thermocouple probes ........................ 8.18- Thermocouple junction box
(1S version) ........................................ 8.20- Torque indication ............................... 8.22- Torquemeter ....................................... 8.24- Torque transmitter .............................. 8.26- Miscellaneous indications .................. 8.28 to 8.35
9 - STARTING- Starting system ................................... 9.2- Starter ................................................. 9.10- Ignition system ................................... 9.16- Ignition units ...................................... 9.18- Igniter plugs ....................................... 9.22- Ignition cables .................................... 9.26 to 9.27
10 - ELECTRICAL SYSTEM- Electrical system ................................ 10.2- Electrical accessories ......................... 10.4- Power turbine overspeed safety
system ................................................ 10.6- Power turbine overspeed sensor ........ 10.10- Tachometer box.................................. 10.14- Super contingency power system ...... 10.24- Electrical harnesses ............................ 10.28 to 10.29
11 - ENGINE INSTALLATION- Engine compartment .......................... 11.2- Engine mounting ................................ 11.4- Power drive ........................................ 11.8- Air intake ........................................... 11.10- Exhaust system .................................. 11.12- Engine system interfaces ................... 11.14
• Oil system........................................ 11.14• Aircraft LP fuel system ................... 11.16• Manual controls ............................... 11.18• Air system ....................................... 11.20
- Drain system ...................................... 11.22- Fire protection .................................... 11.24 to 11.25
TABLE OF CONTENTS
0.6Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
TABLE OF CONTENTS(CONTINUED)
12 - OPERATING LIMITATIONS ANDPROCEDURES
- Operating limitations ......................... 12.2
- Operating procedures ........................ 12.6 to 12.9
13 - VARIOUS ASPECTS OF MAINTENANCE- Maintenance concept ......................... 13.2
- TBOs and life limits ........................... 13.4
- Preventive maintenance ..................... 13.6
- "On-condition" monitoring ................ 13.8
- Corrective maintenance ..................... 13.10
- Lubricants - Fuels - Materials ............ 13.12
- Tooling ............................................... 13.14
- Technical publications ....................... 13.16
- Product support .................................. 13.22 to 13.23
14 - MAINTENANCE PROCEDURES- General ............................................... 14.2
- Inspection and check procedures ....... 14.4
- Removal and installation procedures . 14.52
- Deep maintenance .............................. 14.62- Repair and overhaul ........................... 14.64 to 14.65
15 - FAULT ANALYSIS AND TROUBLESHOOTING
- Fault analysis ..................................... 15.2- Trouble shooting ................................ 15.32 to 15.47
16 - CHECKING OF KNOWLEDGE- Introduction ........................................ 16.2- Questionnaire 1 ................................. 16.3- Questionnaire 2 ................................. 16.6- Questionnaire 3 ................................. 16.12- Questionnaire 4 .................................. 16.15 to 16.30
OBSERVATIONS ................................... Last page
This training manual is established to meet trainingrequirements and takes into consideration, to a certain extent,ATA 104 specifications.
This document has 562 pages. It was produced using adesktop publishing system.
TABLE OF CONTENTS
0.7Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000
FAA .............. Federal Aviation AdministrationFCU .............. Fuel Control UnitFMU ............. Fuel Metering UnitFOD .............. Foreign Object Damageft .................... FeetFWD ............. ForwardG ................... Mass air flowg .................... GramHE ................. High EnergyHP ................. Horse PowerHP ................. High PressureHUMS........... Health and Usage Monitoring SystemHz ................. HertzICP ................ Intermediate Contingency PowerID .................. IdentificationIFDS ............. Integrated Flight Display SystemILS ................ Integrated Logistic SupportISA ................ International Standard AtmosphereISV ................ Servo-valve intensity
A/C ............... AircraftAC................. Alternating CurrentACMS ........... Automatic Control Monitoring SystemACW ............. Anti-clockwiseAEO .............. All Engines OperatingATA .............. Air Transport AssociationBITE ............. Built In Test EquipmentTq (C) ........... Torquecc/h ............... Cubic centimetres per hourFCV .............. Frequency/Voltage ConverterCH................. Hourly Fuel consumptioncSt ................. CentistokeCW ................ ClockwisedaN ............... DecaNewtondB ................. DecibelDC................. Direct CurrentDGAC ........... Direction Générale de l'Aviation CivileEc .................. Kinetic energyEGT .............. Exhaust Gas Temperature
LIST OF ABBREVIATIONS
The abbreviations / symbols shown below may be used during training :
LIST OF ABBREVIATIONS
0.8Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
LIST OF ABBREVIATIONS
(CONTINUED)
kHz ............... KilohertzkPa ................ KilopascalkW ................ Kilowattl/h .................. Litre per hourlb ................... Poundlb/HP.hr ........ Pounds per Horse Power per hourlb/hr ............... Pounds per hourlb/sec. ............ Pounds per secondLRU .............. Line Replaceable UnitLTT ............... Learning Through TeachingLVDT ........... Linear Voltage Differential Transducerm ................... MetremA ................ MilliampereMAX ............. MaximumMCP .............. Max Continuous PowerMCQ ............. Multi Choice QuestionnaireMGB ............. Main gearboxMHz .............. Mega HertzMIN .............. Minimummm ................ MillimetremP ................. Micro-processor
MTBF ........... 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 DisplayNOVRAM .... Non Volatile Random Access MemoryNR................. Rotor rotation speedω ................... Angular VelocityO/S ................ OverspeedOEI ............... One Engine InoperativeP .................... PressureP2 .................. Compressor outlet pressurePOS ............... PositionPPM .............. Parts per millionPSI ................ Pounds per Square InchPSIA ............. Pounds per Square Inch AbsolutePSID ............. Pounds per Square Inch Differential
LIST OF ABBREVIATIONS
0.9Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000
LIST OF ABBREVIATIONS
(CONTINUED)
PSIG ............. Pounds per Square Inch GaugePT ................. Power TurbineQ ................... Fuel flowRAM ............. Random Access MemoryROM ............. Read Only MemoryRPM .............. Revolutions Per MinuteRTD .............. Resistive Temperature DeviceSCP ............... Super Contingency powerSFC ............... Specific Fuel ConsumptionShp ................ Shaft horse powerSI ................... International SystemSRU .............. Shop replaceable unitt ..................... TimeT/O ................ Take-OffTBO .............. Time Between OverhaulsTET ............... Turbine Entry TemperatureTM ................ Turbomecat° ................... Temperaturet4 ................... Gas temperature
US G ............. US GallonVAC .............. Volt, Alternating CurrentVDC .............. Volt, Direct CurrentW .................. PowerXTL .............. Throttle position signalXCP .............. Collective Pitch SignalZ .................... AltitudeZp .................. Pressure altitude°C .................. Degrees Celsius°F .................. Degrees Fahrenheit°K.................. Degrees Kelvin± .................... Plus or MinusΩ ................... Ohm∆ .................... Difference (delta)∆P ................. Pressure difference% ................... Percent< .................... Is lower than> .................... Is higher than
LIST OF ABBREVIATIONS
0.10Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
1 mm = 0.039 inch1 m = 3.28 ft = 1.09 yard
1 dm3 = 1 litre = 0.26 US gallon
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 lbs/sec.
1 g/kW.h = 0.00164 lb/HP.hr
Length
Volume
Mass
Power
Temperature
Pressure
Flow (air, oil, fuel)
Specific Fuel Consumption
CONVERSION TABLEUNIT International System British or American Systems
CONVERSION TABLE
1.1Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 INTRODUCTION
1-INTRODUCTION
- General information...................................................... 1.2
- Training method ............................................................ 1.4
- Training aids .................................................................. 1.6
- Training programme .................................................... 1.8 to 1.12
1.2Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
INTRODUCTION
GENERAL INFORMATION
«The power of knowledge»
Adequate training is essential for obvious safety reasons,but also to reduce additional maintenance costs incurredby unjustified removals and excessive downtime.
"Greater knowledge leads to greater efficiency".
Objectives of training
The main objective is the acquisition of the knowledgerequired for the tasks to be achieved (know and knowhow).
Further information is also communicated to widen theskill and the experience of the trainee.
Training approach
- Performance based training according to taskanalysis, with classroom sessions, student involvement,practical work and troubleshooting techniques
- Advanced training aids : training manual, ComputerAided Presentation (or overhead projection), multimediacourseware and demonstration mock-ups
- Experienced and formally trained instructors
- Courses are taught in English and French and, inspecial circumstances, in German and Spanish.
Training Centre
The Training Centre is located in one of the buildings ofTURBOMECA's TARNOS factory.
TARNOS .... 5 kms north of the BAYONNE -ANGLET - BIARRITZ district - Accessby train (BAYONNE station), by plane(BIARRITZ-PARME airport), by road(A63 highway, TARNOS exit).
Address ...... TURBOMECA - 40220 TARNOSFRANCE
Telex ........... 570 042
Telephone .. (33) 5 59 74 40 07 or 05 59 74 40 07
Fax .............. (33) 5 59 74 45 15 or 05 59 74 45 15
E-mail ......... [email protected]
The training centre is organized in order to answer totraining demands (administration, training aids,instructors).
Training sites
Training courses are also conducted in subsidiaries, inapproved training centres and on site :- by a TURBOMECA qualified instructor, in certain
subsidiaries and approved training centres- or by an instructor detached from TURBOMECA France,
in our subsidiaries and in the clients' premises.
1.3Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 INTRODUCTION
GENERAL INFORMATION
PARIS
TARNOS
BORDES
SPAIN
FRANCE
BAYONNE
ATLANTIC
OCEAN
TRAININGOBJECTIVES OF TRAINING
TRAINING APPROACH
«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".
TRAINING SITES
Training courses are alsoconducted in subsidiaries, in
approved training centres and on site.
TRAINING CENTRE,TURBOMECA Tarnos
(FRANCE)
1.4Edition : December 2000
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Training Manual ARRIEL 1
INTRODUCTION
TRAINING METHOD
Knowledge transmission process
The required knowledge is transmitted in such a mannerthat the student may use it efficiently in variouscircumstances.
The training is conducted in accordance with a processwhich considers :
- A phase of explanation for understanding
- A phase of assimilation leading to the complete acqui-sition and long-term retention of the knowledge.
Continuous checking of knowledge helps to ensure theinformation is assimilated. It is more a method of workthan a testing in the traditional sense (refer to chapter 16).
Training method
The training method is a carefully balanced combinationof :
- Lecture
- Discussions
- Exercises
- Practical work.
1.5Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 INTRODUCTION
TRAINING METHOD
1
4 3
2
KNOWLEDGETRANSMISSION PROCESS
TRAINING METHOD
1 - LECTURE
2 - EXERCISES
3 - DISCUSSIONS
4 - PRACTICAL WORK
INSTRUCTOR
MEDIA
STUDENT
EXPLANATION ASSIMILATION
KNOWLEDGE TRANSMISSION,PHASES :
- Explanation
- Assimilation
CHECKING OF KNOWLEDGE :
- Continuous checking, treated in
chapter 16
1.6Edition : December 2000
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Training Manual ARRIEL 1
INTRODUCTION
TRAINING AIDS
Training manual
The training manual is the basic source of information.
It contains, in a teaching form, all required informationand explanations, following a layout derived from theATA 104 standard. Thus each subject is treated followinga plan which allows the material to be adapted to differentlevels of training.
Typical plan :
- General (function, position, main characteristics, maincomponents)
- Description (general and detailed)
- Operation (phases, synthesis).
Other technical publications are also used during a course.
Computer Aided Presentation or overheadprojection
Computer Aided Presentation or overhead projection isused to display the illustrations contained in the trainingmanual (the instructor's explanations follow the manual).
Multimedia courseware
Interactive courseware is used to transmit informationduring a course.
This multimedia system uses text, photos, illustrations,animation and video.
Certain courses are available for sale on CD-ROM.
This system with quick and easy access can be veryefficient for maintaining knowledge levels in the workplace.
However, only a course delivered by a TURBOMECAinstructor or TURBOMECA qualified instructor wouldallow the issue of an engine maintenance authorisationcard.
Demonstration mock-ups
Demonstration mock-ups are also used for componentidentification and maintenance procedures.
Note : The information contained in the Training Aidsmust be considered for training purposes only.
1.7Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 INTRODUCTION
TRAINING AIDS
MULTIMEDIACOURSEWARE
DEMONSTRATIONMOCK-UPS
COMPUTER AIDED PRESENTATIONOR OVERHEAD PROJECTION
TRAINING MANUAL
Note : The information contained in
the Training Aids must be considered for training
purposes only.
1.8Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
INTRODUCTION
TRAINING PROGRAMME
The course programme follows the manual. However, itshould be noted that the "classroom sessions" alternatewith periods devoted to demonstrations and practicalwork.
According to the contents, each session is mainly devotedto description and operation.
The engine maintenance aspect is mainly covered by thelast part of the manual, which also deals with variouselements related to maintenance (standard practices,technical publications, logistics and mainly fault analysisand fault finding).
Examples of programme :
The following pages provide examples of trainingprogramme :
- Familiarization course
- 1st line maintenance (O level) : preventive and correctivemaintenance
- 2nd line maintenance (I level) : modules, SRU
- 3rd line maintenance (H level) : deep maintenance
- 4th line maintenance (D level) : repair or overhaul.
1.9Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 INTRODUCTION
FAMILIARIZATION COURSE
Objective : At the end of this course, the student will be able to describe the engine, to explain its principle of operationand to identify the main components of the engine and systems.
Programme :
- Engine systems (continued)
- Main aspects of maintenance
- Revision - Checking of knowledge
FIRST DAY
SECOND DAY
- Introduction
- General presentation of the engine
- Engine description
- Engine systems
1.10Edition : December 2000
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Training Manual ARRIEL 1
INTRODUCTION
1st LINE MAINTENANCE COURSE (O LEVEL) : PREVENTIVE AND CORRECTIVE MAINTENANCE
Objective : 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 1st line maintenance procedures and todiagnose operating failures.
Programme :
FIRST DAY- Introduction - General
- Engine presentation - Engine description - Oil system
THIRD DAY
FOURTH DAY
SECOND DAY
FIFTH DAY
- Air system - Fuel system - Control system
- Measurement and indicating systems - Starting
- Electrical system - Engine installation
- Operating limitations and procedures - Various aspects of maintenance
- Maintenance procedures - Trouble shooting
- Visits - Revision
- Examination - Miscellaneous questions
1.11Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 INTRODUCTION
2nd LINE MAINTENANCE COURSE (I LEVEL) : MODULES, SRU
Objective : At the end of this course, the student will be able to identify the engine components, to carry out all the2nd line maintenance procedures (mainly the removal/installation of modules and shop replaceable unit).
Programme : The programme mainly includes practical work. This programme can be carried out after the 1st linemaintenance programme.
- Introduction
- Revision (if this course is not conducted directly after the 1st linecourse)
- Removal of modules
FIRST DAY
SECOND DAY
THIRD DAY
- Removal of modules
- Inspection and check of modules
- Installation of modules
- Inspection and checks after installation
1.12Edition : December 2000
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Training Manual ARRIEL 1
INTRODUCTION
3rd LINE MAINTENANCE COURSE (H LEVEL) : DEEP MAINTENANCE
Objective : At the end of the course, the trainee will be able to carry out the 3rd line maintenance procedures (deepmaintenance).
Programme :
4th LINE MAINTENANCE COURSE (D LEVEL) : REPAIR OR OVERHAUL
Objective : At the end of the course, the trainee will be able to carry out the specific tasks regarding the engine andrelated to his skills (eg : control system, assembly, machining procedures...).
Programme :
- Introduction
- Definition of procedures
- Practical work
FROM 3 DAYS TO 3 WEEKS
- Introduction
- Definition of procedures
- Practical work
SEVERAL WEEKS
2.1Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 POWER PLANT
2-POWER PLANT
- General presentation .................................................... 2.2
- General description ...................................................... 2.4
- General operation ........................................................ 2.8
- Principle of adaptation to helicopter ........................... 2.12
- Main characteristics ..................................................... 2.14
- Design and development .............................................. 2.22 to 2.27
Edition : December 2000For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
POWER PLANT2.2
GENERAL PRESENTATION
Function
The power plant provides power by transforming theenergy 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
- Output shaft speed: 6000 RPM (at 100 %) (except the1S1)
- Mass ≈ 126 kg (277 lbs). The mass may vary accordingto the engine versions.
2.3Edition : December 2000
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For training purposes only© Copyright - TURBOMECA - 2000 POWER PLANT
GENERAL PRESENTATION
POWER
AIR GAS
FUEL
6000 RPM at 100 %(except 1S1)
POWER PLANT
- Free turbine type
- Modular
- Mass ≈ 126 kg (277 lbs)
Edition : December 2000For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
POWER PLANT2.4
ENGINE GENERAL DESCRIPTION
This description considers the main functional componentsof the engine.
Gas generator
- Single stage axial compressor
- Centrifugal compressor
- Annular combustion chamber with centrifugal fuelinjection
- Two stage axial turbine.
Power turbine
- Single stage axial turbine.
Exhaust pipe
- Elliptical, axial exhaust pipe.
Reduction gearbox
- Reduction gearbox comprising three helical toothedgears.
Transmission shaft
- External shaft located in a protecting tube which connectsthe reduction gearbox to the accessory gearbox.
Accessory gearbox
- Gearbox containing the accessory drive train and themain power drive.
2.5Edition : December 2000
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ENGINE GENERAL DESCRIPTION
ACCESSORYGEARBOX
GAS GENERATOR
Axialcompressor
Centrifugalcompressor
Combustionchamber
Turbine
POWER TURBINE EXHAUST PIPE
REDUCTION GEARBOXTRANSMISSION SHAFTMAIN POWER DRIVE
Edition : December 2000For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
POWER PLANT2.6
ENGINE SYSTEMS - GENERAL DESCRIPTION
This part deals with the systems and functions of theengine.
Oil system
The oil system lubricates and cools the engine components.
Dry sump system, synthetic oil, tank and cooling unitinstalled on the aircraft. Pressure, temperature and magneticparticles indications.
Air system
Internal system to pressurise and cool engine internalparts. Accessory air supply system (ventilation of startinjectors, engine control). Compressor bleed valve. Airsupply to the aircraft.
Fuel system
Fuel supply through a gear type pump. Delivery through ametering unit and a valve. Start injection through 2 simpleinjectors. Main injection by a centrifugal wheel.
Control system
Constant power turbine rotation speed. Accelerationcontrol. Miscellaneous protection systems.
Hydro-mechanical control system (with a mechanicalback-up manual control) using fuel as hydraulic fluid.
Engine handling procedure
Entirely automatic. Control lever to start, stop and foremergency control.
Engine indicating
Rotation speeds. Gas temperature. Engine torque. Oiltemperature and pressure. Miscellaneous indications.
Starting
Cranking by an electric starter. Ignition by High Energy.Manual control.
Electrical system
Starting system. Indicating system. Overspeed system.Harness with two or three connectors according to version.
Engine installation
- Interfaces designed for quick removal and installationof engine
- Front and rear supports. Lifting rings
- Miscellaneous equipment (air intake, exhaust, firewalls,transmission shaft, air bleeds, drains, fire protection).
2.7Edition : December 2000
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ENGINE SYSTEMS - GENERAL DESCRIPTION
OIL SYSTEMAIR SYSTEM
FUEL SYSTEM
ENGINEHANDLING PROCEDURE
ENGINE INDICATINGSTARTING
ELECTRICAL SYSTEM
ENGINE INSTALLATION
FWD
CONTROL SYSTEM
Edition : December 2000For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
POWER PLANT2.8
GENERAL OPERATION
This part deals with the basic operation of the engine.
Gas generator
- Compression of the air in the axial and centrifugalcompressors
- Combustion of the fuel/air mixture in the annularcombustion chamber
- Gas expansion in the gas generator turbine which drivesthe compressors and engine accessories.
Power turbine
- Expansion of the gas in the single stage turbine whichdrives the output shaft through the reduction gearbox.
Exhaust
- Discharge overboard of the gas.
Reduction gearbox
- Drive, at reduced speed, to the transmission shaft.
Transmission shaft
- Transmission of the power from the reduction gearboxto the output shaft.
Accessory gearbox
- Power take-off to drive the helicopter main gearbox
- Drive of the accessories by the gas generator through abevel gear, a vertical drive shaft and a gear train.
2.9Edition : December 2000
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GENERAL OPERATION
GAS GENERATOR
COMPRESSION COMBUSTION EXPANSION
POWER TURBINE
GAS EXHAUST
REDUCTION GEARBOXTRANSMISSION SHAFT
ACCESSORY GEARBOX
EXPANSION
DRIVE SPEED REDUCTION
AIRINLET
ACCESSORYDRIVE
POWERDRIVE
FORWARD POWER TRANSMISSION
FUEL
Edition : December 2000For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
POWER PLANT2.10
OPERATION - ADAPTATION
This part deals with the parameters and the adaptation ofthe gas generator and power turbine.
Component adaptation
For the engine operation, two functional assemblies can beconsidered :
- The gas generator which provides kinetic energy
- The power turbine which transforms the kinetic energyinto mechanical power on a shaft.
The two assemblies have different rotation speeds.
Gas generator
The gas generator operation is defined by :
- The air mass flow G (air flow which enters the engine)
- The air pressure P2 and air temperature t2 at thecentrifugal compressor outlet
- The fuel flow Q injected into the combustion chamber
- 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
The power turbine operation is defined by the balancebetween the power received from the gas generator and thetorque applied on the shaft, that is the torque C and therotation speed N2.
Operation
The operation is represented by the diagram which showsthe power W, the rotation speeds N1 and N2 and the maxtorque limit C imposed by the mechanical transmission :
- The torque C is a function of the N2 rotation speed
- The power W is equal to the torque C multiplied by theangular velocity ω
- At constant N2 speed, the power is only a function of thetorque
- The engine parameters can be represented as a functionof a reference parameter ; N1 for example.
2.11Edition : December 2000
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COMPONENT ADAPTATION
OPERATION - ADAPTATION
G(air mass flow)
N1(rotation speed)
N2 rotation speed(constant)
C(shaft torque)
Q(fuel flow)
TET(turbine entry temperature)
P2, t2(compressor outlet
pressure and temperature)
Ec(kineticenergy)
W(shaft power)
GAS GENERATOR POWER TURBINE
W
N2
Max torque
IsospeedsN1
C
N2
ENGINEPARAMETERS
N1
G
P2/P0
WCH
TET
SFC
Power W and speeds N1, N2 P2/P0: Compression ratioCH : Hourly fuel consumptionSFC : Specific fuel consumption
Torque as a function of N2
W = C . ω
ω = 2 π N60
Edition : December 2000For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
POWER PLANT2.12
PRINCIPLE OF ADAPTATION TO HELICOPTER
Power transmission
The mechanical power supplied by the engine, is used todrive the helicopter rotors through a mechanicaltransmission.
This power drives :
- The main rotor (approximately 82 %)
- The tail rotor (approximately 10 %)
- The main gearbox (approximately 8 %).
Twin engine configuration
In a twin engine configuration, the engines are installed atthe rear of the main gearbox.
The power turbines of the two engines are mechanicallyconnected to the main gearbox which drives the rotors(main and tail rotors).
Installation requirements
The main functional requirements of the installation are :
- Constant rotor rotation speed NR in all operatingconditions
- Max torque limit C (usually imposed by the aircrafttransmission)
- Complete engine protection (N1 and N2 speeds, TETtemperature, compressor surge ∆Q/∆t…)
- Good load sharing (in the case of a multi-engineconfiguration).
Adaptation to requirements
To have a constant rotation speed of the power turbine N2,the power supplied by the engine is automatically adaptedto the demand. This adaptation is ensured by the controlsystem which meters the fuel flow injected into thecombustion chamber so as to deliver the required power(variation of the gas generator N1 rotation speed) whilekeeping the engine within its operational limits.
2.13Edition : December 2000
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PRINCIPLE OF ADAPTATION TO HELICOPTER
POWER TRANSMISSION TWIN ENGINE CONFIGURATION
N2
N2
N2
t
WN1, N2, TET, Q/ t
ADAPTATION TO REQUIREMENTS
MAIN GEARBOX 8%
MAIN ROTOR82%
ENGINE100%
MAIN GEARBOX
MAIN ROTOR
TAILROTOR
ENGINE 2
ENGINE 1
time
W - Power
INSTALLATION REQUIREMENTS
Max torque C
NR(constant)
TAIL ROTOR10%
Edition : December 2000For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
POWER PLANT2.14
MAIN CHARACTERISTICS (1)
Mass, dimensions and identification
Mass (dry)
- Engine with specific equipment and without fluid :≈ 126 kg (277 lbs) it may vary according to the engineversion.
Dimensions
- Engine :• Length : 1166 mm (45.5 inches)• Width : 465.5 mm (18.2 inches)• Height : 609 mm (23.8 inches)
Identification
- Each module has an identification plate.
- The identification plate of the complete engine is locatedon the module 1 protection tube.
2.15Edition : December 2000
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For training purposes only© Copyright - TURBOMECA - 2000 POWER PLANT
MASS, DIMENSIONS AND IDENTIFICATION
MAIN CHARACTERISTICS (1)
465,5 mm(18.2 inches)
609
mm
(23.
8 in
ches
)
1166 mm(45.5 inches)
TURBOMECAModule référence
ARRIEL64320 BORDES - FRANCE
Brevets SZYDLOWSKI
TURBOMECA 64320 BORDES - FRANCEBrevets SZYDLOWSKI
ARRIEL
ContrôlesCertificat
Date
P kW
(dry and with specific equipment)≈ 126 kg (277 lbs)
POWER PLANT MASS
Edition : December 2000For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
POWER PLANT2.16
MAIN CHARACTERISTICS (2)
Operational ratings
The operational ratings correspond to given conditions ofhelicopter operation. The ratings are generally definedunder determined speed and temperature conditions.
The following operational ratings are considered :
- AEO ratings (All Engines Operating) :• Max take-off power (T/O) : max rating which can be
used during take-off. This rating has a limited duration(5 minutes continuous)
• Max continuous power (MCP) : rating which can beused without time limitation (this does not imply thatit is used permanently)
- OEI ratings (One Engine Inoperative) :• Max contingency power (MCP) : rating which can be
used in the case of one engine failure during take-offor landing. This rating is usually limited to a periodof continuous operation : 2 minutes 30 seconds.
• Intermediate contingency power (ICP) : rating whichcan be used in the case of one engine failure in flight.This rating is usually limited to 30 minutes orunlimited
• Super contingency power (SCP or 1 min) : extremerating used in place of max. contingency on someversions. Its limited use requires particularmaintenance practices.
2.17Edition : December 2000
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OPERATIONAL RATINGS
MAIN CHARACTERISTICS (2)
W
O.E.I. RATINGSA.E.O. RATINGS
T/O
5minutes unlimited
MAXCONTINUOUSPOWER (MCP)
MAXCONTINGENCYPOWER (MCP)
INTERCONTINGENCYPOWER (ICP)
2minutes
30seconds
SCP
1minute
Edition : December 2000For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
POWER PLANT2.18
MAIN CHARACTERISTICS (3)
Factors which affect performance
The engine performance is affected by flight andatmospheric conditions. The effects of these conditionsare usually indicated by graphs which show the evolutionof performance as a function of parameters likely tomodify it (example : atmospheric temperature t0 andpressure altitude Z).
Power evolution (W)
The power delivered by the engine decreases when thealtitude (Z) and the temperature (t0) increase (this is due tothe air mass flow decrease through the engine).
The conditions of the engine installation on the aircraftshould also be noted (miscellaneous losses due toinstallation) as well as the flight conditions (essentially theaircraft speed).
Evolution of fuel consumption (CH)
The fuel consumption decreases at a given rating, when thealtitude (Z) and the temperature (t0) increase.
Evolution of specific fuel consumption (SFC)
The specific fuel consumption varies with the operatingconditions.
The specific fuel consumption decreases, when the power(W) increases (better thermal efficiency).
For this type of installation, the specific fuel consumptionwhich is mostly considered is that at the cruise rating.
2.19Edition : December 2000
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FACTORS WHICH AFFECT PERFORMANCE
MAIN CHARACTERISTICS (3)
15 °C(59 °F)
W(kW)
t0
Z = 0 m (0 ft)Z = 6000 m (19680 ft)
- +
EVOLUTION OF POWER (W)
CH
Z = 0 m (0 ft)
Z = 6000 m (19680 ft)
EVOLUTION OFFUEL CONSUMPTION (CH)
t0
SFC(g/kW.h)
W (kW)
EVOLUTION OF SPECIFIC FUEL CONSUMPTION (SFC)
A
A = Cruise condition
Edition : December 2000For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
POWER PLANT2.20
MAIN CHARACTERISTICS (4)
Engine operating envelope
The engine is designed to operate within a given climaticenvelope.
The envelope is defined by :
- The atmospheric temperature t0
- The pressure altitude Zp
- And lines of standard atmosphere.
Flight envelope
The flight envelope is illustrated by the t0/Zp diagram andthe lines of standard atmosphere, with the max tropicalzone and the min arctic zone.
Engine starting envelope
The starting and relight envelope is defined in the sameway, but it is also affected by the specifications of oil andfuel used, and sometimes by particular procedures.
Limitations
The engine operates within various limitations : rotationspeeds, temperatures, pressures…
Refer to corresponding chapters and official publications.
2.21Edition : December 2000
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ENGINE OPERATING ENVELOPEMAIN CHARACTERISTICS (4)
0-500 Zp
t0
Max
ISA
Min
+15°
-50°
+50°
°C t0
Zp
Max
ISA
Min
*
-50°
+50°
°C
*
FLIGHT ENVELOPE STARTING ENVELOPE
Depending on oil and fuelspecifications. Can also requirespecial operating procedures.
ISA
Max
Min
-
-
-
International standardatmosphere
Tropical zone
Arctic zone
Edition : December 2000For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
POWER PLANT2.22
DESIGN AND DEVELOPMENT (1)
Principles of design
The engine is designed to meet the aircraft propulsionrequirements and particularly for the new generation ofhelicopters.
The engine design is based on :
- An optimised thermodynamic cycle which gives highperformance
- Simple and reliable components giving a goodsupportability, and a good maintainability to reduce thecosts.
Engine development
The ARRIEL engine is based on research and experienceof other engines :
- First generation engines : ASTAZOU, ARTOUSTE andTURMO
Development steps
- Certification in 1977 by the French Authorities.
- The first production engine was delivered in January1978.
- ARRIEL engines will be in service far beyond 2000.
Engine designation
- Example : ARRIEL 1A2.
ARRIEL - According to TURBOMECA tradition : nameof a Pyrenean lake.
- 1 : Type
- A : Variant
- 2 : Version.
2.23Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 POWER PLANT
DESIGN AND DEVELOPMENT (1)
1978
ENGINE DESIGNATION
ARRIEL lake
Example : ARRIEL 1A2ARRIEL : Name of a Pyrenean lake
for the turboshaft engines1 : TypeA : Variant2 : Version
ASTAZOU500 - 1000 Shp TURMO
1500 - 1600 ShpARTOUSTE400 - 850 Shp
ENGINE DEVELOPMENT
ARRIEL 1650 - 700 Shp
Engine design
Optimisedthermodynamic cycle
Simple and reliablecomponents
SupportabilityMaintainability
Costreduction
Highperformance
STEPS
TIME
In servicefar beyond
2000
Firstproduction
1977Certification
DEVELOPMENT STEPS
PRINCIPLES OF DISIGN
Edition : December 2000For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
POWER PLANT2.24
DESIGN AND DEVELOPMENT (2)
Application
The ARRIEL 1 is presently destined for the followinghelicopters : Squirrel and Dolphin (EUROCOPTER),A 109 K2 (Agusta), S 76 (Sikorsky), BK 117 (MBB).
Maintenance concept
The ARRIEL is designed to provide a high availability ratewith reduced maintenance costs.
The main aspects of the maintenance concept are thefollowing :
- Full modularity
- Good accessibility
- Reduced removal and installation times
- "On condition" monitoring
- High initial TBO
- Low cost of ownership :• Low production costs• Durability (TBO, defined and proven life limits)• High reliability• Low fuel consumption.
Engine fleet status
At the beginning of ..., we can note :
- Number of ARRIEL 1 engines produced : ................
- Number of ARRIEL 1 engines in operation : ...........
- Operating hours : .......................................................
2.25Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 POWER PLANT
DESIGN AND DEVELOPMENT (2)
-
-
-
-
-
-
CONOCO
MAINTENANCE CONCEPT
Actual modularity
Good accessibility
Reduced time of removal and installation
Condition monitoring
High initial TBO
Low cost of ownership
FLEET STATUS
- Arriel 1 engines produced
- Arriel 1 engines in service
- Operating hours
SQUIRREL(EUROCOPTER)
PT-HALB
BK 117(MBB)
A 109 K2(AGUSTA)
REGA
I-RAIE
DOLPHIN(EUROCOPTER)
G-BKXDSA 365 N
Management Aviation
S 76(SIKORSKY)
Edition : December 2000For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
POWER PLANT2.26
DESIGN AND DEVELOPMENT (3)
ARRIEL family
The great diversity of ARRIEL 1 operation is representedin the table below including :
- Certification year
- Version
- Helicopter type
- Engine power
- Differences
2.27Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 POWER PLANT
Free wheel, long exhaust pipeDOLPHIN 365 C
SQUIRREL AS 350 B1977
ARRIEL 1A
ARRIEL 1B
ARRIEL FAMILY
DESIGN AND DEVELOPMENT (3)
1979
1980
1982
1983
1985
1986
1988
1991
ARRIEL 1A1
ARRIEL 1A2
ARRIEL 1C
ARRIEL 1C1
ARRIEL 1M
ARRIEL 1K
ARRIEL 1D
ARRIEL 1S
ARRIEL 1 MNARRIEL 1 D1ARRIEL 1 M1ARRIEL 1 C2
ARRIEL 1E
DOLPHIN 365 C1
DOLPHIN 365 C2
DOLPHIN 365 NDOLPHIN 365 C3
DOLPHIN 365 N1
DOLPHIN 365 F
AGUSTA A 109 K
SQUIRREL AS 350 B1/L1
SIKORSKY S 76 A
DOLPHIN 365 FSQUIRREL AS 350 B2/L2
PANTHER 365 KDOLPHIN 365 N2
BK 117
651 shp (2' 30")
640 shp (5')
667 shp (2' 30")
670 shp (2' 30")
723 shp (2' 30")
777 shp (2' 30")
723 shp (2' 30")
683 shp (5')
777 shp (2' 30")
760 shp (2' 30")
772 shp (2' 30")
700 shp (2' 30")
Adaptation to Agusta aircraftMax fuel flow limit
Free wheel, power turbine supportand exhaust pipe of the 1B
1 minute rating
Turbine materials, power turbine bearingmodified
Gas generator turbine with fir-tree mountedblades, new combustion chamber, increased N2
max N1, W and flight envelope increased
New centrifugal compressor
1S standard. Adaptation to the BK 117
Sealed turbine bladesAdaptation to Sikorsky aircraft
(support, transmission, systems...).
3.1Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
3-ENGINE- Engine ............................................................................. 3.2- Axial compressor ........................................................... 3.8- Gas generator HP section.............................................. 3.14
• Centrifugal compressor ............................................................. 3.16• Combustion chamber ................................................................. 3.22• Gas generator turbine ................................................................ 3.28
- Power turbine................................................................. 3.34- Exhaust pipe................................................................... 3.40- Reduction gearbox......................................................... 3.42- Transmission shaft and accessory gearbox ................. 3.48
• Twin-engine transmission shaft ................................................. 3.50• Single engine transmission shaft ............................................... 3.52• Accessory gearbox ...................................................................... 3.54 to 3.61
3.2Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
ENGINE - GENERAL
Function
The engine transforms the energy in the air and fuel intomechanical power on a shaft.
Main characteristics
- Type : Free turbine with forward drive via an externalshaft
- Power class : from 480 to 560 kW (650 to 760 Shp)according to version
- Specific fuel consumption : according to version (seemaintenance manual)
- Gas generator speed (N1) : approximately 52000 RPMat 100 %
• Direction of rotation : anti-clockwise
- Power turbine speed (N2) : 41586 RPM at 100 %• Direction of rotation : clockwise
- Output shaft speed : 6000 RPM at 100 % (except the 1S1)
• Direction of rotation : clockwise
Note : Direction of rotation given viewed from the rear.
Main components
- Gas generator
• Axial compressor (module M02)• HP section (module M03)
- Centrifugal compressor- Annular combustion chamber- Two stage turbine
- Single stage power turbine (module M04)
- Exhaust pipe
- Reduction gearbox (module M05)
- Transmission shaft and accessory gearbox (moduleM01).
3.3Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
ENGINE - GENERAL
AXIALCOMPRESSOR
CENTRIFUGALCOMPRESSOR
COMBUSTIONCHAMBER
TURBINE POWERTURBINE
EXHAUSTPIPE
REDUCTIONGEARBOX
TRANSMISSION SHAFT ANDACCESSORY GEARBOX
Type :Free turbine
Power class :From 480 to 560 kW
(650 to 760 Shp)
Specific fuel consumption :According to version
Gas generator speed (N1) :Approximately 52000 RPM
at 100% (ACW)
Power turbine (N2) :41586 RPM at 100% (CW)
Output shaft :6000 RPM at 100%(CW) except 1S1
3.4Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
ENGINE - DESCRIPTION
Main components
- Gas generator• Axial compressor• Centrifugal compressor• Combustion chamber• Two stage turbine
- Single stage power turbine
- Exhaust pipe
- Reduction gearbox
- Transmission shaft
- Accessory gearbox.
Note : Some accessories are provided with each module.
In this manual, those components are dealt with inthe chapters corresponding to the main systems.
Modular layout
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 : A module is a sub-assembly which can be replacedon-site (2nd line maintenance) without complextooling or adaptation work.
Each module has an identification plate. The engineidentification plate is fitted on the right hand sideof the M01 protection tube.
3.5Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
ENGINE - DESCRIPTION
MODULE M02AXIAL COMPRESSOR
MODULE M03GAS GENERATOR
HIGH PRESSURE SECTION
MODULE M04POWER TURBINE
MODULE M05REDUCTION GEARBOX
MODULE M01TRANSMISSION SHAFT
AND ACCESSORY GEARBOX
3.6Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
ENGINE - OPERATION
The engine provides power by transforming the energy inthe air and fuel into mechanical energy on a shaft.
The process comprises compression, combustion,expansion and the transmission of the power.
Compression
The ambient air is compressed by an axial superchargingcompressor and a centrifugal compressor.
This phase is essentially characterised by the air flow(approx. 2.5 kg/s ; 5.5 lbs/sec.) and the compression ratio(approx. 8.2).
Combustion
The compressed air is admitted into the combustionchamber, mixed with the fuel and burnt in a continuousprocess.
The air is divided into two flows :
- A primary flow for combustion
- A secondary flow for cooling the gas.
This phase is essentially characterised by the temperaturerise, flame temperature approx. 2500 °C and turbine entrytemperature of approx. 1100 °C, and a pressure drop ofabout 4 %.
Expansion
- The gas expands in the gas generator turbine whichextracts the energy required to drive the compressor andaccessories (N1 rotation : 52000 RPM ACW)
During this phase the pressure and temperature of thegas drop, whilst the velocity increases.
- There is a further expansion in the power turbine whichextracts most of the remaining energy to drive the outputshaft (N2 rotation : 41586 RPM CW)
After the power turbine the gas is discharged overboardvia the exhaust pipe, giving a slight residual thrust.
Power transmission
The power is transmitted forward by a reduction gearboxand an external transmission shaft.
Note : The engine reference stations are :
0 - Air intake1 - Axial compressor inlet1' - Axial compressor outlet2 - Centrifugal compressor outlet3 - Turbine inlet4 - Gas generator turbine outlet5 - Power turbine outlet.
3.7Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
ENGINE - OPERATION
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
AIRINLET
COMPRESSOR
EXPANSION
POWER TRANSMISSION
(power transmitted forward by a reduction gearbox and an external shaft)
Values givenfor information at a
given reference rating
Primary air
Gas
Secondary airAIR FLOW
2.5 kg/s(5.5 lbs/s)
Residual thrust≈ 15 daN (33 lbs)
COMBUSTIONCHAMBER TURBINES
COMBUSTIONCOMPRESSION
3.8Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
AXIAL COMPRESSOR - GENERAL
Function
The axial compressor ensures a first stage of compressionto supercharge the centrifugal compressor.
Position
- At the front of the engine (the axial compressor assemblyforms the module M02).
Main characteristics
- Type : axial transonic supercharging compressor
- Air flow : 2.5 kg/sec (5.5 lbs/sec.)
- Outlet pressure : 160 kPa (23.2 PSI)
- Outlet temperature : 65 °C (149 °F)
Main components
- Rotating components
• Air inlet cone• Axial wheel, shaft, bearing and accessory drive
shaft
- Stationary components
• Diffuser• Casing.
3.9Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
AXIAL COMPRESSOR - GENERAL
WHEEL DIFFUSER SHAFT
BEARING CASINGAIR INLET
CONE
Type :Axial transonic
supercharging compressor
Air flow :2.5 kg/s (5.5 lbs/sec.)
Outlet pressure :160 kPa (23.2 PSI)
Outlet temperature :65 °C (149 °F)
ACCESSORYDRIVE SHAFT
3.10Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
AXIAL COMPRESSOR - DESCRIPTION
The axial compressor module (module M02) includesrotating and stationary components.
Rotating components
The rotating assembly comprises the shaft, the inlet cone,the axial wheel and the accessory drive gear.
The inlet cone, made of light alloy, is screwed into the frontof the shaft.
The compressor wheel is fitted to the shaft. It is a disc madeof titanium alloy with blades cut from the solid.
The shaft connects the centrifugal compressor to the axialcompressor. The shaft is secured by a nut onto the tie-bolt.
This assembly is supported by two bearings : a ball bearingat the rear of the axial compressor and a ball bearing in aflexible cage at the front of the centrifugal compressor.
The accessory drive consists of a bevel gear on the shaftwhich drives a vertical drive shaft.
Stationary components
The stationary assembly includes the diffuser and thecasing.
The diffuser (diffuser-straightener) welded inside the casinghas two rows of steel stator vanes which form a divergentpassage for the air.
The casing, made of steel, houses all the compressorcomponents. It has a front flange for the mounting of theair inlet duct and a rear flange for the attachment to themodule M03. The inner hub of the casing provides thelocation for the bearings.
The casing has a boss for the mounting of the compressorbleed valve.
The module identification plate is located at the front of thecasing.
3.11Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
AXIAL COMPRESSOR - DESCRIPTION
INLET CONE
SHAFT
DIFFUSER
CASING
INLET CONE
SHAFT
WHEEL BEARING DIFFUSER NUT
TIE-BOLT
CASING
ACCESSORYDRIVE GEAR
WHEEL
IDENTIFICATIONPLATE
3.12Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
AXIAL COMPRESSOR - OPERATION
The axial compressor ensures a first stage of compressionin order to supercharge the centrifugal compressor.
Compressor air flow
The ambient air, admitted through the air intake duct andguided by the inlet cone, flows between the blades of theaxial compressor. The air is discharged rearwards with anincreased axial velocity.
The air then flows through the vanes of the diffuser. Dueto the divergent passage, the air velocity is reduced and thepressure increased.
The flow is straightened by the stator vanes before beingadmitted, through an annular duct, to the centrifugalcompressor.
Operating parameters
In standard conditions, the air flow is 2.5 kg/s (5.5 lbs/sec.), the outlet pressure 160 kPa (23.2 PSI) and the outlettemperature 65 °C (149 °F).
The rotation speed of the axial compressor wheel isobviously the gas generator speed.
In order to avoid compressor surge, a valve dischargesoverboard a certain amount of air in certain operatingconditions (refer to "AIR SYSTEM" chapter for furtherdetails on the compressor bleed valve).
3.13Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
AXIAL COMPRESSOR - OPERATION
ADMISSIONOF AMBIENT AIR
(2.5 kg/s / 5.5 lbs/sec.)
ACCELERATIONOF THE AIR
COMPRESSION ANDSTRAIGHTENING OF THE AIR
P1' : AIR DISCHARGEDTHROUGH THE COMPRESSOR
BLEED VALVE
SUPERCHARGING OF THECENTRIFUGAL COMPRESSOR
(160 kPa / 23.2 PSI ; 6 °C / 149 °F)
3.14Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
GAS GENERATOR HP SECTION
Function
The HP section of the gas generator ensures the phases ofcompression (second stage), combustion and expansion(first stage).
It provides the energy necessary to drive the power turbine.
Position
- It forms the module M03 and is mounted between themodule M02 (axial compressor) and the module M04(power turbine).
Main characteristics
- Identification plate on the turbine casing.
For further information, refer to following pages.
Main components
- Centrifugal compressor
- Combustion chamber
- Turbine.
Note : The power turbine nozzle guide vane belongs tothe module M03.
3.15Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
GAS GENERATOR HP SECTION
COMBUSTIONCHAMBER
TURBINE
CENTRIFUGALCOMPRESSOR
IDENTIFICATIONPLATE
3.16Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
CENTRIFUGAL COMPRESSOR - GENERAL
Function
The compressor supplies the compressed air required forcombustion.
Supercharged by the axial compressor, it ensures thesecond stage of compression.
Position
- At the front of the module M03.
Main characteristics
- Type : centrifugal, high efficiency
- Air flow : 2.5 kg/s (5.5 lbs/sec.)
- Compression ratio : 5.4/1 (global : 8.2/1)
- Outlet temperature : 320 °C (608 °F)
Main components
- Rotating components (wheel, shaft, bearing)
- Stationary components (diffusers, casings).
3.17Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
CENTRIFUGAL COMPRESSOR - GENERAL
DIFFUSERS
CENTRIFUGALWHEEL
CASINGS
BEARING
TIE-BOLT
Type :Centrifugal, high efficiency
Air flow :2.5 kg/s (5.5 lbs/sec.)
Compression ratio :5.4 / 1 (global : 8.2 / 1)
Outlet temperature :320 °C (608 °F)
3.18Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE
CENTRIFUGAL COMPRESSOR -DESCRIPTION
The centrifugal compressor assembly includes rotatingand stationary components.
Rotating components
The main rotating component is the centrifugal wheel. Thewheel has blades which are cut from the solid in a disc oftitanium alloy and has a labyrinth seal on the rear shaft.
The front part of the wheel connects to the axial compressorshaft.
The rear part has a curvic-coupling for the mounting of thecentrifugal fuel injection wheel. The rotating componentsare secured by a tie-bolt.
Stationary components
The stationary assembly includes the diffusers and thecasings.
The compressor front cover is mounted inside the externalcasing by means of a ring of bolts which also secure theaxial compressor casing, the front cover and the diffuserassembly.
The external casing of the centrifugal compressor is boltedto the turbine casing. It is provided with several bosses forair bleeds.
The diffuser assembly comprises the first stage diffuser(radial stator vanes) and the second stage diffuser (axialstator vanes). The diffuser back-plate forms a partitionbetween the compressor and the combustion chamber.The fuel injection system is mounted on its inner hub.
3.19Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
CENTRIFUGAL COMPRESSOR - DESCRIPTION
WHEEL
BEARING
1st STAGEDIFFUSER
2nd STAGEDIFFUSER
EXTERNALCASING
COMPRESSORFRONT COVER
CURVICCOUPLING
FUELINJECTION
SYSTEM
LABYRINTHSEAL
TIE-BOLT
DIFFUSERASSEMBLY
COMPRESSORFRONT COVER
WHEEL
EXTERNAL CASING
3.20Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
CENTRIFUGAL COMPRESSOR -OPERATION
The centrifugal compressor ensures the main stage ofcompression.
Compressor air flow
The air supplied by the axial compressor flows betweenthe blades of the centrifugal compressor. The air pressureincreases due to the divergent passage between the bladesand the air velocity increases due to the centrifugal flow.
The air leaves the tips of the blades at very high velocityand then flows through the first stage diffuser vanes wherethe velocity is decreased and the pressure is increased.
The air then passes through an elbow and the flow becomesaxial. In the second stage diffuser, the velocity is againdecreased and the pressure increased. The air is thenadmitted into the combustion chamber.
Operating parameters
In standard conditions, the air flow is 2.5 kg/s (5.5 lbs/sec.), the compression ratio 5.4 (total 8.2), the outletpressure 820 kPa (118.9 PSI) and the outlet temperature320 °C (608 °F).
The compressor wheel rotation speed is obviously the gasgenerator speed.
3.21Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
CENTRIFUGAL COMPRESSOR - OPERATION
AIR ADMITTED INTOTHE COMBUSTION
CHAMBER(820 kPa / 118.9 PSI ;
320 °C / 608 °F)
ACCELERATION ANDCOMPRESSION OF THE AIR
SUPERCHARGING BYTHE AXIAL COMPRESSOR
(2.5 kg/s / 5.5 lbs/sec. ;160 kPa / 23.2 PSI)
COMPRESSION OF THE AIRIN THE DIFFUSERS
3.22Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE
COMBUSTION CHAMBER - GENERAL
Function
The combustion chamber forms an enclosure in which theair-fuel mixture is burnt.
Position
- Central section of the gas generator.
Main characteristics
- Type : annular with centrifugal fuel injection
- Overall fuel-air ratio : 1/45
- Turbine inlet temperature : 1125 °C (2057 °F).
Main components
- Outer part (front swirl plate and mixer unit)
- Inner part (rear swirl plate and shroud)
- Fuel injection system
- Turbine casing.
3.23Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
COMBUSTION CHAMBER - GENERAL
Type :Annular with centrifugal
fuel injection
Overall fuel-air ratio :1/45
Turbine inlet temperature :1125 °C (2057 °F)
OUTER PART
Front swirlplate
Mixer unit
INNER PART
Rear swirlplate
Shroud
FUEL INJECTIONSYSTEM
TURBINECASING
3.24Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE
COMBUSTION CHAMBER - DESCRIPTION
The combustion chamber assembly includes the outerpart, the inner part, the turbine casing and the fuel injectionsystem.
Outer part
The outer part includes the front swirl plate and the mixerunit. The front swirl plate is provided with calibratedorifices for the passage of primary air ; it is secured to themixer unit with special rivets.
The mixer unit is provided with calibrated orifices for thepassage of dilution air ; it is bolted to the rear flange of theturbine casing. It includes the dilution tubes.
Inner part
The inner part includes the rear swirl plate and the shroud.
The rear swirl plate is provided with calibrated orifices forthe passage of primary air.
The shroud, integral with the rear swirl plate surrounds theshaft ; it is bolted to the turbine nozzle guide vane.
Note : The two parts are made of special alloy. Thecalibrated orifices are drilled using the electronbeam process.
Turbine casing
The casing houses the combustion chamber and the turbine.It has various bosses and, particularly the boss for thecombustion chamber drain valve at the bottom of thecasing.
Fuel injection system
The main fuel injection system includes : the fuel inletunion, the inner fuel tube, the fuel distributor and thecentrifugal injection wheel.
The injection wheel is mounted by means of curviccouplings between the compressor and the turbine shaft(refer to "FUEL SYSTEM" chapter for further details onthe fuel injection system).
3.25Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
COMBUSTION CHAMBER - DESCRIPTION
FRONT SWIRLPLATE
DILUTION TUBEMIXER UNIT
TURBINE CASING
SHROUD
MIXER UNIT
INJECTION WHEEL
REAR SWIRLPLATE
Drain valve
FUEL INJECTIONSYSTEM
TURBINE CASING
FRONT SWIRLPLATE
REAR SWIRLPLATE
SHROUD
Curvic-coupling
3.26Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
COMBUSTION CHAMBER - OPERATION
The combustion chamber forms an enclosure in which thefuel - air mixture is burnt.
Combustion chamber flow
In the combustion chamber, the compressed air is dividedinto two flows : a primary air flow mixed with the fuel forcombustion and a secondary air flow (or dilution air flow)for cooling of the burnt gases.
Primary air
One part flows through the orifices of the front swirl plate.
A second part flows through the hollow vanes of theturbine nozzle guide vane (cooling of the vanes) andthrough the orifices of the rear swirl plate.
The primary air is mixed with the fuel sprayed by theinjection wheel. The combustion occurs between the twoswirl plates. The flame temperature reaches approximately2500 °C (4532 °F).
Secondary air
The secondary air (or dilution air) flows through theorifices of the mixer unit and the dilution tubes. It iscalibrated to obtain flame stability, cooling of the burntgases, and distribution of temperature on the turbine.
Gas
The gas produced by the combustion is directed into theturbine nozzle guide vane.
Operating parameters
The fuel-air ratio for combustion is approximately 1/15 ;the total ratio is approximately 1/45.
The pressure drop in the combustion chamber isapproximately 4 %.
The turbine inlet temperature (at design point) isapproximately 1125 °C (2057 °F).
3.27Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
COMBUSTION CHAMBER - OPERATION
FUEL INJECTION COMBUSTION(2500 °C / 4532 °F)(pressure loss : 4 %)
GAS FLOW TO THETURBINE
(1125 °C / 2057 °F)
Primary air (combustion)
Secondary air (cooling of burnt gases)
Burnt gases
COMPRESSED AIR(820 kPa / 118.9 PSI ; 320 °C / 608 °F)
3.28Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
GAS GENERATOR TURBINE - GENERAL
Function
The turbine extracts sufficient energy from the gas flow todrive the compressors and the accessories.
Position
- At the rear of the gas generator.
Main characteristics
- Type : two stage axial
- Turbine inlet temperature : 1125 °C (2057 °F)
- Turbine outlet temperature : 880 °C (1616 °F)
- N1 speed ≈ 52000 RPM (100 %) ACW
Main components
- Rotating components (wheels, shafts, bearing)
- Stationary components (nozzle guide vanes, containmentshield, casing).
3.29Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
GAS GENERATOR TURBINE - GENERAL
Type :Two stage axial
Turbine inlet temperature :1125 °C (2057 °F)
Turbine outlet temperature :880 °C (1616 °F)
N1 speed 52000 RPM (100%) ACW
NOZZLE GUIDEVANES
WHEELS
BEARING
CONTAINMENTSHIELD
SHAFTSCASING
3.30Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
GAS GENERATOR TURBINE -DESCRIPTION
The gas generator turbine assembly includes rotatingcomponents and stationary components.
Rotating components
The main rotating components are the turbine wheels.
The wheels consist of either a disc and fir-tree mountedblades or blades cut from the solid.
The front wheel is coupled by curvic-couplings to theturbine shaft and to the second stage wheel. The rear wheelis coupled to a stub shaft by a curvic-coupling.
The stub shaft is supported by a roller bearing. Rotatinglabyrinths provide sealing.
A tie-bolt secures the rotating assembly.
Stationary components
The stationary components are the turbine nozzle guidevanes, the containment shield, the turbine casing and thediffuser casing.
The first stage nozzle guide vane includes a row of hollowvanes. It is mounted on the combustion chamber.
The second stage nozzle guide vane includes a row ofvanes mounted in a ring.
The containment shield provides containment in case ofblade failure.
The turbine casing forms the housing of turbines andcombustion chamber.
The diffuser casing connects the gas generator and thepower turbine and its hub contains the housing for the gasgenerator rear bearing. At the rear it houses the powerturbine nozzle guide vane.
3.31Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
GAS GENERATOR TURBINE - DESCRIPTION
NOZZLE GUIDEVANES
TURBINESHROUD
TURBINEWHEELS
BEARING(roller)
TIE-BOLT
REARSHAFT
Curvic-couplingCONTAINMENTSHIELD
TURBINECASING
FRONTSHAFT
DIFFUSERCASING
TURBINESHROUD
TURBINECONTAINMENT
SHIELD
FRONTSHAFT
DIFFUSERCASING
1st STAGETURBINEWHEEL
2nd STAGETURBINEWHEEL
1st STAGENOZZLE GUIDE
VANE
2nd STAGENOZZLE GUIDE
VANE
3.32Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
GAS GENERATOR TURBINE - OPERATION
The gas generator turbine transforms the gas energy intomechanical power to drive the compressors and variousaccessories.
The operation is characterized by the first phase ofexpansion.
Turbine gas flow
The burnt gases first flow through the nozzle guide vanes.The gas velocity increases due to the convergent passage.
The flow on the blades results in aerodynamic forceswhose resultant causes the rotation of the wheel.
The gases, still containing energy, are directed to thepower turbine.
Operating parameters
The operation is characterised by the following parameters :
- Turbine inlet temperature : 1125 °C (2057 °F)
- Turbine outlet temperature : 880 °C (1616 °F)
3.33Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
GAS GENERATOR TURBINE - OPERATION
GAS TO THEPOWER TURBINE(880 °C / 1616 °F)
ROTATIONCOMPRESSOR DRIVE
(52000 RPM ; ACW800 kW ; 1072 Shp)
GAS FROM THE COMBUSTIONCHAMBER
(1125 °C / 2057 °F)
GAS EXPANSION IN THE NOZZLE GUIDE VANE(convergent passage)
Nozzleguide vane
Turbinewheel
Rotation
3.34Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
POWER TURBINE - GENERAL
Function
The turbine extracts the energy from the gas to drive thepower 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
- Turbine inlet temperature : 880 °C (1616 °F)
- Turbine outlet temperature : 600 °C (1080 °F)
- N2 speed at 100 % ≈ 41586 RPM, CW
Main components
- Rotating components (wheel, shaft, bearings)
- Stationary components (nozzle guide vane, containmentshield, casing).
3.35Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
POWER TURBINE - GENERAL
NOZZLE GUIDE VANE WHEEL BEARINGS
SHAFTPOWER TURBINECASING
CONTAINMENT SHIELD
Type :Axial, single stage
Turbine inlet temperature :880 °C (1616 °F)
Turbine outlet temperature :600 °C (1080 °F)
N2 speed at 100% ≈ 41586 RPM (CW)
3.36Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE
POWER TURBINE - DESCRIPTION
The power turbine assembly forms the module M04. Itincludes rotating components and stationary components.
Rotating components
The main rotating component is the power turbine with itsshaft.
The wheel includes a disc (integral with the shaft) and fir-tree mounted blades.
The shaft is supported by two bearings : a front rollerbearing and two rear ball bearings. It is fitted with twophonic wheels
The front bearing sealing is ensured by a pressurisedlabyrinth seal (pressurisation with compressor air directedto the power turbine through an external pipe and innerducts).
The power is transmitted to the reduction gear by a muffcoupling.
Stationary components
The main stationary components are the turbine nozzleguide vane, the power turbine casing and the bearinghousing.
The nozzle guide vane includes a row of hollow vanes. It ispart of the module M03.
The power turbine casing engages over the gas generatoroutlet diffuser and is bolted to the module M03. It comprisesan outer casing and an inner hub supported by three struts.
The bearing housing is installed in the inner hub of thecasing. Its rear part engages in the reduction gearbox.
The identification plate is located on the power turbinecasing.
A containment shield is fitted around the rear of the casing.
3.37Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
POWER TURBINE - DESCRIPTION
FRONTBEARING
REARBEARING
SHAFT
Muff coupling
BEARINGHOUSING
PHONICWHEELS
WHEEL CONTAINMENTSHIELD
NOZZLE GUIDEVANE
POWER TURBINECASING
PRESSURISEDLABYRINTH
SEAL Identification plate
BEARINGHOUSING
PHONIC WHEELS
WHEEL
LABYRINTH
POWER TURBINECASING
3.38Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
POWER TURBINE - OPERATION
The power turbine transforms the gas energy intomechanical power to drive the reduction gearbox.
The operation is characterised by the second phase ofexpansion.
Turbine flow
The gas supplied by the gas generator flows through thenozzle guide vane. In the nozzle guide vane, the gasvelocity increases due to the convergent passage.
The gases are directed onto the turbine wheel and theresultant of the aerodynamic forces on the blades causesthe wheel to rotate. The gases are then expelled overboardthrough the exhaust pipe.
Operating parameters
The operation is characterised by the following parameters :
- Rotation : CW
- Turbine inlet temperature : 880 °C (1616 °F)
- Power extracted : depending on the version
3.39Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
POWER TURBINE - OPERATION
GAS FROM THEGAS GENERATOR
TURBINE(880 °C / 1616 °F)
Nozzleguide vane
Turbinewheel
GAS EXHAUST
REDUCTION GEARBOXDRIVE (CW)
ROTATION OF THEPOWER TURBINE
EXPANSION IN THENOZZLE GUIDE VANE
Rotation
3.40Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
EXHAUST PIPE
Function
The exhaust pipe continues the expansion phase andexpels 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)
- Residual thrust : ≈ 15 daN (33 lbs).
Main components
- Exhaust pipe
- Heat shield.
Note : The exhaust pipe is considered to be an SRU.
Description
The exhaust pipe, which has an elliptical outlet, is madefrom stainless steel. It is bolted to the rear flange of thepower turbine casing with the containment shield.
A heat shield is fitted between the exhaust pipe and thereduction gearbox to protect the gearbox from the exhaustheat.
The exhaust pipe has a drain at the bottom.
Operation
Functionally it should be noted that the exhaust gas stillcontains a certain amount of energy which produces asmall residual thrust of about 15 daN (33 lbs).
3.41Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
EXHAUST PIPE
GAS FROMPOWER TURBINE
RESIDUAL THRUST(15 daN / 33 lbs)
EXHAUST PIPE
HEAT SHIELD
DESCRIPTION OPERATION
GAS EXHAUST(600 °C ; 1080 °F)
DRAINREDUCTIONGEARBOX
3.42Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
REDUCTION GEARBOX - GENERAL
Function
The reduction gearbox provides a reduced speed outputand transmits the drive forwards.
Position
- At the rear of the engine
- It forms the module M05.
Main characteristics
- Type : 3 stages, helical gears
- Output gear speed : 6000 RPM at 100 %.
Main components
- Drive gear
- Intermediate gear
- Output gear
- Casings
- Hydraulic torquemeter.
3.43Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
REDUCTION GEARBOX - GENERAL
Type :3 stages, helical gears
Output gear speed :6000 RPM at 100%
OUTPUTGEAR
DRIVEGEAR
INTERMEDIATEGEAR
CASINGS
HYDRAULICTORQUEMETER
MUFFCOUPLING
3.44Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
REDUCTION GEARBOX - DESCRIPTION
The reduction gearbox module mainly includes threegears contained in two half casings.
Drive gear
The drive gear is linked to the power turbine by a muffcoupling. It is supported by two roller bearings.
Intermediate gear
It is a double helical type gear : one gear meshes with thedrive gear, the other one with the output gear. Thetorquemeter piston is fitted in its hub. The intermediategear is supported by two roller bearings.
Output gear
It is supported by a ball bearing at the front and a rollerbearing at the rear.
The hub is internally splined to receive the transmissionshaft.
Reduction gearbox casing
The gears are housed in a light alloy gearbox formed bytwo half casings. A fork shaped steel plate is mounted onthe front face of the casing to prevent rearward movementof the power turbine in the event of overspeed.
The module identification plate is located at the bottom ofthe casing.
3.45Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
REDUCTION GEARBOX - DESCRIPTION
DRIVE GEAR
INTERMEDIATEGEAR
FRONTCASING
IDENTIFICATIONPLATE
FORK SHAPEDPLATE
OUTPUTGEAR
REARCASING
INTERMEDIATE GEARDRIVE GEAR
OUTPUTGEAR
Muff coupling
TORQUEMETERPISTON
3.46Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
REDUCTION GEARBOX - OPERATION
The reduction gear provides a forward output drive at areduced speed.
Operation of the reduction gear
The drive gear is directly driven by the power turbine shaft(muff coupling drive). It transmits the movement to theintermediate gear which contains the hydraulic torquemeter.
The intermediate gear drives the output gear which providesthe power drive at a speed of approximately 6000 RPM,clockwise.
3.47Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
REDUCTION GEARBOX - OPERATION
TORQUEMETERPISTON
DRIVE GEARDRIVEN BY
THE POWER TURBINE
DOUBLEINTERMEDIATE GEAR
OUTPUTGEAR
TRANSMISSIONSHAFT
3.48Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
TRANSMISSION SHAFT AND ACCESSORYGEARBOX
Function
The shaft transmits the power to the helicopter via thepower off-take at the front of the engine.
The accessory gearbox provides the drive for the engineaccessories.
Position
- Shaft beneath the engine
- Accessory gearbox at the front of the engine
- This assembly forms the module M01.
3.49Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
TRANSMISSION SHAFT AND ACCESSORY GEARBOX
ACCESSORY DRIVE SHAFT
TRANSMISSIONSHAFTCASINGS
POWER OFF-TAKE
3.50Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
POWER TRANSMISSION SHAFT -TWIN-ENGINE CONFIGURATION - GENERAL - DESCRIPTION
Function
The shaft transmits the power to the front power off-take.
Position :
- Lower part of the engine.
Main characteristics
Hollow steel shaft.
Main components
- Transmission shaft
- Protection tube
- Accessory drive gear
- Power off-take.
Description
The shaft transmits the power to the power off-take andaccessory gearbox. The shaft is located in a protection tubebolted to the reduction gearbox at the rear and to theaccessory gearbox at the front.
The front of the shaft is supported by a ball bearing in theaccessory gearbox front casing. The triangular flangewhich forms the power off-take is splined onto the front ofthe transmission shaft and is secured by a nut. Sealing ofthe oil which lubricates the bearing is ensured by a carbonseal.
Three oil tubes are located between the shaft and theprotection tube.
The rear of the shaft is splined into the hub of the outputgear of the reduction gear.
3.51Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
POWER TRANSMISSION SHAFT - TWIN-ENGINE CONFIGURATIONGENERAL - DESCRIPTION
OUTPUTGEAR
SHAFT
ACCESSORYDRIVE GEAR
OIL TUBE
POWER OFF-TAKE(triangular flange)
BEARING
CARBONSEAL
PROTECTIONTUBE
BEARING
3.52Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
POWER TRANSMISSION SHAFT -SINGLE ENGINE CONFIGURATION -GENERAL - DESCRIPTION
Function
The shaft transmits the power to the front and to the rear ofthe engine.
Position :
- Lower part of the engine.
Main characteristics
- Hollow steel shaft with coaxial drive shaft.
Main components
- Transmission shaft
- Protection tube
- Accessory drive gear
- Drive shaft
- Free wheel.
Description
The shaft transmits the power to the power drive shaft. Thetransmission shaft is located in a protection tube bolted tothe reduction gearbox at the rear and to the accessorygearbox at the front.
The front of the transmission shaft is supported by a ballbearing in the accessory gearbox front casing. A triangularflange is splined onto the front of the transmission shaft.Sealing of the oil which lubricates the bearing is ensuredby a carbon seal.
Three oil pipes are located within the protection tube.
A free wheel is mounted on the triangular flange to drivethe power drive shaft which drives the main gearbox andthe tail rotor.
Lubrication of the free wheel and its bearing is by the oilcontained in the free wheel housing, or by the oil systemof the engine, according to the version.
The rear of the transmission shaft is splined into the hub ofthe output gear of the reduction gear.
The rear of the tail rotor drive shaft is supported by a ballbearing in the hub of the output gear. A carbon seal is fittedin the rear cover of the gearbox.
3.53Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
POWER TRANSMISSION SHAFT - SINGLE ENGINE CONFIGURATIONGENERAL - DESCRIPTION
TAIL ROTORDRIVE
BEARINGBEARINGSEAL TRIANGULAR FLANGE
POWER DRIVESHAFT
FREE WHEEL
SHAFT
CARBONSEAL
FRONT PART REAR PART
ACCESSORYDRIVE GEAR
CARBON SEAL OIL TUBE
3.54Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
ACCESSORY GEARBOX - GENERAL
Function
To provide the drive for the engine accessories.
Position
- At the front of the engine.
Main characteristics
- Type of gears :• spur gear• bevel gear.
Main components
- Accessory drive shaft
- Accessory drive train
- Casings.
3.55Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
ACCESSORY GEARBOX - GENERAL
Type of gears :Spur gearBevel gear
ACCESSORYDRIVE SHAFT
(N1)
ACCESSORYDRIVE TRAIN
FRONTCASING
REARCASING
ACCESSORYDRIVE GEAR
(N2)
3.56Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
ACCESSORY GEARBOX -DESCRIPTION (1)
The accessory gearbox has four drives on the front face :• starter generator• fuel control unit N1• fuel control unit N2• main power shaft.
and four mounting bolts on the upper part for attachmentof the M02.
It has 3 power drives on the rear face :• oil pump• N1 tachometer generator• N2 tachometer generator.
and the protection tube mounting flange, and the accessorydrive shaft passage on the upper part.
3.57Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
ACCESSORY GEARBOX - DESCRIPTION (1)
REAR VIEWFRONT VIEW
ACCESSORYDRIVE SHAFTPASSAGE (N1)
OILPUMP
N2TACHOMETERGENERATOR
N1TACHOMETERGENERATOR
PROTECTIONTUBE MOUNTING
FLANGE
STARTERGENERATOR
DRIVE
POWERDRIVE
FUEL CONTROLUNIT N2 DRIVE
FUEL CONTROLUNIT N1 DRIVE
MOUNTINGBOLTS (4)
3.58Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
ACCESSORY GEARBOX -DESCRIPTION (2)
The transmission shaft and the accessory box assemblyconstitutes the module M01 located at the engine lowerpart.
The accessory gearbox includes a train of gears housed ina gearbox formed by two half casings made of light alloy.The gearbox is installed at the bottom of the axialcompressor by means of four bolts.
The starter-generator gear forms the engine breather.
The fuel control unit N1 gear drives the oil pump at therear.
The fuel control unit N2 gear is driven by the gear on thetransmission shaft.
The engine front support casing is bolted onto the frontface of the accessory gearbox.
The module identification plate is fitted on the front faceof the gearbox.
3.59Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
ACCESSORY GEARBOX - DESCRIPTION (2)
BREATHER GEAR
TRANSMISSIONSHAFT GEAR
(N2)
FRONT CASING
STARTERGENERATOR DRIVE
Identificationplate
FRONT SUPPORTCASING
N2 FUELCONTROL UNIT
N1 FUEL CONTROL UNITAND OIL PUMP DRIVE
REAR CASING
DRIVE SHAFT(N1)
3.60Edition : December 2000
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Training Manual ARRIEL 1
ENGINE
ACCESSORY GEARBOX - OPERATION
The operation is considered during engine starting and innormal running.
Operation during engine starting
During starting, the starter motor drives the accessorygearbox and thus the gas generator rotating assembly.
The compressors supply air to the combustion chamberand the starting sequence continues.
At self-sustaining speed (approximately 45 % N1) theelectrical supply to the starter motor is cut. The startermotor is then mechanically driven by the engine andoperates as a generator to provide DC current to the aircraftelectrical system.
Operation in normal running
The gas generator drives the accessory gear train throughthe 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.
3.61Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE
ACCESSORY GEARBOX - OPERATION
OPERATION DURINGENGINE STARTING
OPERATION IN NORMAL RUNNING (N1 50 %)
STARTERMOTOR
FWD FWD
DRIVESHAFT
DIRECT CURRENTGENERATOR
DRIVESHAFT
4.1Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
4-OIL SYSTEM- Oil system ...................................................................... 4.2- Lubrication .................................................................... 4.8- Oil tank .......................................................................... 4.12- Oil pumps ...................................................................... 4.14- Electrical magnetic plugs .............................................. 4.20- Oil filter ......................................................................... 4.24- Filter pre-blockage indicator ........................................ 4.30- Oil cooler ....................................................................... 4.34- Centrifugal breather ..................................................... 4.36- Magnetic plugs ............................................................... 4.40- Strainers ........................................................................ 4.42- Indicating devices .......................................................... 4.44- Oil pipes and ducts ........................................................ 4.50 to 4.51
4.2Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
OIL SYSTEM - GENERAL
Function
The oil system ensures lubrication and cooling of theengine.
Position
All the components are fitted on the engine except the tankand cooler.
Main characteristics
- System 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)
- Oil pressure : ≈ 300 kPa (43.5 PSIG)
- Max oil consumption : 0.3 l/h or 0.15 l/h according toversion.
Lubrication requirements
Lubrication is required for the following components :
- Gas generator front bearings• Axial compressor bearing• Centrifugal compressor bearing• Accessory drive bearing
- Gas generator rear bearing
- Power turbine bearings
- Reduction gearbox
- Accessory drive gearbox.
4.3Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
OIL SYSTEM - GENERAL
REDUCTION GEARBOX
Type :Variable pressure, full flow,
dry sump, synthetic oil
Max temperature :115 °C (239 °F)
Min pressure :90 or 130 kPa
(13 or 18.85 PSIG)according to version
Max pressure :800 kPa (116 PSIG)
Max 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
4.4Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
OIL SYSTEM - DESCRIPTION
The system contains all the components necessary forengine lubrication : tank, pumps, filter, strainers, cooler,breather and indicating devices.
Oil tank
The tank contains the volume of oil required to lubricatethe engine. It is supplied by the aircraft manufacturer.
Oil pumps
The pump pack contains one pressure pump and threescavenge pumps. The gear type pumps are driven by theaccessory gearbox. The pressure pump is equipped with apressure relief valve and in some versions a check valve.
Oil filter
The filter retains any particles which may be present in theoil. It is provided with a by-pass valve and a pre-blockageindicator.
Strainers
The strainers protect the scavenge pumps from debris inthe system.
Cooler
The oil cooler cools the oil. It is supplied by the aircraftmanufacturer.
Breather
The centrifugal breather separates the oil from the air/oilmist and vents the system.
Indicating devices
- Oil temperature probe (aircraft manufacturer supply)
- Pre-blockage indicator
- Low oil pressure switch
- Pressure transmitter
- Magnetic plugs
- Electrical magnetic plugs.
4.5Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
OIL SYSTEM - DESCRIPTION
OIL PUMPS
Scavengepumps
Pressurepump
Electricalmagnetic plug
Pre-blockageindicator
CENTRIFUGALBREATHER
COOLER
Checkvalve
Oil temperature
probe
FILTER
TANK
By-passvalve
PressureReliefvalve
Check valve(some versions)
Electricalmagnetic plug
ENGINEAIRFRAME
Magneticplug
STRAINERS
Low oilpressure switch
Pressuretransmitter
Magneticplug
4.6Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
OIL SYSTEM - OPERATION
The main functions of the oil system are : supply, scavenge,breathing and indicating.
Supply
The pressure pump draws the oil from the tank andsupplies the system. A pressure relief valve limits maximumpressure by returning oil to the pump inlet.
The oil is then delivered through a check valve, the oilfilter and a calibrated orifice to the engine sections whichrequire lubrication :
- Gas generator front bearings
- Gas generator rear bearing
- Power turbine bearings
- Reduction gearbox
- Accessory gearbox and torquemeter (supply upstreamof the calibrated orifice).
The oil is sprayed by jets onto the parts to be lubricated.
Scavenge
After lubrication, the oil falls by gravity to the bottom ofthe sumps. The oil is then immediately drawn away by thescavenge pumps and returned to the tank through the oilcooler (dry sump system).
The strainers protect the scavenge pumps against anyparticles which may be held in the oil.
Breathing
The oil mist which results from lubrication is returned tothe accessory gearbox, where the oil is separated from theair by a centrifugal breather which vents overboard.
The gas generator rear bearing has a direct air vent.
Indicating
The system ensures the following indications : pressure,temperature, low pressure, electrical magnetic plug andfilter pre-blockage.
4.7Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
OIL SYSTEM - OPERATION
PRESSUREPUMP
CENTRIFUGALBREATHER
ENGINEAIRFRAME
Temperatureprobe FILTER
Low oilpressure switch
Pressuretransmitter
SCAVENGEPUMPS
COOLER
Electricalmagnetic plug
Electricalmagnetic plug
TANK
Calibratedorifice
Checkvalve
Checkvalve Magnetic
plugMagnetic
plug
SUPPLY SCAVENGE BREATHING AIR VENT
STRAINERS
4.8Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
LUBRICATION (1)
This section describes the lubrication of the engine parts :gas generator, power turbine, reduction gear and accessorydrive train.
Gas generator front bearings
Supply. The oil is taken by external pipe to the upper partof the axial compressor casing. It is supplied to a jet whichsprays the oil onto the two compressor bearings and theaccessory drive bevel gear.
The bearing housing is sealed by labyrinth seals.
Scavenge. The oil falls by gravity into the accessorygearbox from where it is drawn by a scavenge pump andreturned to the tank.
Breathing. The air/oil mist which results from lubricationpasses into the accessory gearbox and is vented throughthe centrifugal breather.
Gas generator rear bearing
Supply. The oil, taken by external pipe, passes through arestrictor and a tube screwed into the bearing housing andis sprayed onto the bearing.
The bearing housing is sealed by pressurised labyrinthseals.
Scavenge. The oil falls by gravity to the bottom of thehousing, through a tube in the bottom of the housing andis returned to the tank by a scavenge pump.
Breathing. The air/oil mist which results from lubricationpasses out through a tube screwed into the top of thehousing and is vented overboard.
Accessory gearbox
Supply. The oil is supplied by an internal duct. It passesthrough ducts and jets to the accessory gearbox gears andbearings.
Scavenge. The oil falls by gravity to the bottom of thegearbox casing. It is immediately drawn by the scavengepump and returned to the tank via the oil cooler.
Breathing. The oil/air vapours resulting from thelubrication pass to the centrifugal breather. Then, the de-oiled vapours are vented overboard.
Torquemeter pressure
Supply. The torque indicating system receives a supply ofoil from the pump outlet via a restrictor and through a tubein the protection tube. This system is described in chapter 8.
4.9Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
LUBRICATION (1)
AXIAL COMPRESSORBEARING
CENTRIFUGAL COMPRESSORBEARING
DIRECTAIR VENT
GAS GENERATORREAR BEARING
TORQUEMETERPRESSURE
SCAVENGE
ACCESSORYGEARBOX
AIR VENT
Supply Torquemeter pressure Scavenge Air vent
4.10Edition : December 2000
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Training Manual ARRIEL 1
OIL SYSTEM
LUBRICATION (2)
Power turbine bearings and reduction gearbox
Supply. The oil is supplied via a tube located inside thetransmission shaft protection tube. The bearings and gearsare lubricated by jets via internal drillings in the casings.
A labyrinth seal is fitted in front of the power turbine frontbearing to seal the housing.
Scavenge. The oil which has lubricated the power turbinebearings is returned to the reduction gearbox. The oil in thereduction gearbox falls to the bottom of the casing and isdrawn by a scavenge pump, through a tube in thetransmission shaft protection tube, and is returned to thetank.
Breathing. The air/oil mist resulting from lubrication passesthrough the protection tube, into the accessory gearboxwhere it passes through the centrifugal breather.
Torquemeter
A tube in the protecting tube, connects the torque transmitterto the torquemeter piston in the intermediate gear of thereduction gearbox.
4.11Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
LUBRICATION (2)
POWER TURBINEBEARINGS
LUBRICATION OFTHE REDUCTION GEARBOX(gears and bearings)TORQUEMETER
SUPPLY
BREATHING
SCAVENGESupply
Breathing
Torquemeter pressure
Scavenge
4.12Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
OIL TANK
Function
The tank contains the oil required for engine lubrication.
Position
- On the aircraft : it is installed with the oil cooler abovethe plenum chamber, between the main gearbox and thefront firewall.
Main characteristics
- Aircraft manufacturer supply
- Max capacity : 6 litres (1.56 US G)
Main components
- Filler cap
- Level indicator
- Drain plug (with magnetic plug)
- Temperature probe
- Unions (supply, return and vent).
Note : Refer to the aircraft manual for the descriptionand operation.
4.13Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
OIL TANK
Air vent
LEVEL INDICATOR
Engine oil supply
TEMPERATURE PROBE
Tank drain
Oil return(from engine)
FILLER CAP(provided with a dip stick)
OIL COOLER
Aircraft supply
Max capacity :6 litres (1.56 US G)
DRAIN PLUG(with magnetic plug)
4.14Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
OIL PUMPS - GENERAL
Function
The pumps ensure oil circulation.
Position
- On the engine : the pump pack is mounted on the rearface of the accessory gearbox.
Main characteristics
- Gear type
- Pressure pump outlet pressure : ≈ 300 kPa (43.5 PSI)(variable pressure system)
- Pressure relief valve setting : 800 kPa (116 PSI)
- Check valve : according to version.
Main components
- Drive shaft
- Pump body (with one pressure pump, three scavengepumps and valves).
4.15Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
OIL PUMPS - GENERAL
Type :Gear
Pressure pumpoutlet pressure :
≈ 300 kPa (43.5 PSI)(variable pressure system)
Pressure relief valve setting :800 kPa (116 PSI)
Check valve :According to version
DRIVE SHAFT PUMP BODY
PACK OF PUMPS
- Gas generator rear bearing scavenge pump- Reduction gearbox scavenge pump- Accessory gearbox scavenge pump- Pressure pump
4.16Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
OIL PUMPS - DESCRIPTION
The oil pump pack is mounted on the rear left face of theaccessory gearbox and is driven at a speed proportional toN1.
It consists of :
- 4 gear type pumps :• Pressure pump• Gas generator rear bearing scavenge pump• Reduction gearbox scavenge pump• Accessory gearbox scavenge pump
- The pump casing provided with inlet and outlet orifices
- The pressure relief valve
- The check valve (according to version).
4.17Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
OIL PUMPS - DESCRIPTION
PUMP BODY
PUMP BODY
PRESSUREPUMP
ACCESSORY GEARBOXSCAVENGE PUMP
CHECKVALVE
DRIVE SHAFT
REDUCTION GEARBOXSCAVENGE PUMP
GAS GENERATOR REARBEARING SCAVENGE PUMP
PRESSURERELIEF VALVE
4.18Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
OIL PUMPS - OPERATION
General
The pressure pump draws the oil from the tank and pumpsit to the filter.
The scavenge pumps draw the oil from the casings andpump it to the cooler.
Pressure relief valve operation
If the oil pressure exceeds the valve setting the valve opensand allows the oil to return to the pump inlet.
In normal operation the valve is closed and only opens inexceptional circumstances, e.g. starting with very lowtemperature.
Pressure pump outlet check valve operation
When the oil pressure is very low, e.g. engine stopped orat the beginning of start, the valve is closed in order toprevent flow between the pump and system.
4.19Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
OIL PUMPS - OPERATION
Suction - Overpressure
Scavenge
PressureOPERATION OF THE CHECK VALVE
OPERATION OF THE PRESSURE RELIEF VALVE
Normalrunning condition
(valve closed)
Overpressure(valve open)
Normalrunning condition
(valve open)
Engine stoppedand initial phase
of starting(valve closed)
PRESSUREPUMP
ACCESSORY GEARBOXSCAVENGE PUMP
REDUCTION GEARBOXSCAVENGE PUMP
GAS GENERATOR REARBEARING SCAVENGE PUMP
PRESSURERELIEF VALVE
4.20Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
ELECTRICAL MAGNETIC PLUGS -GENERAL
Function
The electrical magnetic plugs provide a cockpit indicationof metal particles in the oil system.
Position
- In the system :• one downstream of the scavenge pumps• one upstream of the rear bearing scavenge pump
- On the engine :• one near the pump assembly (scavenge pumps)• one on the left side of the accessory gearbox (rear
bearing).
Main characteristics
- Type :• Magnetic with electrical indication• Self-sealing housing.
Main components
- Magnetic plug body
- Electrical connector
- Housing (strainer).
Note : The oil system also has two mechanical magneticplugs located on the lower part of the accessorygearbox and on the lower part of the reductiongearbox.
4.21Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
ELECTRICAL MAGNETIC PLUGS - GENERAL
Type :Electrical
magnetic plug
HOUSING
MAGNETIC PLUGBODY
ELECTRICALCONNECTOR
Housing :Self-sealing
4.22Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
ELECTRICAL MAGNETIC PLUGS -DESCRIPTION - OPERATION
Description
The electrical magnetic plugs comprise a magnetic probewhich has two parts which are electrically insulated fromone another and have a small gap between them.
A resistor is connected across the gap. The plugs areconnected, via the engine electrical harness, to the aircraftinstrument panel with an optional test system.
The plugs are fitted into a housing which is provided witha self-sealing valve.
The scavenge oil flows across the magnetic probe.
Operation
The magnetic probe attracts magnetic particles present inthe oil.
If it attracts sufficient particles to form a bridge across thegap, this will complete the electrical circuit between thetwo magnetic parts and thus illuminate an indicator on theinstrument panel.
The resistor is fitted to allow the installation of a testcircuit.
Note : Refer to aircraft documents for further details.
4.23Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
ELECTRICAL MAGNETIC PLUGS - DESCRIPTION - OPERATION
1
3
2
26
44
P003
60 K
Ω
+
1
3
2
26
44
P003
60 K
Ω
+
ELECTRICALCONNECTOR
PLUG BODY
O'RINGSEAL
HOUSING
GAP
Gap
SELF SEALINGVALVE
DESCRIPTION OPERATION
ENGINEAIRCRAFT
MAGNETICPLUG
Resistor
LIGHT "ON"BRIDGE OFPARTICLES
Firewall
4.24Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
OIL FILTER - GENERAL
Function
The filter retains particles that may be in the oil.
Position
- In the system : downstream of the pressure pump
- On the engine : on the left rear face of the accessorygearbox.
Main characteristics
- Type : metal cartridge
- Filtering ability : 30 microns
- Mechanical pre-blockage indicator : ∆P 150 kPa(21.7 PSID)
- By-pass valve :• Setting : ∆P 200 kPa (29 PSID).
Main components
- Filter base
- Pre-blockage indicator
- Cover
- By-pass valve.
4.25Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
OIL FILTER - GENERAL
COVER
BY-PASSVALVE PRE-BLOCKAGE
INDICATOR
FILTERBASE
Type :Metal cartridge
Filtering ability :30 microns
Mechanical pre-blockageindicator :
∆P 150 kPa (21.7 PSID)
By-pass valve :∆P 200 kPa (29 PSID)
4.26Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
OIL FILTER - DESCRIPTION
Description
The main components of the filtering unit are the following :
- Filter base
- Filter cover
- Metal cartridge (filtering element)
- By-pass valve (fitted inside the filter base)
- Drain valve.
The filter base incorporates mounting points for thefollowing :
- Pre-blockage indicator
- Low oil pressure switch
- Oil pressure transmitter.
4.27Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
OIL FILTER - DESCRIPTION
FILTERCOVER
FILTERINGELEMENT
BY-PASSVALVE
DRAINVALVE
FILTERBASE
PRE-BLOCKAGEINDICATOR
LOW OILPRESSURE SWITCH
OIL PRESSURETRANSMITTER
4.28Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
OIL FILTER - OPERATION
Operation
Filtering (normal condition)
The oil supplied by the pressure pump passes through thefilter from outside to inside. The filtered oil then passes tothe engine for lubrication.
Pre-blockage
If the filter begins to become blocked the pressure differenceacross the filter increases. At a given difference(150 kPa ⁄ 21.7 PSID) a red mechanical indicator popsout. The oil continues to flow through the filter.
Blockage
If the pressure difference exceeds 200 kPa (29 PSID), theby-pass valve opens and unfiltered oil passes to the system.
4.29Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
OIL FILTER - OPERATION
NORMAL CONDITION
FILTERING(30 microns)
PRE-BLOCKAGEOIL FILTER ASSEMBLY
OPERATION OFTHE MECHANICALPRE-BLOCKAGE
INDICATOR(∆P 150 kPa / 21.7 PSID)
BLOCKAGE
OPERATION OF THEBY-PASS VALVE
(∆P 200 kPa / 29 PSID)
4.30Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
FILTER PRE-BLOCKAGE INDICATOR -GENERAL
Function
The indicator indicates the onset of filter blockage.
Position
On the left face of the filter housing.
Main characteristics
- Type : differential
- Setting : ∆P 150 kPa (21.7 PSID)
- Indication : red indicator
- Manual rearming.
Main components
- Indicator body
- Indicator
- O'ring seals.
4.31Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
FILTER PRE-BLOCKAGE INDICATOR - GENERAL
Type :Differential
Setting :∆P 150 kPa (21.7 PSID)
Indication :Red indicator
Manual rearmingINDICATOR
INDICATORBODY
O'RING SEALS
4.32Edition : December 2000
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Training Manual ARRIEL 1
OIL SYSTEM
FILTER PRE-BLOCKAGE INDICATOR -DESCRIPTION - OPERATION
Description
The pre-blockage indicator comprises the following parts :
- Indicator body including :• Filter upstream pressure inlet• Filter downstream pressure inlet
- Red indicator piston
- ∆P piston
- Transparent cover
- Thermal lock
- O'ring seals ensure the filter pre-blockage indicatorsealing.
Operation
Normal position
Filter downstream pressure plus spring pressure is greaterthan upstream pressure. The two pistons are held togetherby magnetic force. The indicator is not visible.
Pre-blockage
Filter upstream pressure exceeds downstream plus springpressure and the ∆P piston displaces.
This breaks the magnetic hold and the indicator piston ispushed out by its spring. The indicator is visible.
The bi-metallic thermal lock ensures that the indicatordoesn't operate when a large ∆P is caused by lowtemperature (locked below 50 °C (122 °F)).
It is rearmed by removing the cover and pushing in theindicator.
4.33Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
FILTER PRE-BLOCKAGE INDICATOR - DESCRIPTION - OPERATION
DESCRIPTION
FILTERUPSTREAMPRESSURE
FILTERDOWNSTREAM
PRESSURE
THERMALLOCK
REDINDICATOR
TRANSPARENTCOVER
INDICATORBODY
Downstreampressure
Downstreampressure
Upstreampressure
Upstreampressure
NORMAL CONDITION
PRE-BLOCKAGE CONDITION
OPERATION
Red indicator"out"
O RING SEALS
∆P PISTON
DESCRIPTION
< 50°C (122°F)
> 50°C (122°F)
∆P > 150 kPa (21.7 PSID)
4.34Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
OIL COOLER
Function
The oil cooler cools the oil after it has passed through theengine.
Position
- In the system : between the scavenge pumps and the tank
- On the aircraft : it is installed on the oil tank above theplenum chamber between the main gearbox and thefront firewall.
Main characteristics
- Type : air-oil cooler
- By-pass thermostatic valve : 276 kPa (40 PSI) :• Full open when t° < 57 °C (135 °F)• Full closed when t° > 67 °C (153 °F)
- Supplied by aircraft manufacturer.
Main components
- Oil cooler
- By-pass thermostatic valve
- Unions (oil inlet and outlet).
4.35Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
OIL COOLER
Aircraft component
Type :Air/oil cooler
By-passThermostatic valve :
276 kPa (40 PSI)- Full open when : t° < 57 °C (135 °F)
- Full closed when : t° > 67 °C (153 °F)
OIL COOLER
Ambient air
BY-PASSTHERMOSTATIC
VALVE
FAN
OIL TANK
Oil inlet(from scavenge pumps)
4.36Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
CENTRIFUGAL BREATHER - GENERAL
Function
The centrifugal breather separates the oil from the air/oilmist created by the oil system.
Position
It is formed by the starter/generator drive gear in theaccessory gearbox.
Main characteristics
- Type : centrifugal
- De-oiled air : through the rear of the hollow shaft.
Main components
- Gear wheel with air passage holes
- Splines for the starter generator drive.
4.37Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
CENTRIFUGAL BREATHER - GENERAL
Type :Centrifugal
De-oiled air :Through the rear
of the hollow shaft
GEAR PROVIDEDWITH BREATHER HOLES
SPLINES FOR THESTARTER GENERATOR DRIVE
DE-OILEDAIROIL MIST
4.38Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
CENTRIFUGAL BREATHER - DESCRIPTION -OPERATION
Description
The centrifugal breather is formed by the starter generatordrive gear. This gear is formed in one piece with a hollowshaft and has holes which provide a passage between thegearbox and the air vent.
The gear is supported by two ball bearings and has amagnetic carbon seal at each end.
The breather air outlet is at the rear end of the shaft, wherethe air passes into the gearbox outlet.
Operation
The centrifugal breather is driven by the intermediate gearof the accessory drive.
When the engine is running, the air/oil mist passes throughthe breather :
- Centrifugal force throws the oil droplets out into thegearbox where they fall to the bottom of the casing
- The de-oiled air passes out through the shaft, via agearbox passage, into an external pipe which dischargesinto the exhaust.
4.39Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
CENTRIFUGAL BREATHER - DESCRIPTION - OPERATION
MAGNETICCARBON SEAL
MAGNETICCARBON SEAL
AIR VENT
DE-OILED AIR
BEARING
OIL DROPLETS
OIL MIST- from accessory gearbox
- from gas generator bearings- from power turbine bearings
- from reduction gearbox
STARTERGENERATOR
DRIVE
BEARING
4.40Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
MAGNETIC PLUGS
Function
The magnetic plugs retain magnetic particles contained inthe oil to provide a rapid and frequent check of the internalcondition of the engine.
Position
In 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 tothe position of the engine in the helicopter.
Main characteristics
- Type : single magnetic pole. Self-sealing housing.
Main components
- Self sealing housing :• Housing• O'ring seal• Valve• Spring
- Magnetic plug :• Magnet• O'ring seals• Locating pins.
4.41Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OIL SYSTEM
MAGNETIC PLUGS
LOCATING PINS
Type :Single magnetic poleSelf-sealing housing
REMOVED POSITION
NORMAL POSITION
VALVE O'RINGSEAL
HOUSING
SPRING
MAGNET
O'RINGSEALS
O'RING SEALS
LOCATING PIN
MAGNETICPLUG
MAGNET
4.42Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OIL SYSTEM
STRAINERS
Function
The strainers protect the scavenge pumps against largeparticles which might be in the oil.
Position
- In the system : they are fitted in each scavenge lineupstream of the scavenge pump
- On the engine :• Two strainers are located on the accessory gearbox
casing (reduction gearbox and accessory gearboxscavenge)
• One strainer is located on the oil pump assembly (gasgenerator rear bearing scavenge)
Main characteristics
- Type : wide mesh filter.
Note : The rear bearing strainer is fitted in the electricalmagnetic plug housing (TU 208).
Main components
- Strainer body
- Wide mesh filter
- Mounting flange
- O'ring seal.
Functional description
A strainer is a wide mesh filter which retains any largeparticles which may be present in the oil in order to protectthe scavenge pumps.
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STRAINERS
Type :Wide mesh filter
Gas generator rear bearingscavenge strainer
Reduction gearboxscavenge strainer
Accessory gearboxscavenge strainer
ACCESSORY GEARBOXAND REDUCTION GEARBOX
STRAINERS
GAS GENERATORREAR BEARING STRAINER
(Before Mod. TU 208)
GAS GENERATORREAR BEARING STRAINER
(After Mod. TU 208)
GAS GENERATORREAR BEARING
STRAINER
ACCESSORYGEARBOXSTRAINER
REDUCTIONGEARBOXSTRAINER
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OIL SYSTEM
LOW OIL PRESSURE SWITCH - GENERAL
Function
The low oil pressure switch detects low oil system pressureand provides cockpit indication.
Position
- In the system : downstream of the filter
- On the engine : mounted on the filter base.
Main characteristics
- Type : diaphragm pressure switch
- Setting : 90 or 130 kPa (13 or 18.9 PSI) (according toversion)
- Indication : warning light on instrument panel.
Main components
- Pressure switch body
- Electrical connector
- Mounting flange.
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LOW OIL PRESSURE SWITCH - GENERAL
ELECTRICALCONNECTOR
PRESSURESWITCH BODY
MOUNTINGFLANGE
Type :Diaphragm pressure switch
Setting :90 or 130 kPa
(13 or 18.9 PSI)according to version
Indication :Light on instrument panel
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OIL SYSTEM
LOW OIL PRESSURE SWITCH -DESCRIPTION - OPERATION
Description
The pressure switch comprises the following components :
- A diaphragm, subjected to the oil pressure downstreamof the filter
- A plunger, fixed to the diaphragm, to operate amicroswitch
- An electrical contact connected to a warning light on theinstrument panel
The pressure switch is secured by means of three screws onthe filter base.
An O'ring seal ensures the sealing between the pressureswitch and the filter base.
Operation
The pressure switch microswitch is open during normalengine operation.
If the oil pressure downstream of the filter reduces to lessthan 90 or 130 kPa (13 or 18.9 PSI) according to version,the diaphragm moves down. This causes the electricalcontact to close, completing the circuit of the low oilpressure warning light.
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LOW OIL PRESSURE SWITCH - DESCRIPTION - OPERATION
3
1
2
3
1
2
OPERATION
ENGINEAIRCRAFT
+28 VDC+28 VDC
LOW OILPRESSURE SWITCH
LIGHT "ON"(instrument panel)
Firewall
CONTACT CLOSED(low oil pressure,
min<130 kPA / 18.9 PSI)
CONTACT OPEN(normal oil pressure)
DESCRIPTION
WARNING LIGHT(instrument panel)
ELECTRICAL CONTACT
From filter To lubrication
PLUNGER
DIAPHRAGM
+28 VDC
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Training Manual ARRIEL 1
OIL SYSTEM
OIL PRESSURE TRANSMITTER
Function
The transmitter provides a signal of oil pressure to theinstrument panel.
Position
- In the system : in the supply system, downstream of thefilter
- On the engine : screwed into the filter base.
Main characteristics
- Type : inductive or resistive according to version
- Output signal : voltage proportional to the oil pressure
- Supplied by the aircraft manufacturer.
Description
The transmitter includes :
- The transmitter body
- An electrical connector.
Operation
The inductive type transmitter is provided with a pistonconnected to a push rod which has a core at its end. As oilpressure increases the piston is pushed up, moving the corein a coil, causing a voltage output proportional to thepressure.
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OIL PRESSURE TRANSMITTER
Aircraft component
Type :Inductive or resistive(according to version)
Output signal :Voltage proportional to the
oil pressure
ELECTRICAL CONNECTOR
TRANSMITTER BODY
OPERATION
DESCRIPTION
PISTONCOIL
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Training Manual ARRIEL 1
OIL SYSTEM
OIL PIPES AND DUCTS
This description includes external pipes and internalpassages of the oil system.
Pipelines - General- Type of pipelines : 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 andreduction 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 andreduction 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 to the exhaust pipe- External pipe from gas generator rear bearing overboard.
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OIL PIPES AND DUCTS
TANKTO PUMP
SCAVENGE TOCOOLER AND TANK
SCAVENGETO PUMPS
FILTERTO ENGINE
PUMPTO FILTER
REAR BEARINGVENT
BREATHER
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5-AIR SYSTEM
- Air system ...................................................................... 5.2
- Internal air system......................................................... 5.4
- Air tappings ................................................................... 5.8
- Compressor bleed valve ................................................ 5.10
- Air tapping unions ........................................................ 5.18
- Air pipes ......................................................................... 5.20 to 5.21
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Training Manual ARRIEL 1
AIR SYSTEM
AIR SYSTEM
Function
The engine air system includes :
- An internal air system which ensures :• The pressurisation of the labyrinth seals• The cooling of the engine internal parts• The balance of forces on the rotating assemblies
- Air tappings which ensure :• Bleed valve operation• Start injector ventilation• Aircraft air system supply• Air supply to the FCU metering unit
- 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
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Training Manual ARRIEL 1
AIR SYSTEM
INTERNAL AIR SYSTEM - GENERAL
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 thepressurisation of the power turbine labyrinth which issupplied by an external pipe.
Main characteristics
- Type : air pressure tapping with a calibrated flow
- Axial compressor outlet pressure : 160 kPa (23.2 PSI)
- Centrifugal compressor outlet pressure : 820 kPa(118.9 PSI)
- Air flow : ≈ 2 % of the engine total flow.
Main components
- Internal passages
- Calibrated orifices
- External pipe for the power turbine labyrinthpressurisation.
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INTERNAL AIR SYSTEM - GENERAL
Type :Air pressure tapping with
a calibrated flow
Axial compressoroutlet pressure :
160 kPa (23.2 PSI)
Centrifugal compressoroutlet pressure :
820 kPa (118.9 PSI)
Air flow :≈ 2 % of engine total flow
INTERNAL AIR SYSTEM
- Internal passages- Calibrated orifices
External pipe for thepower turbine labyrinth pressurisation
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Training Manual ARRIEL 1
AIR SYSTEM
INTERNAL AIR SYSTEM - FUNCTIONALDESCRIPTION
The internal air system can be considered in three parts :the front section, the gas generator HP section and thepower turbine section.
Front section
Air tapped from the centrifugal compressor inlet is used topressurise the front bearing labyrinths. There is a verysmall flow of air into the bearing chamber.
Air tapped from the same point is discharged through thecompressor bleed valve, mounted on the compressor casing(see compressor bleed valve).
Gas generator section
Air tapped from the centrifugal compressor tip passesdown the rear face of the compressor wheel, through thecurvic couplings, the hollow shaft and internal passages. Itis used to :
- Cool the front and rear faces of the gas generatorturbines (discharging into the gas flow)
- Pressurise the labyrinth seals of the gas generator rearbearing (small flow into the bearing housing) and theinjection wheel.
The air from the centrifugal compressor outlet flowsthrough the hollow nozzle guide vanes (1st stage) andthrough holes in the shroud. It is used to cool the nozzleguide vane and the front face of the gas generator turbine.
The centrifugal compressor casing is fitted with air tappingpoints. This air is called clean air as it is out of the main airflow stream.
Power turbine section
Air tapped from the combustion chamber is taken by anexternal pipe to the reduction gearbox casing. It thenpasses through internal passages to pressurise the labyrinthseal on the power turbine shaft and to cool the rear face ofthe power turbine.
A circulation of P0 air, induced by venturi effect, cools thegas generator rear bearing chamber, and then flows throughthe power turbine nozzle guide vanes, cooling them andthen joins the gas flow.
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INTERNAL AIR SYSTEM - FUNCTIONAL DESCRIPTION
P0
POWER TURBINE SECTION
GAS GENERATOR SECTIONFRONT SECTION
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Training Manual ARRIEL 1
AIR SYSTEM
Aircraft services
Compressor delivery air is tapped off for use in variousaircraft systems.
The engine has two air tapping unions (used for the aircraftservices) 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 compressorbleed valve.
Air intake anti-icing
On the 1S version P2 air is used for air intake anti-icing.
The system includes an air tapping point, a pipeline whichpasses forward through the front firewall, an electro-valve, a pressure switch and the double skinned air intakeduct.
AIR TAPPINGS
Function
Air 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 and the minfuel flow limiter (in some versions 1C, 1D, 1M, ... ).
The system includes a pressure tapping and a pipe betweenthe tapping union and the FCU.
Start injector ventilation
Compressor delivery air is used to ventilate the startinjectors to avoid blockage by the carbonisation of unburntfuel.
The system comprises a tapping union and a pipe connectedto the start electro-valve.
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AIR TAPPINGS
P2
P0
P0
P2
AIRCRAFT SERVICESAND AIR INTAKEANTI-ICING (1S)
SIGNAL FOR THEFUEL CONTROL
BLEED VALVEOPERATION
START INJECTORVENTILATION
5.10Edition : December 2000
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Training Manual ARRIEL 1
AIR SYSTEM
COMPRESSOR BLEED VALVE - GENERAL
Function
The compressor bleed valve prevents axial compressorsurge.
Position
- In the system : between the axial and centrifugalcompressors
- On the engine : at the top of the counter-casing.
Main characteristics
- Type : pneumatic or electrical (according to version)
- Control :• by P2/P0 pressure ratio (pneumatic type)• as a function of N1 (electrical type).
Note : The air can be discharged under the cowling inorder to improve cooling of the enginecompartment.
Principle
The valve prevents compressor surge by bleeding off acertain quantity of air tapped from the axial compressoroutlet. When the valve is open, the discharge of air causesthe air flow through the axial compressor to increase thusmoving the working line away from the surge line.
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COMPRESSOR BLEED VALVE - GENERAL
G
P2/P0
Surge line
Working line(valve closed)
Working line(valve open)
Type :Pneumatic or electrical(according to version)
Control :- P2/P0 pressure ratio
(pneumatic type)- As a function of N1
(electrical type)
ADMISSIONOF AMBIENT AIR
COMPRESSION ANDSTRAIGHTENING OF THE AIR
P1' : AIR DISCHARGEDTHROUGH THE COMPRESSOR
BLEED VALVE
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Training Manual ARRIEL 1
AIR SYSTEM
ELECTRO-PNEUMATICCOMPRESSOR BLEED VALVE -DESCRIPTION - OPERATION
Description
This compressor bleed valve includes 3 main parts : thetachometer box, the control electro-valve and the bleedvalve.
Tachometer box
It operates a relay controlled by a speed signal from the N1tachometer transmitter.
Control electro-valve
It admits P2 air to close the valve when it is electricallysupplied.
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 theelectrical contact which actuates the control electro-valveto the open position. P2 pressure pushes the piston whichcloses the bleed valve.
Opening
When the N1 decreases below 94 %, the tachometer boxopens the electrical contact and the spring moves theelectro-valve to the closed position. The spring pushes thepiston which opens the bleed valve.
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ELECTRO-PNEUMATIC COMPRESSOR BLEED VALVEDESCRIPTION - OPERATION
N1 P1'
P2
+
96% 94%
GRILL ON P1'AIR DISCHARGE
P2 AIR SUPPLY
BLEED VALVE
CONTROL ELECTRO-VALVE
TACHOMETER BOX
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Training Manual ARRIEL 1
AIR SYSTEM
PNEUMATIC COMPRESSOR BLEED VALVE -DESCRIPTION - OPERATION
The compressor bleed valve includes 3 main parts : thedetection capsule, the intermediate stage and the bleedvalve.
Detection capsule
It is subjected to P2/P0 pressure ratio and controls the airleak downstream of the calibrated orifice B.
It is fitted with a filter at the inlet.
Intermediate stage
It includes a diaphragm which is subjected to the pressuredownstream of B. The diaphragm controls the leak whichdetermines the pressure downstream of the calibratedorifice A.
Bleed valve
It includes a spring loaded piston subjected to a downstreampressure. 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, thecompression ratio P2/P0 increases and beyond a certainvalue :
- The pressure becomes sufficient to deform the detectioncapsule which closes the leak
- The pressure downstream of the calibrated orifice Bincreases
- The diaphragm of the intermediate stage closes the leak
- The pressure downstream of the calibrated orifice Aincreases
- The piston moves down under P2 pressure and the valvecloses and stops the P1' air discharge.
Opening
The P2/P0 ratio is not sufficient to activate the capsule andthere is an air leak downstream of the calibrated orifices.The piston is not actuated and the valve is open.
A certain amount of air, tapped from the centrifugalcompressor inlet, is discharged overboard.
5.15Edition : December 2000
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PNEUMATIC COMPRESSOR BLEED VALVE -DESCRIPTION - OPERATION
P1'
A B
P0P1'
P2
BLEEDVALVE
INTERMEDIATESTAGE
MICROSWITCH INDICATOR
DETECTIONCAPSULE
BLEEDVALVE
INTERMEDIATESTAGE
DETECTIONCAPSULE
FILTER
FILTER
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Training Manual ARRIEL 1
AIR SYSTEM
BUTTERFLY TYPE COMPRESSOR BLEEDVALVE - DESCRIPTION - OPERATION
Description
The compressor bleed valve includes 3 main parts : thedetection capsule, the intermediate stage and the bleedvalve.
Detection capsule
It is subjected to P2/P0 pressure ratio and controls the airleak downstream of the calibrated orifice B.
It is fitted with a filter at the inlet.
Intermediate stage
It includes a diaphragm which is subjected to the pressuredownstream of B. The diaphragm controls the leak whichdetermines the pressure downstream of the calibratedorifice A.
Bleed valve
It includes a spring loaded piston subjected to pressuredownstream of orifice A. The piston actuates the butterflyvalve by 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 alight ("on" valve "open").
Operation
Closing
When the gas generator rotation speed N1 increases, thecompression ratio P2/P0 increases and beyond a certainvalue :
- The pressure becomes sufficient to deform the detectioncapsule which closes the leak
- The pressure downstream of the calibrated orifice Bincreases
- The diaphragm of the intermediate stage closes the leak
- The pressure downstream of the calibrated orifice Aincreases
- The piston moves down under P2 pressure and rotatesthe butterfly valve through the rack and pinionmechanism. The valve closes and stops the air discharge.
Opening
The P2/P0 ratio is not sufficient to activate the capsulesand there is an air leak downstream of the calibratedorifices. The piston is not actuated and the butterfly valveis open.
A certain amount of air, tapped from the centrifugalcompressor inlet, is discharged overboard.
5.17Edition : December 2000
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BUTTERFLY COMPRESSOR BLEED VALVE -DESCRIPTION - OPERATION
A B
P1'
INTERMEDIATESTAGE
RACK
PISTON
PINION
MICROSWITCH DETECTION CAPSULE
P2 AIR
P0 AIR
FILTER
BUTTERFLY VALVE
5.18Edition : December 2000
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Training Manual ARRIEL 1
AIR SYSTEM
AIR TAPPING UNIONS
These pages summarise the various air tappings : startinjector ventilation, bleed valve control, power turbinelabyrinth pressurisation, aircraft supply.
They are located on the centrifugal compressor casingfront face. The air in this zone is considered clean air as itis out of the main air stream and thus contains very littledebris.
At 100 % N1, in standard conditions, this air has a pressureof 820 kPa (118.9 PSI) and a temperature of 320 °C(608 °F).
Start injector ventilation
Union with a restrictor (ø 1 mm).
Air flow : very low.
Power turbine labyrinth pressurisation
Union (ø 1.9 mm).
Air flow : very low.
Aircraft services
Union.
Air flow : 100 g/s (0.22 lb/sec.) Max.
Compressor bleed valve
Union (ø 1.9 mm).
Air flow : negligible.
Metering unit supply (FCU)
Union (ø 1.9 mm).
Air flow : nil.
5.19Edition : December 2000
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AIR TAPPING UNIONS
Ø1 mm
Ø1,9 mm
Ø1,9 mm
7 holes Ø1,5 mm
AIR BLEED FORAIRCRAFT SYSTEM
SUPPLY FOR POWERTURBINE LABYRINTH
PRESSURISATION
SUPPLY FOR VENTILATIONOF THE START INJECTORS
AIR BLEED FORAIRCRAFT SYSTEM
SUPPLY TO CONTROL THECOMPRESSOR BLEED VALVE
SUPPLY TO FUELCONTROL UNIT
5.20Edition : December 2000
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Training Manual ARRIEL 1
AIR SYSTEM
AIR PIPES
This part considers the external air pipes of the air system.
Pipes - General
- Type of pipes : stainless steel, rigid
- Type of unions : QUINSON union.
P2 air pipe for the control of the compressor bleedvalve
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 turbinelabyrinth.
5.21Edition : December 2000
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AIR PIPES
P2 AIR PIPE FOR THE COMPRESSOR BLEED
VALVE CONTROLAIR PIPE FOR THE VENTILATION
OF THE START INJECTORS
AIR PIPE FOR THEPRESSURISATION OF THE
POWER TURBINE LABYRINTH
AIR PIPE TO SUPPLYTHE FUEL CONTROL UNIT
6.1Edition : December 2000
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6-FUEL SYSTEM
- Fuel system ..................................................................... 6.2
- Fuel Control Unit........................................................... 6.12
• Fuel pump ................................................................................... 6.14
• Fuel filter ..................................................................................... 6.18
• Manual control ........................................................................... 6.24
• Metering unit .............................................................................. 6.28
- Overspeed and drain valve ........................................... 6.30
- Start injector electro-valve ........................................... 6.36
- Main injection system ................................................... 6.42
- Start injectors ................................................................ 6.46
- Combustion chamber drain valve ................................ 6.50
- Fuel pipes........................................................................ 6.54 to 6.55
6.2Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
Main components
- Fuel control unit• Fuel pump• Filter• Valves• Metering unit.
- Overspeed and drain valve
- Start injector electro-valve
- Injection system.
FUEL SYSTEM - GENERAL (1)
Function
The fuel system ensures fuel supply, injection, distributionand metering.
Position
All the system components are mounted on the engineexcept the tachometer box (twin-engine configuration).
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 meteringdevice.
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FUEL SYSTEM - GENERAL (1)
START INJECTORELECTRO-VALVE
START INJECTORS
INJECTIONWHEEL
F.C.U. OVERSPEED ANDDRAIN VALVE
AIRCRAFTTANK
TACHOMETER BOX(TWIN-ENGINE VERSION)
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Training Manual ARRIEL 1
FUEL SYSTEM
FUEL SYSTEM - GENERAL (2)
Low pressure fuel system (1S, 1E versions)
Function
This system is designed for aircraft without a boosterpump and assures the supply to the H.P. pump.
Position
All the components are fitted on a bracket on the undersideof the protection tube.
Main components
- Metal Filter (10 µ)
- Min pressure switch
- By-pass valve
- Pressure transmitter (optional)
- Manual valve
- Ejector
- Astatic valve
- Pre-blockage indicator
- Jet.
Functional description
The ejector pump is supplied with fuel from the HP pumpvia the astatic valve which opens at a pressure of 550 kPa.The ejector pump ensures a positive supply of fuel to theHP pump inlet.
A connection between the two engines permits priming ofone engine by the other. Priming can also be carried outusing a hand pump.
6.5Edition : December 2000
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LOW PRESSURE FUEL SYSTEM (1S, 1E VERSIONS)FUEL SYSTEM - GENERAL (2)
PRIMING SUPPLYTO OTHER ENGINE
(version 1S)
FUEL SUCTIONFROM TANK
HP PUMPPRESSURE(FCU)
ASTATICVALVE
TO BPFILTER
HP PUMP PRESSURE(FCU)
FILTER
EJECTOR
MANUALVALVE
BY-PASSVALVE
FUEL SUCTIONFROM TANK
FUEL SUCTIONFROM TANK
JET EJECTOR
TO HP PUMP(FCU)
EJECTOR
MIN PRESSURESWITCH
MIN PRESSURESWITCH
PRESSURETRANSMITTER
(optional)
BY-PASSVALVE
MANUALVALVE
ASTATICVALVE
PRE-BLOCKAGEINDICATOR
BPFILTER
HP PUMP PRESSURE(FCU)
6.6Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
FUEL SYSTEM - DESCRIPTION
This part shows the main components of the fuel system.
Fuel pump
Gear type pump, mechanically driven by the accessorygearbox and fitted with a pressure relief valve.
Filter
The filter has a pre-blockage indicator (according toversion) and a by-pass valve.
Main and auxiliary valves
The main and auxiliary valves are controlled by the controllever which acts at the same time on the accelerationcontrol unit cam.
Metering device
The hydromechanical controller acts on the meteringneedle (see next chapter).
Valves
- Non-return valve
- Pressurising valve
- Overspeed and drain valve
- Start injector electro-valve
- Purge valve.
Injection system
- Start injectors (2)
- Centrifugal injection wheel.
6.7Edition : December 2000
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FUEL SYSTEM - DESCRIPTION
PRE-BLOCKAGEINDICATOR START INJECTOR
ELECTRO-VALVE
START INJECTORS
PURGE VALVE
CONTROL LEVER
OVERSPEED ANDDRAIN VALVE
INJECTION WHEEL
FUEL PUMP
PRESSURE RELIEFVALVE
FILTER
FILTER BY-PASSVALVE
AUXILIARY VALVE
MAIN VALVE
CAM
METERINGDEVICE
NON-RETURNVALVE
PRESSURISINGVALVE
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Training Manual ARRIEL 1
FUEL SYSTEM
FUEL SYSTEM - OPERATION (1)
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 thesystem
- The main and auxiliary valves are closed
- The constant ∆P valve is closed
- The metering needle is closed by the acceleration controlcam
- The following valves are closed :• non return valve• pressurising valve• overspeed & drain valve• purge valve
- The start injector electro-valve is closed.
Purge of the system
During the initial phase of starting, the fuel supplied fromthe aircraft system flows into the F.C.U., through the non-return valve and to the purge valve which opens andreturns the fuel to the tank. The purpose of this phase is toexpel any air which may be in the system.
Starting
When engine start is selected, the start accessories areelectrically supplied.
The pump is driven and supplies the start injectors and thenthe centrifugal injection wheel.
The constant ∆P valve operates and returns the excess fuelto the pump inlet.
The fuel flow is controlled by the movement of the controllever.
At 45 % N1, the start accessories are de-energised byreleasing the start button and the start injectors are ventilatedby P2 air pressure.
The control lever is moved to the flight position,progressively opening the main valve to accelerate theengine until the hydromechanical control takes over.
6.9Edition : December 2000
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PRE-START - PURGE - STARTINGFUEL SYSTEM - OPERATION (1)
6.10Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
FUEL SYSTEM - OPERATION (2)
Normal running
The required fuel flow is metered by the metering needle.The metering needle position is determined by thehydromechanical control system (refer to "CONTROLSYSTEM" chapter).
The fuel pump always supplies more fuel than the enginerequires. The excess fuel returns to the pump inlet throughthe constant ∆P valve.
The start injectors are continuously ventilated by P2 aircirculation.
Shut-down
The lever is pulled fully rearward, closing the main valvewhich cuts the fuel flow to the engine causing it to rundown & stop.
Manual control
The manual control is used for starting and stopping theengine. It can also be used in case of a control systemfailure.
6.11Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
NORMAL RUNNING - SHUT-DOWN - MANUAL CONTROL
FUEL SYSTEM - OPERATION (2)
6.12Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
FUEL CONTROL UNIT - GENERAL
Function
The 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-blockage indicator (according to version).
Main components
- Fuel pump
- Filter
- Pre-blockage indicator (according to version)
- Valves and cam
- Metering unit.
6.13Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
FUEL CONTROL UNIT - GENERAL
FILTER(position according
to version)
VALVE SHAFT
MOUNTINGCLAMP
PRE-BLOCKAGEINDICATOR
(according to version)
CAM
6.14Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
FUEL PUMP - GENERAL
Function
The pump assembly supplies fuel under determinedconditions of pressure and flow.
Position
- In the FCU.
Main characteristics
- Spur gear type
- Pressure relief valve setting : 3300 kPa (478.5 PSI)
- Rotation speed : proportional to N1 speed.
Main components
- Drive gear
- Driven gear
- Drive shaft
- Pressure relief valve.
6.15Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
FUEL PUMP - GENERAL
Type :Spur gear
Pressure relief valvesetting :
3300 kPa (478.5 PSI)
Rotation speed :Proportional to
N1 speed
DRIVENGEAR
DRIVEGEAR
SHAFT
6.16Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
FUEL PUMP - DESCRIPTION - OPERATION
Description
The assembly comprises the pressure pump and the pressurerelief valve.
Fuel pump
It is a spur gear type pump which has a drive gear and adriven gear, the drive gear being driven by the accessorydrive via the pump drive shaft which is a quill shaft. Twolip seals, with a drain between them prevent fuel fromentering the accessory gearbox.
The pump is supplied with fuel from the aircraft system.
Pressure relief valve
It is a conical valve held closed by a spring.
Pressure reducing valve
This is a diaphragm valve which provides a constantpressure output of approx. 400 kPa (58 psi) for the hydraulicsupply of the hydromechanical governor.
Operation
Fuel pump
The pump receives fuel from the aircraft LP system. Thefuel is drawn in by the pump, it passes between the gearsand the casing and is forced out under pressure.
Pressure relief valve
If the pump outlet pressure exceeds 3300 kPa (478.5 PSI)the pressure relief valve will open and allow fuel to returnto the pump inlet thus limiting the maximum pressure inthe system.
Pressure reducing valve
The diaphragm is subjected to fuel pressure on one sideopposed by spring pressure on the other side. The positionof the diaphragm determines the position of the valve.When pump outlet pressure increases the diaphragm movesup, reducing the valve opening and thus maintaining aconstant downstream pressure.
6.17Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
FUEL PUMP - DESCRIPTION - OPERATION
PRESSURERELIEF VALVE FUEL PUMP
DRIVEGEAR DRAIN SEALS SHAFT
DRIVENGEAR
FUEL PUMPPRESSURE RELIEF VALVE
PUMP
PRESSURERELIEF VALVE
PRESSUREREDUCING
VALVE
6.18Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
FUEL FILTER - GENERAL
Function
The filter retains any particles that may be in the fuel inorder to 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-pass valve setting : ∆P 200 kPa (39 PSID)
- Pre-blockage pressure switch setting : ∆P 150 kPa(21.75 PSID).
Main components
- Filter
- Pre-blockage indicator (according to version)
- By-pass valve.
6.19Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
FUEL FILTER - GENERAL
Type :Metal cartridge
Filtering ability :20 microns
By-pass valve setting :∆P 200 kPa (39 PSID)
Pre-blockage pressureswitch setting :
∆P 150 kPa (21.75 PSID)
PRE-BLOCKAGEINDICATOR
(according to version)
FILTER ANDBY-PASS VALVE(position according
to version)
6.20Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
FUEL SYSTEM
FUEL FILTER - DESCRIPTION
The assembly comprises the base, the filtering element,the by-pass valve and the pre-blockage indicator.
Filtering element
It is a metal cartridge with a filtering ability of 20 microns.
O'ring seals ensure the sealing between the cartridge andthe filter housing.
By-pass valve
This valve ensures a fuel flow to the metering unit in theevent of filter blockage. It is subjected on one side to filterupstream pressure and on the other side to downstreampressure plus the force of a spring.
Pre-blockage indicator
This is a differential visual indicator. It includes a redindicator which pops out in a transparent cover when thepressure difference across the filtering element exceeds agiven value.
It comprises :
- A body
- A red indicator
- Two O'ring seals which ensure the sealing between theindicator and the FCU body and between the upstreampressure inlet and the downstream pressure inlet.
Note : The pre-blockage indicator is not installed in allversions.
6.21Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
FUEL FILTER - DESCRIPTION
RED INDICATOR TRANSPARENTCOVER
BODY
PRE-BLOCKAGE INDICATOR
Upstreampressure
Downstreampressure
O'RINGSEALS
FILTERINGCARTRIDGE
FILTERBASE
O'RINGSEAL
PIN CUP
BY-PASSVALVE
FILTER
6.22Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
FUEL FILTER - OPERATION
The operation is considered in normal operation, pre-blockage and blockage.
Normal operation
The fuel from the pump enters the fuel filter and flowsthrough the filtering element (from outside to inside).
The filtering element retains particles larger than 20microns. The fuel then flows to the metering unit.
Pre-blockage
When the filter becomes dirty, the pressure differenceacross the filtering element increases.
If the pressure difference becomes higher than 150 kPa(21.75 PSID) the red visual indicator pops out.
Note : The pre-blockage indicator can be reset byremoving the cover and pushing in the indicator.
Blockage
When the pressure difference across the filtering elementexceeds 200 kPa (39 PSID), the by-pass valve opens andcauses the fuel flow to by-pass the filter.
6.23Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
FUEL FILTER - OPERATION
OPENING OFBY-PASS VALVE
∆P: 200 kPa (39 PSID)
BLOCKAGE
FILTERBLOCKAGE
ONSET
BY-PASSVALVE
PRE-BLOCKAGE
FILTERBLOCKAGE
FUELFILTER
PRE-BLOCKAGEINDICATOR
INDICATOR OPERATION :∆P 150 kPa (21.75 PSID)
(THE RED VISUALINDICATOR APPEARS)
NORMAL OPERATION
6.24Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
MANUAL CONTROL - GENERAL
Function
A mechanical control linked to the fuel control unit permitsstarting control, acceleration to nominal speed and stopping.
It can also be used as a manual fuel flow control in theevent of automatic control failure.
Position
- Interface on the left side of the FCU.
Main components
- Valve shaft
- Cam control lever
- Cam.
6.25Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
MANUAL CONTROL - GENERAL
CAM
VALVESHAFT
CAM CONTROLLEVER
6.26Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
Operation
Stop position
- position a : the two valves are closed, the cammaintains the metering needle closed.
Start and acceleration range
- position b : progressive opening of the main valve ; thecam frees the metering needle above a certain angle.
Flight position
- position c : the main valve is fully open.
"Emergency + range"
- position d : progressive opening of the auxiliary valve,the main valve remaining open.
"Emergency - range"
In case of automatic control failure supplying too muchfuel to the engine, the control lever can be placed in thestart range to reduce the fuel flow.
MANUAL CONTROL - DESCRIPTION -OPERATION
Description
The manual control includes the following devices :
- The main valve which permits acceleration controlduring the start phase and the use of the "emergency -"range
- The auxiliary valve which is used for the "emergency +range"
- The acceleration control cam which controls the positionof the metering needle for starting.
6.27Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
MANUAL CONTROL - DESCRIPTION - OPERATION
90°
62°52°
5°45°
c
da
P2
b
MAINVALVE
ACCELERATIONCONTROL CAM
AUXILIARYVALVE
CONTROLLEVER
6.28Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
METERING UNIT - GENERAL
Function
It ensures constant metering of the fuel injected into thecombustion chamber.
Position
- In the system : downstream of the pump
- On the engine : in the FCU.
Main characteristics
- Profiled needle which moves in a calibrated orifice.
- The metering needle is controlled by the hydromechanicalcontrol system.
Main components
- Constant ∆P valve
- Metering needle.
Note : See the "engine control" chapter for furtherdescription.
6.29Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
METERING UNIT - GENERAL
CONSTANT ∆PVALVE
METERING NEEDLE(controlled by hydromechanical
control system)
6.30Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
OVERSPEED AND DRAIN VALVE - GENERAL
Function
The 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 duringshut-down.
The assembly also includes an electro-valve for a rapidengine shut-down in the event of power turbine overspeed(only on twin-engine aircraft).
Position
- Lower left side of the combustion chamber casing.
Main characteristics
Pressurising valve setting : 180 kPa (26.1 PSI).
Manual control system
- Pressurising valve
- Overspeed and drain valve body
- Overspeed electro-valve.
6.31Edition : December 2000
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For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
OVERSPEED AND DRAIN VALVE - GENERAL
PRESSURISINGVALVE
OVERSPEED ANDDRAIN VALVE BODY
OVERSPEEDELECTRO-VALVE
(only on twin-engineversion)
6.32Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
OVERSPEED AND DRAIN VALVE -DESCRIPTION
The assembly includes the pressurising valve, the dualvalve and the overspeed electro-valve.
Pressurising valve
This valve is operated by fuel pressure. Its main purpose isto ensure priority flow to the start injectors during theignition phase.
Dual valve
It is actuated by a diaphragm subjected to fuel pressure :one valve to open and close the fuel passage to the injectionwheel, the other one to drain the fuel remaining in theinjection wheel.
Overspeed electro-valve
Only on twin engine configuration. It drains the fuel underthe diaphragm in case of N2 overspeed thus causing thedual valve to close and the engine to automatically shutdown.
6.33Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
OVERSPEED AND DRAIN VALVE - DESCRIPTION
PRESSURISINGVALVE
DUAL VALVE(ball valve)
DIAPHRAGM
FUELINLET
FUELINLET
FUEL OUTLET TODUAL VALVE
FUELOUTLET
DRAINING
OVERSPEEDELECTRO-VALVE
(twin-engine)
PUMP PRESSURE
PRESSURISINGVALVE
DUAL VALVE(overspeed and drain valve)
6.34Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
OVERSPEED AND DRAIN VALVE -OPERATION
Two operating positions can be considered : engine running(fuel supply) and engine stopped (fuel shut-off and drainingof the wheel).
Engine running position
As soon as the fuel pressure reaches the setting of thepressurising valve (180 kPa/26.10 PSI), the pressure isadmitted under the diaphragm which causes the closing ofthe drain valve and the opening of the fuel supply valve.The fuel flows to the injection wheel and is sprayed into thecombustion chamber.
Stop position
The normal stop selection (closing of the main valve by thecontrol lever) results in a decrease of injection pressure.The pressurising valve closes. The pressure decreasesbelow the diaphragm and the dual valve moves downunder pump pressure on the upper diaphragm. The drainvalve opens (draining of fuel to prevent blockage of theinjection manifold by carbonization of the remainingfuel). When the engine is completely stopped, the drainvalve closes under the force of its spring.
Overspeed shut-down
Engine shut-down can also be affected by the electro-valve which, when opened, causes the pressure to decreasebelow the diaphragm and the valve to move down (shut-down in case of power turbine overspeed for the enginesprovided with this safety system).
Note : The detail shows the dual valve position aftercomplete shut-down of the engine.
6.35Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
OVERSPEED AND DRAIN VALVE - OPERATION
DETAIL(after shut-down)
Overspeedelectro-valve
ENGINE RUNNING POSITION DURING SHUT-DOWN
6.36Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
START INJECTOR ELECTRO-VALVE -GENERAL
Function
The start injector electro-valve ensures the fuel distributionto the two injectors during engine starting.
Position
Upper part of the combustion chamber casing.
Main characteristics
- Re-injection prohibit switch setting :≈ 92 kPa (13.34 PSI) => 45 % N1
- Purge valve setting :• opening at 5 kPa (0.725 PSI)• closing at 120 kPa (17.4 PSI).
Main components
- Start injector electro-valve
- P2 ball valve
- Re-injection prohibit switch
- Purge valve.
6.37Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
START INJECTOR ELECTRO-VALVE - GENERAL
P2
PUMPPRESSURE
PURGETO TANK
FUELINLETFUEL OUTLET
TO INJECTORS
START INJECTORELECTRO-VALVE
AND REINJECTION PROHIBIT SWITCH
P2BALL VALVE
PURGEVALVE
6.38Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
START INJECTOR ELECTRO-VALVE -DESCRIPTION
The assembly includes the electro-valve, the P2 ball valve,the reinjection prohibit switch and the purge valve.
Electro-valve
It opens when energised during starting.
P2 ball valve
The valve admits P2 air pressure to ventilate the injectorsafter the starting phase.
Reinjection prohibit switch
It prevents any electrical supply to the electro-valve whenthe P2 pressure reaches a certain value obtained at the endof starting and thus any reinjection.
Purge valve
It ensures a pre-start purge by returning a certain quantityof fuel to the tank. As soon as start is selected, the pumppressure acts on the diaphragm to stop the purge. Theauxiliary valve relieves the pressure under the diaphragmafter the engine has stopped.
6.39Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
START INJECTOR ELECTRO-VALVE - DESCRIPTION
P2
ELECTRO-VALVERE-INJECTIONPROHIBIT SWITCH RETURN
TO TANK
PUMPPRESSURE
FUELINLET
AUXILIARYVALVE
DIAPHRAGMAND VALVE
BALLVALVE
START INJECTOR ELECTRO-VALVE PURGE VALVE
6.40Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
START INJECTOR ELECTRO-VALVE -OPERATION
Three main operating phases can be considered : purgebefore start, injection during start and ventilation in normaloperation.
Purge of the system before starting
During the initial phase of starting, the fuel supplied fromthe aircraft system flows into the F.C.U., through the non-return valve and to the purge valve which opens andreturns the fuel to the tank. The purpose of this phase is toexpel any air which may be in the system.
Fuel injection
When starting is selected, the engine pump pressureincreases rapidly and closes the purge valve, the electro-valve is energised open and the fuel supplied by the enginepump flows to the 2 injectors which spray it into thecombustion chamber. The fuel is then ignited by the sparksof the igniter plugs.
Ventilation of the injectors
At the end of starting, the supply to the electro-valve is cutand the valve closes. The air under compressor pressure P2(which has increased in the meantime) lifts the ball of thevalve and flows to ventilate the injectors. This ventilationcontinues as long as the engine operates to prevent blockageof the injectors by carbonization of the remaining fuel. TheP2 pressure actuates the pressure switch to prevent any re-injection which could cause a flame-out by suddenlyreducing fuel flow to the injection wheel.
6.41Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
START INJECTOR ELECTRO-VALVE - OPERATION
PURGING OF THE SYSTEMBEFORE STARTING
FUEL INJECTION
PUMPPRESSURE
PUMPPRESSURE
VENTILATIONOF THE INJECTORS
6.42Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
MAIN INJECTION SYSTEM - GENERAL
Function
The injection system sprays fuel into the combustionchamber to give stable and efficient combustion.
Position
- On the engine : inside the combustion chamber. Theinjection wheel is mounted between the centrifugalcompressor and the turbine shaft. The distributor isbolted to the diffuser backplate.
Main characteristics
- Type : centrifugal injection
- Radial fuel supply.
Main components
- Inlet union
- Supply pipe
- Distributor
- Wheel with spraying jets.
6.43Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
MAIN INJECTION SYSTEM - GENERAL
Type :Centrifugal injection,
radial fuel supply
CENTRIFUGAL INJECTION WHEEL(with spraying jets)
SUPPLY PIPE
FUEL INLETUNION
DISTRIBUTOR
6.44Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
MAIN INJECTION SYSTEM - DESCRIPTION -OPERATION
Description
The injection system comprises the fuel inlet union, theinternal supply pipe and the centrifugal injection assembly-distributor and wheel.
Fuel inlet union
Fitted at the lower right front face of the compressorcasing, it has a plug to test the sealing of the union.
Internal supply pipe
This pipe connects the inlet union to the fuel distributor. Itis fitted between the front swirl plate and the diffuser back-plate.
Centrifugal injection assembly
This assembly consists of a stationary distributor and awheel. The distributor, fitted onto the diffuser back-plate,is drilled with axial holes which deliver the fuel to thewheel. The injection wheel, mounted by curvic couplingsbetween the compressor and the turbine shaft, is drilledwith radial holes which form the fuel spraying jets. Sealingbetween the distributor and the wheel is achieved bypressurised labyrinth seals.
Operation
The fuel is delivered to the distributor by the internalsupply pipe.
It passes through the distributor's axial holes into thechamber in the injection wheel.
As the injection wheel is rotating at high speed (N1) thefuel is centrifuged out through the radial holes and issprayed between the two swirl plates.
It should be noted that the injection pressure is supplied bythe centrifugal force and therefore the fuel system does notrequire very high pressures.
The injection wheel fuel chamber is sealed by pressurisedlabyrinth seals. There is a small air flow into the fuelchamber. During shut-down the fuel remaining in thesystem is purged via the overspeed and drain valve.
6.45Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
MAIN INJECTION SYSTEM - DESCRIPTION - OPERATION
FUEL INLET
FUEL INLETUNION INTERNAL
SUPPLY PIPE
FUEL SPRAYINGINTO THE COMBUSTION
CHAMBER
DISTRIBUTOR
CENTRIFUGALWHEEL
LEAK CHECK PLUG
6.46Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
START INJECTORS - GENERAL
Function
The two start injectors spray fuel into the combustionchamber during engine starting.
Position
- On the upper part of the turbine casing at 2 o'clock and10 o'clock
- They penetrate into the mixer unit.
Main characteristics
- Type : simple injector
- Quantity : 2
- Ventilation : by air flow.
Main components
- Mounting flange
- Fuel inlet union
- Injector body
- Spraying jet.
6.47Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
START INJECTORS - GENERAL
Type :Simple injector
Quantity :2
Ventilation :By air flow
INJECTOR
IGNITERPLUG
6.48Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
START INJECTORS - DESCRIPTION -OPERATION
Description
The injectors are mounted on the upper part of the turbinecasing. They penetrate into the combustion chamberthrough holes in the mixer unit.
They are secured by two bolts onto bosses with seals andspacers to prevent leaks and adjust the depth of penetrationinto the combustion chamber.
Injector components
- Injector body with mounting flange
- Fuel inlet (threaded to receive a union)
- Filter manifold
- Spacer and seals
- Nut
- Jet
- Shroud.
Operation
Starting
During starting the injectors are supplied with fuel.
The fuel is atomised and is ignited by the sparks from theigniter plugs. The flame thus produced, ignites the fuelsprayed by the centrifugal 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 avoidcarbonisation of the residual fuel.
It should be noted that ventilation is continuous duringengine running.
6.49Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
START INJECTORS - DESCRIPTION - OPERATION
P2
FILTERMANIFOLD
JET
SPACERS ANDSEALS
SHROUD
NUT
FUELINLET
MOUNTING FLANGE(mounting with two bolts)
INJECTOR
DESCRIPTION OPERATION
Starting
STARTINJECTORSUPPLY
STARTINJECTOR
VENTILATION
Normal running
6.50Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
COMBUSTION CHAMBER DRAIN VALVE -GENERAL
Function
The valve drains overboard any unburnt fuel remaining inthe combustion chamber.
Position
- On the engine : screwed into the turbine casing lowerpart.
Main characteristics
- Type : half-ball valve
- Setting : Closing obtained at about 40 % N1.
Main components
- Valve body
- Outlet union.
6.51Edition : December 2000
Training Manual ARRIEL 1
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COMBUSTION CHAMBER DRAIN VALVE - GENERAL
VALVEBODY
Type :Half-ball valve
Setting :Closing obtained at
about ≈ 40 % N1
OUTLETUNION
6.52Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
COMBUSTION CHAMBER DRAIN VALVE -DESCRIPTION - OPERATION
Description
The drain valve includes the following components :
- A threaded part to fix the valve on the combustionchamber
- 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.
Operation
The valve has two positions : open and closed.
Open position
When the engine is not running and at the beginning ofstart, the valve is held open by the action of the tensionspring.
Any unburnt fuel in the combustion chamber will drainthrough the valve overboard to the drain system. Thisensures that no fuel accumulates in the combustion chamberwhich could cause starting problems (e.g. :overtemperature) .
Closed position
As the engine starts the combustion chamber pressureincreases. This pressure is felt on the upper surface of thehalf ball which moves down to close the drain.
The valve closes during the initial phase of starting for aspeed of about 40 % N1.
6.53Edition : December 2000
Training Manual ARRIEL 1
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COMBUSTION CHAMBER DRAIN VALVE - DESCRIPTION - OPERATION
SEAL
HALF-BALLVALVE "OPEN" position
OPERATION
"CLOSED" position
Unburnt fuel
To drain system
P2 air pressure
DESCRIPTION
SPRING
OUTLETUNION
CIRCLIP
THREADS
6.54Edition : December 2000
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Training Manual ARRIEL 1
FUEL SYSTEM
FUEL PIPES
Description
The fuel pipes ensure the circulation of fuel between thecomponents of the system.
Main characteristics
- Type : rigid, stainless steel
- Unions : with integral olives.
Main pipes
- Fuel inlet union
- From FCU to overspeed and drain valve and to injectorelectro-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 thepurge valve (control system)
- Drains.
Note : The pipes may be different according to version.
6.55Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FUEL SYSTEM
FUEL PIPES
P2
P2
FCU TO OVERSPEEDAND DRAIN VALVE
AND TO START INJECTORELECTRO-VALVE
PUMP PRESSURE TOOVERSPEED AND DRAIN
VALVE AND PURGE VALVE
RETURNTO TANK
ELECTRO-VALVETO INJECTORS
DRAINSFUEL INLET
UNIONOVERSPEED AND DRAIN
VALVE TO FUEL INLET UNION
7.1Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL SYSTEM
7-CONTROL SYSTEM
- Control system ............................................................... 7.2
• General ...................................................................... 7.2
• Description .................................................................................. 7.4
• Operation ................................................................... 7.6 à 7.33
7.2Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
Main components
- Fuel control unit
- Engine and systems
- Aircraft : various systems (control, indication, supply)
- Tachometer box - according to version.
CONTROL SYSTEM - GENERAL
Functions
The system is designed to adapt the engine to the aircraftpower requirements whilst remaining within defined limits.
The main functions are :
- Manual control
- Speed control
- Various limits
- Acceleration control
- Overspeed protection.
Main characteristics
- Hydromechanical control
- Manual control.
7.3Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL SYSTEM
CONTROL SYSTEM - GENERAL
TEST
G-BKXDSA 365 N
CONOCO
Management Aviation
F.C.U.
TACHOMETER BOX(according to version)
AIRCRAFT(various systems)
ENGINE(engine and systems)
MAIN FUNCTIONS
- Manual control
- Speed control
- Various limits
- Acceleration control
- Overspeed protection
7.4Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - DESCRIPTION
The complete system includes aircraft components, enginecomponents and the FCU.
Aircraft components
- Control devices (control lever and anticipator)
- Indicating devices (indicators, lights...)
Engine components
- Hydromechanical components :• Overspeed and drain valve
• Purge valve
• Start injector electro-valve
• Pressurising valve
• Start injectors
• Main injection system
- FCU components :• Power turbine speed governor• Gas generator speed governor• Acceleration control unit• Metering unit.
7.5Edition : December 2000
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For training purposes only© Copyright - TURBOMECA - 2000 CONTROL SYSTEM
CONTROL SYSTEM - DESCRIPTION
ANTICIPATOR
POWER TURBINESPEED GOVERNOR
GAS GENERATORSPEED GOVERNOR
METERINGUNIT
PRESSURIZINGVALVE
INJECTIONWHEEL
OVERSPEED ANDDRAIN VALVE
CONTROLLEVER
PURGEVALVE
STARTINJECTORS
START INJECTORELECTRO-VALVE
ACCELERATIONCONTROL UNIT
7.6Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - OPERATION (1)
Control - General
Installation configuration
The gas generator supplies power to the power turbinewhich is connected to the helicopter main rotor.
Installation requirements
- Aircraft rotor speed (NR) almost constant in all operatingconditions (because of the rotor efficiency) whatever theload applied
- Max torque limitation (imposed by the mechanicaltransmission 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 (maximum engine power)• Min N1 (to avoid critical speeds)
- Load sharing (equal sharing of loads between the 2engines)
- Protection against surge, flame-out, overtemp…
Adaptation to requirements
The control system ensures the engine adaptation to therequirements by metering the fuel flow CH sprayed intothe combustion chamber.
Thus, the gas generator adapts automatically to therequirements (N1 demand) to maintain constant powerturbine rotation speed N2 whilst keeping all the otherparameters within determined limits.
This adaptation is illustrated by :
- The diagram W/N2 which illustrates the power W, themax torque C and the rotation speeds N1 and N2
- The diagram N1/N2 which illustrates the N1/N2relationship.
7.7Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL SYSTEM
CONTROL - GENERAL
CONTROL SYSTEM - OPERATION (1)
N1
N2
Controlsystem
CH
INSTALLATION CONFIGURATIONAND REQUIREMENTS
N1
NR
Max
Min
Nominal N2
Operatingrange
W
N2
Max torque
N1 isospeeds
Max N1
Min N1
POWER W / N1, N2
N1 / N2
ADAPTATION TO REQUIREMENTS
TET
N2
CW
REQUIREMENTS
- NR- N2- Max torque- N1- W eng 1 = W eng 2- Protections
7.8Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - OPERATION (2)
Principle of the control loop
The system meters the fuel flow in order to match theengine power to the requirements thus keeping powerturbine rotation speed constant. The control componentsare contained in the hydromechanical unit mounted on thefront face of the accessory gearbox.
Operation of the control loop
The power turbine governor compares the actual speed N2with a speed datum which varies with the collective pitch.It determines a speed datum (N1*) which is a function ofthe difference measured.
The gas generator governor compares the datum speed(N1*) and the actual speed (N1) and meters the fuel tomaintain the datum speed, thus matching the gas generatorto the conditions.
The acceleration control unit limits the transient fuel flowvariations in relation to P2 pressure so as to preventcompressor surge while permitting quick response times.
Static droop
In this type of control, the speed N1 is made inverselyproportional to N2. The relation N1/N2 illustrates thisproportionality and the N2 variation is called "static droop".
This droop ensures the stability of the system but it cannotbe tolerated as the helicopter rotor requires a given speed.
As the load mainly results from the collective pitch, alinkage with the governor is provided to compensate thestatic droop. Moreover, this linkage advances the phase ofdetection (this is why it is called anticipator) to reduce theresponse time.
The diagram illustrates the static droop line for differentcollective pitch angles (anticipator effect).
In the diagram : θ1 = low pitch, θ2 = medium pitch,θ3 = high pitch.
In operation, the points 1, 2 and 3 are obtained and thedroop is slighthy overcompensated ; ie : power turbinespeed (and therefore rotor speed) maintained almostconstant in all operating conditions.
In transient conditions, the power turbine speed varies, butthe governing system responds to regain the nominalspeed very quickly.
Note : the static droop is slightly overcompensated.
7.9Edition : December 2000
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For training purposes only© Copyright - TURBOMECA - 2000 CONTROL SYSTEM
PRINCIPLE OF THE CONTROL LOOP
CONTROL SYSTEM - OPERATION (2)
+
+
+
P2
N1*
N1
N2
N2*
Q
N1
N2
N1
N2
N2 N1
N2 N1
ACCELERATIONCONTROL UNIT
GAS GENERATORSPEED GOVERNOR
POWER TURBINESPEED GOVERNOR
GASGENERATOR
POWERTURBINE
MAIN GEARBOX
COLLECTIVEPITCH CONTROL θ
Static droop
Apparent static droop
WITHOUTANTICIPATOR
WITHANTICIPATOR
1
2
3 Apparent staticdroop line
Static droop linewithout anticipator
for different θ
θ2
θ3
θ1
7.10Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - OPERATION (3)
Hydraulics of the FCU
The hydromechanical control unit operates with the fuel ashydraulic fluid and lubricant.
The illustration shows the entire fuel system.
7.11Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL SYSTEM
HYDRAULICS OF THE FCU
CONTROL SYSTEM - OPERATION (3)
7.12Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - OPERATION (4)
Power turbine governor
This proportional type governor determines a datum signalaccording to the anticipator signal and the actual speed.
In stabilized conditions, the flyweight centrifugal forcebalances the datum spring force. The articulated lever is ina fixed position in front of the potentiometric jet. Thereduced pressure flows to the low pressure and a modulatedpressure is established in the chamber. The amplifierpiston (subjected to a reference pressure on one side and tothe modulated pressure on the other side) determines theN1 datum transmitted to the gas generator governor by alever and a plunger.
Transient conditions, the anticipator modifies the springtension while the centrifugal force changes. The articulatedlever pivots and moves in front of the potentiometric jetthus altering the leak and therefore changing the modulatedpressure. The amplifier piston then moves and, by meansof the lever and plunger, sets a new datum on the gasgenerator governor. The gas generator adapts itself to thenew condition until the balance is regained.
Operating envelope of control
The graph illustrates the N2 speed between max and minN1 ; the static droop is compensated, and slightlyovercompensated, by the action of the anticipator.
7.13Edition : December 2000
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For training purposes only© Copyright - TURBOMECA - 2000 CONTROL SYSTEM
POWER TURBINE GOVERNOR
CONTROL SYSTEM - OPERATION (4)
100% N2
N1
90
80
70
100%Max
Min
ANTICIPATOR
MAX N1STOP ARTICULATED
LEVERPOTENTIOMETRIC
JET
MIN N1STOP
N1 DATUMPLUNGER
AMPLIFIERPISTON
N2 DATUMSPRING
N2 SPEEDDETECTOR(flyweight)
Low pressure(≈ 1 b)
Modulated pressure N2(≈ 2.8 b)
Reduced pressure(≈ 4 b)
Operating envelope of control
Power turbinenominal speed
Static droop lines fordifferent collective
pitch positions
7.14Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - OPERATION (5)
Gas generator governor
This integral type governor controls the datum speeddemanded by the power turbine governor. It achieves thiscontrol by metering the fuel flow.
In stabilized conditions, the flyweight centrifugal forcebalances the force of the datum spring. The lever is in afixed position and the valve determines a given modulatedpressure. The working piston controls a given position ofthe metering needle which meters the fuel flow to obtainthe required rotation speed. The system is "in balance".
In transient conditions, we have seen that the powerturbine governor determines a new datum which upsets thebalance. The lever moves, the leak varies and consequentlythe modulated pressure. The working piston moves themetering needle until the new N1 datum is obtained. Thegas generator speed increases or decreases, thus regulatingengine output power to match the load and obtain aconstant power turbine speed.
7.15Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL SYSTEM
GAS GENERATOR GOVERNOR
CONTROL SYSTEM - OPERATION (5)
t
t
C
N2
Q
N1
t
t
N1 DATUMSPRING
ARTICULATEDLEVER
N1 SPEEDDETECTOR(flyweight)
DAMPINGDEVICE
THERMALCOMPENSATOR
POTENTIOMETRICJET
WORKINGPISTON
METERINGNEEDLE
Low pressure(≈ 1 b)
Modulated pressure N1(≈ 3 b)
Reduced pressure(≈ 4 b)
N1 SPEED (Increase ordecrease to match the load
variations)
FUEL FLOW Q (Variationcontrolled by the governor)
N2 SPEED (Transient variationand quick return to nominal speed)
LOAD C (Eg : collective pitch)
VARIATION OF THE MAINPARAMETERS IN TIME
7.16Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - OPERATION (6)
Acceleration control unit
It limits fuel flow increase in transient conditions, in orderto prevent compressor surge during acceleration.
In stabilized conditions, there is a gap between the forkand the metering valve. The position of the metering valveis determined by the working piston.
In load increase transient conditions, the governor"responds" and the working piston moves rapidly. Underthe action of its spring, the metering needle opens until itstops against the fork. This displacement represents whatis called "instant flow increase" initiating the acceleration.Then the subsequent increase in P2 pressure causes thedeformation of the capsule which permits further openingof the metering needle until it comes into contact with theworking piston.
7.17Edition : December 2000
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For training purposes only© Copyright - TURBOMECA - 2000 CONTROL SYSTEM
ACCELERATION CONTROL UNIT
CONTROL SYSTEM - OPERATION (6)
x
P0 P2
P0
Q
P2
Maxi
Mini
X
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 Q 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
7.18Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - OPERATION (7)
Deceleration control unit
In some versions, a deceleration control unit (or min flowlimiter) is included in the metering unit to prevent flame-out during deceleration.
In load decrease transient conditions, the closing of themetering needle is limited by a mechanical stop.
This mechanical stop is controlled by a diaphragm subjectedto P2 pressure.
The stop withdraws as the P2 pressure decreases in orderto prevent engine flame-out during rapid deceleration.
7.19Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL SYSTEM
DECELERATION CONTROL UNIT
CONTROL SYSTEM - OPERATION (7)
P2
P0P2
Q
P2
DECELERATION CURVE(Q as a function of P2)
DECELERATIONCONTROL UNIT
Min flow curveas a function of P2 pressure
7.20Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - OPERATION (8)
Metering unit
Metering needle
The metering needle is a profiled needle which moves ina calibrated orifice.
The fuel under pump pressure flows through the passagedetermined by the metering needle sliding in the orifice.
Constant ∆P valve
To obtain a fuel flow solely depending upon the meteringneedle position, this valve keeps a constant pressuredifference across the metering needle. It consists of adiaphragm subjected metering needle pressure variation.Any variation of pressure difference (∆P) is sensed by thisvalve which returns more or less fuel to the inlet of thepump. In fact, the pump always supplies a flow higher thanthe engine requirements and the excess fuel is returned tothe inlet.
The ∆P transient variations are due to the pump pressurevariations, to the downstream pressure variations and ofcourse to the displacement of the metering valve.
For example : when the metering needle opens, the pressuredifference decreases, the valve diaphragm senses this andmoves to close the return. More fuel is admitted to theengine, the upstream pressure increases and the nominal∆P is regained.
The graphs below illustrate the valve operation
Graph of fuel flow (Q) as a function of metering needleposition (S) : each position corresponds to a fuel flow andeach displacement ∆S corresponds to a proportional flowvariation ∆Q.
Graph of fuel flow (Q) in relation to the pressuredifference (∆P) : in transient conditions, the ∆P varies, butthe valve operates to return it to its initial value with a slightstatic droop.
7.21Edition : December 2000
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METERING UNIT
CONTROL SYSTEM - OPERATION (8)
FUELRETURN
FUELINLET
FUELOUTLET
METERINGNEEDLE
CONSTANT∆P VALVE
∆P
Q
Max
Min
Q AS A FUNCTION OF ∆P
∆S
∆Q
Q
S
Q AS A FUNCTION OFNEEDLE POSITIONS (S)
7.22Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - OPERATION (9)
Limits of gas generator speeds
The gas generator rotation speed varies (to adapt theengine to changing conditions) between two extremelimits represented by adjustable mechanical stops.
Max speed
It is automatically limited by a fixed adjustable stop whichrepresents the max operating rating.
TAKE-OFF - Max take-off power in the case of a singleengine (in fact, this rating is given at avalue slightly lower than the mechanicalstop and the engine must be operated notto overcome it).
MAX CONTINGENCY - Max power in the case ofengine failure during take-off or landing of a twinengine helicopter. In someversions an extreme ratingcalled super contingencypower is used.
The effect of fuel temperature on the speed (variation offuel viscosity changing the balance point of thehydromechanical governor) is compensated by the capsulein order to obtain speed invariability (especially max N1).A slight max N1 variation is however introduced butwithin given limits.
Min governed speed
It is limited by a fixed adjustable mechanical stop to avoidlow speeds corresponding to critical ratings. In operation,this limit is practically never reached because, even at zerotorque, the power to drive the compressor requires a higherspeed. Therefore, the stop is only a safety measure and itis only adjusted on the FCU test rig.
Limits of fuel flow
Fuel flow variation in transient conditions is limited by theacceleration control unit to obtain an optimum accelerationwithout compressor surge. The acceleration rate determinesthe response time. The slope of acceleration is onlyadjustable on the test rig.
The min fuel flow (limit to prevent flame-out) is limited bya mechanical stop on the metering needle. In some versions,this stop is variable with P2 pressure ; it is also called thedeceleration control unit.
The max fuel flow is determined by the full opening of themetering needle for a given pressure difference ∆P. It is afactory adjustment which represents a sort of powerlimitation.
In manual control (emergency control), the max fuel flowis limited at a lower value to avoid exceeding of the limits.
7.23Edition : December 2000
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For training purposes only© Copyright - TURBOMECA - 2000 CONTROL SYSTEM
LIMITS
CONTROL SYSTEM - OPERATION (9)
N2
N1
90
80
70
100%
100%
N1
t°
Q
P2
Max.
Min.
N1 LIMITS
N1 max as a function offuel temperature
N1 thermallimit
N1limit toensure power
Metering unit max Q
Manual control max Q(emergency)
Metering unit min Q(with decelerationcontrol unit)
Metering unit min Q(without decelerationcontrol unit)
FUEL FLOW LIMITS (Q)
7.24Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - OPERATION (10)
Limit of torque
A max torque limit is required by the mechanicaltransmission. The control system does not ensure a torquelimit and the operating instructions should be observed toprevent any overtorque. The flight manual indicates thetorque limits : also see chapter "indication" of this manualfor details of the torque measuring system.
Power turbine overspeed safety system
This safety system is not included in the control unit but isoften mentioned among the functions of the engine controlsystem.
The overspeed safety system is designed mainly to takeinto account the case of shaft failure resulting in a verysudden acceleration which cannot be contained by thespeed governor. The system includes a speed detector, anelectronic unit and the overspeed and drain valve of thefuel system.
It is installed on some versions : twin engine configurationsmainly (see details of the system in electric system chapter).
7.25Edition : December 2000
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LIMIT OF TORQUE - POWER TURBINE OVERSPEED SAFETY SYSTEMCONTROL SYSTEM - OPERATION (10)
TEST
Q
C
OVERSPEED ANDDRAIN VALVE
TACHOMETERBOX
N2DETECTOR
TORQUEINDICATOR
7.26Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - OPERATION (11)
Control system performance
As regards the operation, the control system performancedetermines some flight characteristics.
The following can be distinguished :
- The response time
- The static and dynamic power turbine speed variations
- The max speed of the gas generator.
Response time
It can be defined as the time required to regain powerturbine nominal speed in transient conditions. The responsetime is closely associated to the rate of acceleration of thegas generator.
A check of the response time can be made by recordingparameters during a load application. It is approx. 4seconds between N1 min and max in standard conditions.
Dynamic variation of power turbine speed
It is the transient speed variation occurring during a loadvariation. The amplitude of this variation can be observedon the rotor speed indicator ; it is related to the othercharacteristics.
Static variation of power turbine speed
It can be defined as the speed variation at different ratings.This static variation (a static droop which is slightlyovercompensated) can be checked by noting NR speed atdifferent operating points (eg : ground fine pitch and cruisepitch). With the increase of power, the NR increasesslightly within given limits.
Max available speed of the gas generator
It is the max speed that can be obtained from the gasgenerator (take-off on single engine and max contingencyon twin engine). This rating can be checked on a loadapplication, noting the max speed obtained when the rotorspeed starts decreasing.
7.27Edition : December 2000
Training Manual ARRIEL 1
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CONTROL SYSTEM PERFORMANCE
CONTROL SYSTEM - OPERATION (11)
≈ 4 sec
≈ 4 sec
100% N2
N1Max
90
80
70Min
N2
100%
RESPONSE TIME AND DYNAMICVARIATION OF THE POWER
TURBINE SPEED N2STATIC VARIATION OF N2POWER TURBINE SPEED
Time
7.28Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - OPERATION (12)
Twin-engine configuration
Principle of load sharing
In normal conditions, the helicopter rotor is driven by thetwo power turbines and therefore :
NR = k N2 eng 1 = k N2 eng 2
The speed signals received by the two power turbinegovernors being identical (as well as the signals from thecollective pitch), they determine identical datum signalssent to the two gas generator governors which meter fuelflow to keep them constant.
As the power is closely related to the N1 speed and as theefficiency does not vary much from one power turbine toanother, a fairly good load sharing is obtained.
Operation on one engine
In this case, the engine remaining in operation supplies thepower while the other one is disconnected by the freewheel.
The limit of the operative engine is represented by the maxcontingency rating automatically limited by the fuel controlunit. This rating, determined for engine failure duringtake-off or landing, has a limited duration : 2 mn 30 s.
7.29Edition : December 2000
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TWIN-ENGINE CONFIGURATION
CONTROL SYSTEM - OPERATION (12)
QN2
NR=k.N2 eng1=k.N2 eng2
N1
N1*N2*
N
C
t4
N1
NRN2
(1&2)
Tq1&Tq2
t4
N1 Max
POWER TURBINEGOVERNOR
TRIM
COLLECTIVEPITCH
MAINGEARBOX
REDUCTIONGEARBOX
POWERTURBINE
GASGENERATOR
FREE WHEEL
GAS GENERATOR GOVERNOR
7.30Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - OPERATION (13)
Control system loop (1)
"Image" of load increase
t = 0 - "Start" Collective pitch movement
θ - The pitch increases
W1 > W - The resisting torque becomes higher thanthe drive torque
N2 - The power turbine rotation speed decreases
G - The N2 governor detects the 2 signals, andsends a datum increase to the N1 governor :the N1 governor increases the fuel flow Q
Q - Instantaneous flow step
P2 - The compressor discharge pressure increases
AC - The acceleration control unit enables theacceleration to continue
Combustion - The flow Q increases in the combustionchamber
N1 - increases, the output power W increases, the N2speed stops decreasing and returns to its nominalvalue when the equilibrium between torques W1 =W is achieved.
t = 4 seconds End of transient
Evolution of parameters
θ - Collective pitchSudden increase from min. to max. almost instantly
N2 - Power turbine speedTransient decrease and rapid return to nominalspeed after a slight overshoot, and a slightovercompensation of the static droop
N1 - Gas generator speedSpeed increase and stabilisation after a slightovershoot
t - Time in seconds
7.31Edition : December 2000
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For training purposes only© Copyright - TURBOMECA - 2000 CONTROL SYSTEM
CONTROL SYSTEM LOOP (1)
CONTROL SYSTEM - OPERATION (13)
t = 0
t = 4
W = W 1
N2
W
N1
W > W1
N2
Q
P2
AC
Q
NR
G
N2
N1
32 2
31
1 N2
2
3
1
2
31
t
t
t
N1
N2
Combustion
Evolution of parameters during a load increase"Image" of a load increase
7.32Edition : December 2000
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Training Manual ARRIEL 1
CONTROL SYSTEM
CONTROL SYSTEM - OPERATION (14)
Control system loop (2)
"Image" of a load decrease
t = 0 - "Start" Collective pitch movement
θ - The pitch decreases
W1 < W - The resisting torque becomes lower than thedrive torque
N2 - The power turbine rotation speed increases
G - The governor detects the N2 increase anddecreases the fuel flow Q
DC - The deceleration controller limits the minfuel flow (if needs be)
Combustion - The flow Q decreases in the combustionchamber
N1 - decreases, the output power W decreases, the N2speed returns to its nominal value.
t = 4 seconds End of transient
Evolution of parameters
θ - Collective pitchRapid decrease of pitch
N2 - Power turbine speedTransient increase and return to nominal speed(within the static droop)
N1 - Gas generator speedSpeed decrease and stabilisation
t - Time in seconds
7.33Edition : December 2000
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CONTROL SYSTEM LOOP (2)
CONTROL SYSTEM - OPERATION (14)
N132
32
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
Q
P2
DC
Q
NR
1
Combustion
N2
"Image" of a load decrease Evolution of parameters during a load decrease
8.1Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL AND INDICATION
8-CONTROL AND INDICATION
- Manual control system .................................................. 8.2- Indicating system ........................................................... 8.6- Speed indication............................................................. 8.8- Tachometer transmitters............................................... 8.10- Speed probes (1K, 1S, 1E versions).............................. 8.14- Gas temperature indication .......................................... 8.16- Thermocouple probes.................................................... 8.18- Thermocouple junction box (1S version) .................... 8.20- Torque indication........................................................... 8.22- Torquemeter ................................................................... 8.24- Torque transmitter ........................................................ 8.26- Miscellaneous indications ............................................. 8.28 to 8.35
8.2Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
MANUAL CONTROL SYSTEM - GENERAL
Function
The system ensures the manual control of the engine.
Main components
Fuel flow control
This lever is used to start and stop the engine and to controlthe engine power manually in the event of an FCU failure.
Anticipator control
This lever links the collective pitch to the fuel control unit.
Note : As regards the electrical controls refer to chaptersstarting and electrical.
8.3Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL AND INDICATION
MANUAL CONTROL SYSTEM - GENERAL
FCU
CONTROLLEVER
ELECTRICAL CONTROLS
COLLECTIVE PITCHANTICIPATOR CONTROL
FUEL FLOW CONTROL
8.4Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
MANUAL CONTROL SYSTEM - MECHANICALCONTROLS
Function
The control lever is used to control engine start and shut-down. It can also be used for manual engine power control ;particularly in the event of a failure of the control system.
The collective pitch lever inputs signals to the anticipatorduring flight.
Description
This system includes the control lever with its mechanicallinkage and the collective pitch lever with its mechanicallinkage.
Operation
This part only mentions the position of the mechanicalcontrol lever. See chapter 6 and the aircraft manual formore details.
Stop position. Cam in contact, the two valves are closed.
Start position. Lever at approx 20°, slight opening of themain valve.
Acceleration range. Lever moved from "idle" position to"flight" position ; progressive opening of the main valve,and after a certain angle the cam releases its contact.
Flight position. Lever in the "flight" notch : main valvefully open.
Manual range (+). After overriding the lock, the lever canbe moved forward in the + range : increase of fuel flow.
Manual range (-). Lever moved rearward in the (-) range :decrease of fuel flow down to shut-down after overridingthe lock.
8.5Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL AND INDICATION
MANUAL CONTROL SYSTEM - MECHANICAL CONTROLS
CONTROLLEVER
ENGINEHELICOPTER
FUELCONTROL
UNIT
COLLECTIVE PITCH
90°
52°
5°45°
0°110°
8.6Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
INDICATING SYSTEM
Functions
The indicating system provides the following functions :
- It allows the pilot to check that the engine is operatingwithin 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. : N1and torque) and monitoring parameters (e.g. N2,t4, oil temperature and pressure).
Miscellaneous indications
- N1 gas generator rotation speed
- N2 power turbine rotation speed
- t4 gas temperature
- Engine torque
- Oil system (refer to Chapter "OIL SYSTEM")
- Indicating lights
- Cycle counter.
8.7Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL AND INDICATION
INDICATING SYSTEM
ENGINE TORQUEINDICATION
FUNCTIONS
t4 TEMPERATUREINDICATION
N2 SPEEDINDICATION
N1 SPEEDINDICATION
LUBRICATING SYSTEMINDICATION
MISCELLANEOUSINDICATIONS
- To ensure that the engine operates within determined limits
- To indicate fault or abnormal changes of parameters
- To check certain operating phases
8.8Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
SPEED INDICATION
Function
This system measures the rotation speeds of the gasgenerator (N1) and the power turbine (N2).
Main characteristics
- Type : tachometer transmitter or phonic wheel accordingto version
- Transmitter signals : frequency proportional to therotation speed.
Main components
- N1 speed transmitter
- N2 speed transmitter
- Electrical harnesses for connection to the indicators.
Description
One or two tachometer generators (N2 optional) linked toone or two indicators.
Operation
N1 is an operating parameter as it reflects the engine powerand serves to determine the limit ratings.
The N2 signal is used for the N2 indication (associatedwith the NR indication).
8.9Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL AND INDICATION
SPEED INDICATION
N1 INDICATOR
N2 INDICATOR
ACCESSORY GEARBOX REAR FACE
8.10Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
TACHOMETER TRANSMITTERS -GENERAL
Function
To measure the rotating assembly's rotation speed.
Position
- Rear face of the accessory gearbox :• N1 on the right side• N2 on the left side according to version.
Main characteristics
- Quantity : 2 identical N1 and N2 transmitters(interchangeable)
- Type : 3-phase permanent magnet generator.
Main components
- Body
- Electrical plug.
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TACHOMETER TRANSMITTERS - GENERAL
Number :2 identical
transmitters
Type :3 phase, permanentmagnet generator
BODY
ELECTRICAL PLUG
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Training Manual ARRIEL 1
CONTROL AND INDICATION
Operation N2
The permanent magnet rotation in front of the three coilsinduces an alternating current.
The frequency of this current is proportional to the rotationspeed.
In normal operation, there is a link between the rotor speedNR and the power turbine speed N2. The same instrumentcan be used to indicate the NR and N2 speeds (the two N2speeds in a twin engine configuration).
N1 & N2 TACHOMETER TRANSMITTERS -DESCRIPTION - OPERATION
Description
The assembly consists of :
- A tachometer generator which has a mechanically drivenpermanent magnet as rotor. It delivers an electricalsignal which is a three-phase alternating current with afrequency proportional to the speed
- An asynchronous motor which receives the transmittersignal and displays the speed on a graduated dial.
Operation N1
The permanent magnet rotation in front of the three coilsinduces an alternating current.
The frequency of this current is proportional to the rotationspeed.
8.13Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL AND INDICATION
N1 & N2 TACHOMETER TRANSMITTERS - DESCRIPTION - OPERATION
STATORINDICATOR
8.14Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
SPEED PROBES (1K, 1S, 1E VERSIONS)
Description - Operation
On the versions 1E, 1K and 1S the speed indication isachieved using phonic wheels and speed probes.
Description
The system consists of a toothed wheel, called a phonicwheel, rotating in front of an electro-magnetic pick-upwhich is connected to an indicator.
The phonic wheel for N1 indication is fitted on the startergenerator drive shaft. The N1 probe is mounted on theaccessory gearbox casing right hand side.
The phonic wheel for N2 indication is fitted on the rear ofthe intermediate gear of the reduction gearbox and the N2probe is mounted in the bottom of the rear drive shaftcasing.
Operation
The passage of the teeth in front of the electro-magneticprobe induces an alternating current in the probe windings.This current has a frequency proportional to the speed andthe number of teeth :
nd x NF =
60
Where : nd = N° of teeth ; N = rotation speed in RPM ;F = frequency
The signal from the probe is transmitted to the cockpitindicator which transforms it into an indication which maybe analog, digital or both.
8.15Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL AND INDICATION
SPEED PROBES (1K, 1S, 1E VERSIONS)
F = nd x N60
TO THEINDICATOR
SPEEDPROBE
PHONICWHEEL
PHONICWHEEL
PHONIC WHEEL(starter generator
drive shaft)
ELECTRO-MAGNETICPROBE
INDICATOR
OPERATIONDESCRIPTION
N2 SPEED PROBE
N1 SPEED PROBE
N1 SPEEDPROBE
N2 SPEEDPROBE
ELECTRICALCONNECTOR
ELECTRICALCONNECTOR
REAR OF THEINTERMEDIATE GEAROF THE REDUCTION
GEARBOX
8.16Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
GAS TEMPERATURE INDICATION
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 : pyrometric device with thermocouple probes- Indication : degrees Celsius.
Main components- Thermocouple probes- Thermocouple junction box (1S version)- Harness- Indicator.
General operationThe gas temperature (t4) is an operating parameter,particularly during engine starting.
As it would be difficult to measure the turbine inlettemperature, the gas generator outlet temperature ismeasured.
Measurement is made by thermocouples connected to anindicator.
The system produces a voltage proportional to thetemperature of a junction of two dissimilar metals. Thevoltage produced is measured by a galvanometer indicatorwhich is graduated in degrees Celsius.
THERMOCOUPLE PROBES -FUNCTIONAL DESCRIPTION
Functional description
The thermocouple probes are identical. They are positionedto give a homogeneous measurement.
Each probe contains a hot junction (Chromel and Alumelwires soldered together).
The thermocouples are connected in parallel either to theaircraft indicator directly or through an amplifier providinganalog and digital outputs.
A thermocouple produces an electromotive force which isproportional to the temperature difference between the hotand the cold junction.
The electromotive force is delivered to the t4 indicator(galvanometer graduated in degrees Celsius).
The probes are wired in parallel. The reading obtained isan average temperature.
8.17Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL AND INDICATION
GAS TEMPERATURE INDICATION
t4 TEMPERATUREINDICATION
THERMOCOUPLE PROBES
t°
THERMOCOUPLEJUNCTION BOX
(1S version)
THERMOCOUPLEJUNCTION BOX
(1S version)
INDICATOR ALUMEL
CHROMEL HOTJUNCTION
COLDJUNCTION
8.18Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
THERMOCOUPLE PROBES - GENERAL
Function
The thermocouple probes measure the gas temperature(t4) at the gas generator outlet.
Position
- Around the rear part of the combustion chamber casing.
Main characteristics
- Type : Chromel-Alumel
- Number : 3 probes
- Alumel wire : magnetic, negative polarity
- Chromel wire : non magnetic, positive polarity
- Connection : in parallel.
Main components
- For each probe :• Probe (sheath and thermocouple)• Mounting nut• Cable.
8.19Edition : December 2000
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For training purposes only© Copyright - TURBOMECA - 2000 CONTROL AND INDICATION
THERMOCOUPLE PROBES - GENERAL
CABLE
MOUNTINGNUT
PROBEType :
Chromel - Alumel
Number :3 probes
Alumel wire :Magnetic, negative polarity
Chromel wire :Non magnetic, positive polarity
Connection :In parallel
8.20Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
THERMOCOUPLE JUNCTION BOX (1SVERSION)
Function
The junction box forms the interface between thethermocouples and the indicator.
Position
- On a bracket at the upper part of the power turbine.
Main characteristics
- Type : box with connectors.
Main components
- Junction box
- Mounting flange
- Connectors.
Description
It includes the following connectors :
- Thermocouple connectors
- Indicator connectors.
The connection system of chromel and alumel wires is inthe box.
Operation
The t4 junction box provides a connection between thethermocouple probes and the aircraft indicator.
8.21Edition : December 2000
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THERMOCOUPLE JUNCTION BOX (1S VERSION)
THERMOCOUPLECONNECTORS
THERMOCOUPLECONNECTOR
Type :Box with
connectors
INDICATORCONNECTOR
JUNCTIONBOX
THERMOCOUPLE
8.22Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
TORQUE INDICATION
Function
To provide an indication of the engine torque measured atthe reduction gearbox intermediate gear.
Position
- All the system components are located on the engineexcept the torque indicator.
Main characteristics
- Type : hydraulic torquemeter
Main components
- Torquemeter piston
- Electrical transmitter
- Torque indicator.
Description
Refer to the following pages.
General operation
The reaction torque is transformed into axial force on thereduction gear intermediate pinion. The force is transmittedto a piston which determines an oil leak modulating apressure representative of the torque.
The pressure is transformed into electrical current suppliedto the indicator by a transmitter.
8.23Edition : December 2000
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TORQUE INDICATION
TORQUE MEASUREMENT
- Hydraulic torquemeter
- Electrical transmitter
- Torque indicator
INDICATOR
FILTER
TRANSMITTER
LEAK
TORQUEMETERPISTON
RESTRICTOR
TO ENGINELUBRICATION
OIL PUMP
8.24Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
TORQUEMETER
Function
To measure the torque transmitted to the output drive.
Position
- In the intermediate gear of the reduction gearbox.
Main characteristics
- Type : hydraulic, using oil from the engine lubricationsystem.
Description
The torquemeter piston is fitted into the hub of theintermediate gear of the reduction gearbox on three stopbearings.
The head of the piston fits into a cavity in the reductiongearbox front casing. An oil tube passes through thehollow shaft of the piston and forms a passage between thepiston and the tube base. Oil from the torquemeter systemcan pass through this passage.
Operation
The torque on the output shaft is transmitted to the reductiongearbox. 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 assemblyvaries the oil flow between the piston and the tube base.This pressure variation is felt by the torque transmitter.
8.25Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL AND INDICATION
TORQUEMETER - DESCRIPTION - OPERATION
Type :Hydraulic
INTERMEDIATEGEAR
TORQUEMETERPISTON
STOPBEARINGS
LUBRICATIONTUBE
OIL INLET(pressure modulated
by the piston)
REDUCTIONGEARBOX
CASING
OIL FLOWVARIATION
8.26Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
TORQUE TRANSMITTER
Function
The transmitter transforms the hydraulic signal (modulatedpressure from the piston) into an electrical signal andtransmits it to the indicator.
Position
- Rear right hand side of the accessory gearbox.
Main characteristics
- Type : inductive or resistive, according to version
- Adjusted and matched to the reduction gearbox.
Main components
- Transmitter.
Description
The system includes :
- A calibrated orifice
- A transmitter
- A pressure tapping point.
Note : The torque transmitter or the indicator (accordingto version) is adjusted and matched to the reductiongearbox.
8.27Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL AND INDICATION
TORQUE TRANSMITTER
INDICATOR
TORQUEMETER PISTONMODULATED PRESSURE
TRANSMITTER
PUMPPRESSURE
RESTRICTOR
PRESSURETAPPING
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.
8.28Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
MISCELLANEOUS INDICATIONS -GENERAL
Function
The miscellaneous indications provide information aboutthe engine operation
Position
- Engine
- Aircraft.
Main characteristics
- Electrical measurement circuit directly connected toindicators.
Main components
- Sensors and engine accessories (refer to correspondingchapters for more information)
- Instruments and indicators on the instrument panel :• Indicators• Instruments.
8.29Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL AND INDICATION
MISCELLANEOUS INDICATIONS - GENERAL
Firewall
ENGINEAIRCRAFT
SENSORS AND ACCESSORIES
ENGINE
LIGHTS AND INSTRUMENTS
8.30Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
MISCELLANEOUS INDICATIONS -INDICATORS
There are several indicators which give information aboutthe engine operation. These pages summarize the variouslights which have already been dealt with in other chapters.
Position
- On the instrument panel.
Main characteristics
- Indicating lights directly connected to engine sensors
- Indications provided by the aircraft.
Lights directly connected to the engine sensors
- Low oil pressure
- Electrical magnetic plug
- Bleed valve position.
FUELINDICATING
OILINDICATING
AIRINDICATING
POWERINDICATOR
OVERSPEEDINDICATING
FIREINDICATING
"LIFE"INDICATOR
- "Real time" fuel flow indicator- Total fuel flow indicator- Min fuel pressure indicator
- Max oil temperature indication
- Compressor bleed valve positionindication(See chapter "air system")
- Air intake anti-icing indication- Air intake sand filter condition
indicator
- Power loss indication(For example N2 differentialindicator in a twin engineconfiguration)
- Power difference indication(For example torque differentialindicator in a twin engineconfiguration)
- Overspeed arming indicator(See chapter "electric system")
- Overtemperature detection in givenengine area(See chapter "power plantinstallation")
- Example : PSU control box onARRIEL 1M(See chapter "electric system")
INDICATIONS ACCORDING TO AIRCRAFT TYPE
8.31Edition : December 2000
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MISCELLANEOUS INDICATIONS - INDICATORS
HELICOPTER
ENGINE
+ 28 V
Low oil pressure
Bleed valve position
Electrical magnetic plugCircuit breaker
INDICATING :
• Fuel
• Oil
• Air
• Power
• Overspeed
• Fire
• "Life"
8.32Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
MISCELLANEOUS INDICATIONS - N1 INDICATOR (1S VERSION)
FunctionThe two N1 indicators provide an analog (needle on a dial)and digital indication. Each indicator has a P0 pressuresensor and receives temperature t0 and N1 signals.
Position- Instrument panel.
Main characteristics- Analog indicator graduated in percent
- Digital display unit in percent
- Bleed valve and operating mode indicators.
Main components- Sensors
- Indicator.
OperationIn normal operation (twin engine), the system operates asa normal tachometer system. A connection between thetwo indicators allows passage to the OEI (One EngineInoperative) mode when one of the two engines fails.
The change to OEI mode is automatic when one N1 islower than 66 % and the other one higher than 94 %.
In this configuration, the max speeds indicated are :
- Max contingency : 101.7 %- Intermediate contingency : 100 %- Max continuous : 99 %.
The indicator has an integrated microcalculator whichallows indication of the OEI ratings corrected by flightconditions :
- Normal mode: analog N = digital N = actual N- OEI mode : analog N = digital N = corrected N
ƒ(Zp - t0)- Test : analog N indicates max contingency :
i.e. 101.7 %digital N indicates actual max contingencyƒ(Zp and t0).
In normal operating conditions, the analog indication isthe same as the digital indication, but the available maxcontingency rating (depending upon the conditions) canbe read by actuating the test button.
This indication must be compared to a table located in thecockpit which shows the ratings as a function of Zp and t0.
About 2 seconds after actuating the button, the digitalindicator displays 188.8 and then returns to the normalindication.
The OEI operating mode is indicated by the flashing of thedecimal point and by the visual and audible warningsystem.
The system also ensures :
- The cut-out of the cabin heating- The cut-out of the EAPS if anti-icing is not selected.
8.33Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CONTROL AND INDICATION
- 1S VERSION -
MISCELLANEOUS INDICATIONS - N1 INDICATOR
BV
100
9896
9575
55
35
15
T
N1%N1
t0≈ 20°
102.7 102.7 102.6 102.5 102.3 102.1 101.8
102.7 102.6 102.5 102.4 102.2 102.0 101.7
102.7 102.6 102.4 102.3 102.1 101.9 101.7
102.7 102.4 102.3 102.2 102.0 101.8
102.6 102.3 102.2 102.1 101.9
102.4 102.2 102.1 102.0
102.1 102.1 102.0
102.0 102.0
-3.5 +10 +25 +30 +35 +40 +45 +50-1
+1
+3
+5
+7
+9
+11
+13
+15
Zp (ft x 1000)
t0 (°C)
N1 INDICATOR
EXAMPLE OF COMPARISONTABLE
EXAMPLE OF LIMITGRAPH
MAX TWIN ENGINERATING (100%)
MAX AUTHORIZEDSPEED AT GIVEN
RATING (ZP/t0)
MAX INDICATEDSPEED : i.e. 101.7%
COMPRESSORBLEED VALVE
INDICATOR LIGHT
MAX ONE ENGINERATING(101.7%)
FLASHESWHEN
INDICATINGOEI RATING
TEST
8.34Edition : December 2000
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Training Manual ARRIEL 1
CONTROL AND INDICATION
MISCELLANEOUS INDICATIONS -CYCLE COUNTER
Function
The cycle counter automatically carries out the calculationsstated 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 version, a same box ensures thetwo functions of N2 overspeed protection andcycle counter.
Operation
The input signal is the N1 speed supplied by a pick-up orby the tachometer generator.
With this information, the system converts the engineactual operating cycles into "reference cycles" and displaysthe result.
For the power turbine, the relationship is : 1 cycle = 1 start.
It is then possible to calculate the number of cycles of lifelimited parts.
The electronic box corresponding to an engine variant canperform 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.
8.35Edition : December 2000
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For training purposes only© Copyright - TURBOMECA - 2000 CONTROL AND INDICATION
MISCELLANEOUS INDICATIONS - CYCLE COUNTER
DISPLAYUNIT
FAILUREINDICATOR
N1, N2 AND 24 VINPUTN1 AND N2
CYCLE DISPLAYS
9.1Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 STARTING
9-STARTING
- Starting system ............................................................. 9.2
- Starter ............................................................................. 9.10
- Ignition system .............................................................. 9.16
- Ignition units .................................................................. 9.18
- Igniter plugs ................................................................... 9.22
- Ignition cables ................................................................ 9.26 to 9.27
9.2Edition : December 2000
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Training Manual ARRIEL 1
STARTING
Main components
- Starter (cranking)
- Ignition units and igniter plugs
- Fuel system (supply, metering and delivery)
- Indicating and control system :• Electrical system• Instruments.
STARTING SYSTEM - GENERAL
Function
The starting system ensures starting (on the ground and inflight) and ventilation of the engine. It includes the followingfunctions : cranking, fuel supply and ignition.
Position
All the starting accessories are installed on the engine.Indicating and control components are supplied by theaircraft manufacturer.
Main characteristics
- Starting envelope : according to version
- Start duration : between 25 and 30 sec
- Max ventilation time : less than 15 sec
- Stabilisation time before shut-down : 60 sec
- Run-down time : more than 30 sec from 30 to 0 % N1.
9.3Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 STARTING
STARTING SYSTEM - GENERAL
CRANKING
FUEL SUPPLY ANDDISTRIBUTION
IGNITIONUNITS
IGNITERPLUGS
IGNITION
START CONTROLAND INDICATING
STARTER
9.4Edition : December 2000
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Training Manual ARRIEL 1
STARTING
STARTING SYSTEM - DESCRIPTION
Starter
The starter is electrically supplied with direct current fromthe batteries through the aircraft electrical system.
During starting, the starter drives the gas generator rotatingassembly through the accessory drive train.
At the end of starting, the electrical supply to the starter iscut.
The starter is installed on the front face of the gearboxcasing.
Ignition unit
The ignition units are of high energy type. They transformthe direct current voltage provided by the aircraft systeminto high energy voltage required for the igniter plugoperation.
The ignition units are located at the right side of the axialcompressor casing.
Igniter plugs
The engine has two igniter plugs which ignite the air fuelmixture sprayed by the start injectors.
The igniter plugs are installed close to the start injectorsand are connected to the ignition units by two cables.
Fuel system
The fuel system supplies fuel to the start and main injectors.
Refer to "FUEL SYSTEM" chapter for more details.
Control and indicating system
The control system includes :
- The cockpit components (fuses or circuit-breakers,ventilation and start push-buttons, the manual controllever)
- The supply (28 V battery)
- The accessory relay (to electrically supply the startingaccessories)
- The starter contactor
- The overspeed box (twin engine only).
9.5Edition : December 2000
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For training purposes only© Copyright - TURBOMECA - 2000 STARTING
STARTING SYSTEM - DESCRIPTION
VENTILATIONPUSH-BUTTON
STARTPUSH-BUTTON
CIRCUITBREAKER
STARTERCONTACTOR
ACCESSORYRELAY
OVERSPEEDBOX
STARTER-GENERATOR
IGNITIONUNITS
START INJECTORELECTRO-VALVE
9.6Edition : December 2000
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Training Manual ARRIEL 1
STARTING
STARTING SYSTEM - OPERATION (1)
This section deals with operating sequences associatedwith the starting system : start, stop and ventilation
Starting cycle
The starting cycle is characterised by the evolution of theengine parameters, especially the rotation speed and thegas temperature.
The main points of the starting cycle are :
- Start selection
- Self-sustaining speed (de-energisation of the starter andignition units)
- End of start (stabilisation at min power).
Shut-down cycle
This cycle comprises the following points :
- Stabilisation at idle speed
- Stop selection
- Run-down and stop.
Ventilation cycle
A ventilation consists of cranking the rotating assemblywithout supplying fuel or ignition (dry ventilation). It isused for cooling the engine or for maintenance procedures.
The ventilation cycle comprises the following phases :
- Ventilation
- Cranking of the rotating assembly
- End of ventilation and run-down.
Note : Ventilation time is limited to 15 sec. to avoidoverheating of the starter motor.
9.7Edition : December 2000
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STARTING SYSTEM - OPERATION (1)
N1
≈ 200°C(injection wheelsupply)
Time
N1 speed
Time
Self-sustainingspeed 45%
Selection
t4 gastemperature
Stop selection
Run-down
SHUT-DOWN CYCLE
N1 speed
(15 sec. max)
Ventilation off
STARTING CYCLE
VENTILATION CYCLESelection
Stabilisation
Time
9.8Edition : December 2000
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Training Manual ARRIEL 1
STARTING
STARTING SYSTEM - OPERATION (2)
Start - Stop - Ventilation
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 :• slight opening of the main valve
- Pushing the start push button initiates the start byelectrically supplying :
• the starter• the start injector electro-valve• the ignition system
- At 45 % of N1 (self sustaining speed) it is necessary torelease the start push button to cut the supply to the startrelay and accessories.
Note : During the start it is necessary to control theacceleration 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-downtime.
Ventilation
- Power supply switched on
- Press the ventilation button (max 15 secs) :• power supply to the starter motor via the start
contactor.
9.9Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 STARTING
START - STOP - VENTILATION
STARTING SYSTEM - OPERATION (2)
9.10Edition : December 2000
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Training Manual ARRIEL 1
STARTING
STARTER - GENERAL
Function
The starter motor cranks the gas generator rotating assemblyduring starting and ventilation. At the end of starting(when the rotation speed is sufficient), the starter operatesas a Direct Current generator.
Position
- On the front face of the accessory gearbox. It is securedby a clamp.
Main characteristics
- Supplied by the aircraft manufacturer
- Type : starter-generator
- Supply : VDC through heavy duty cables (32 V max)
Main components
The starter main components are :
- The starter (starter/generator)
- The mounting flange
- The supply terminals.
Interfaces
- Starter electrical supply from the + 28 VDC supply busbar through the starter contactor
- Drive of the gas generator rotating assembly through theaccessory drive train
- Direct current supply to the aircraft system from thestarter generator when the starting phase is completed.
9.11Edition : December 2000
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STARTER - GENERAL
TERMINALS
STARTER
MOUNTING FLANGE
Aircraft supply
Type :Starter-generator
Electrical supply :VDC through heavy
duty cables (32 V max)
9.12Edition : December 2000
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Training Manual ARRIEL 1
STARTING
STARTER - DESCRIPTION
Description
The starter comprises the following components :
- Connection terminals• Excitation• Generator• Negative pole• Starter• Balance
- Casing
- Mounting flange
- Brushes
- Windings (stator and rotor)
- Cooling fan
- Drive shaft
- Commutator.
9.13Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 STARTING
STARTER - DESCRIPTION
CASING BRUSHES
DRIVE SHAFT
COOLING FAN
BALANCEGENERATOR STARTER
NEGATIVE POLEEXCITATION
SUPPLY TERMINALS
COMMUTATORWINDINGS(stator and rotor)
MOUNTING FLANGE(on accessory gearbox)
9.14Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
STARTING
STARTER - OPERATION
Operation
Engine cranking
When "START" is selected the starter contactor closes andconnects the aircraft DC bus bar to the starter.
The starter then cranks the rotating assembly through theaccessory drive train.
The torque on the starter shaft is inversely proportional tothe gas generator speed and will be higher when theatmospheric temperature is low.
The N1 increases up to self-sustaining speed (45 %) atwhich point the torque becomes negative.
The supply to the starter is cut by the opening of the startercontactor.
Electrical generation
At the end of the start cycle the starter is no longerelectrically supplied and it is driven by the gas generatorthrough the accessory drive train. Thus it acts as anelectrical generator and supplies current to the aircraftcircuit.
9.15Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 STARTING
STARTER - OPERATION
STARTTORQUE
SELF-SUSTAINING SPEED 45 %0
GAS GENERATOR SPEED
TORQUE WITH A DECREASINGAMBIENT TEMPERATURE
GENERATORSTARTER
SUPPLY TO THEELECTRICAL CIRCUIT
SUPPLY TOSTARTER RELAY
+VDC Eq
Ex
+D
+G
+
9.16Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
STARTING
IGNITION SYSTEM
Function
This system ensures the ignition of the fuel sprayed by thestart injectors into the combustion chamber.
Position
All the ignition system components are installed on theengine, except the electrical supply circuit.
Main characteristics
- Type : High Energy (HE)
- Supply voltage : 10 to 32 VDC.
Main components
- Ignition units
- Ignition cables
- Igniter plugs.
Note : Refer to the following pages for the descriptionand operation of these components.
9.17Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 STARTING
IGNITION SYSTEM
Circuit-breaker
Igniterplugs
IGNITIONUNITS
IGNITIONCABLES
IGNITERPLUGS
28 V
DC
Bu
s
Ignitionunit
Ignitionunit
Accessoryrelay
Ignitioncables
Type :High Energy
Supply voltage :10 to 32 VDC
9.18Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
STARTING
IGNITION UNITS - GENERAL
Function
The ignition units transform the input voltage into highenergy output.
Position
- Mounted on a support at the front right part of the engine.
Main characteristics
- Type : High Energy
- Supply voltage: 10 to 32 VDC
- Output voltage : 2000 VAC
- Quantity : 2.
Main components
- Ignition units
- Input electrical connector
- Output electrical connectors
- Mounting flanges.
9.19Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 STARTING
IGNITION UNITS - GENERAL
IGNITIONUNITS
MOUNTINGFLANGES
IDENTIFICATIONPLATE
Type :High Energy (HE)
Supply voltage :10 to 32 VDC
Output voltage :2000 VAC
Quantity :2
9.20Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
STARTING
IGNITION UNITS - DESCRIPTION -OPERATION
Description
The ignition unit comprises the following components :
- An input circuit which includes the connector and thealternating-direct converter
- A transformer
- An output circuit which includes :• A rectifier• A capacitor• A discharge tube.
Operation
The ignition unit is supplied with 28 VDC.
The converter transforms the DC voltage into an alternatingvoltage.
The transformer amplifies the alternating voltage andsupplies the rectifier.
The rectifier selects the positive phases and loads thecapacitors. The capacitor accumulates the electrical loads(positive phases) and discharges at regular intervals intothe discharge tube.
The discharge tube controls the phases of loading anddischarge.
Then the high energy voltage is delivered to the igniterplugs through the ignition cables (2000 Volts).
9.21Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 STARTING
IGNITION UNITS - DESCRIPTION - OPERATION
+
-
CONVERTER TRANSFORMER
CAPACITOR
RECTIFIER
IGNITER PLUG
DISCHARGE TUBEDIRECTCURRENT
INPUT28 VDC
VDC
t0
VAC
t0
VAC (kV)
t0
V (kV)
t0
CAPACITORDISCHARGE
2000 V
9.22Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
STARTING
IGNITER PLUGS - GENERAL
Function
The igniter plugs produce sparks to ignite the fuel sprayedby the start injectors.
Position
- Mounted beside the start injectors on either side of thecombustion chamber casing.
Main characteristics
- Type : High Energy (HE), surface discharge
- Quantity : 2.
Main components
- Plug body
- Electrode
- Mounting flange (2 bolts on the combustion chamberboss)
- Electrical connector (connection with the ignition unit)or ignition cable (according to version).
9.23Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 STARTING
IGNITER PLUGS - GENERAL
IGNITION CABLE
IGNITION CABLE
ELECTRODE
PLUG BODY
PLUG BODY
ELECTRICALCONNECTOR
ELECTRICAL CONNECTOR
MOUNTING FLANGE
Type :High Energy
Surface discharge
Quantity :2
BEFORE MOD TU 271A
AFTER MOD TU 271A
9.24Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
STARTING
IGNITER PLUGS - DESCRIPTION -OPERATION
Description
An igniter plug comprises :
- An external body connected to the negative terminal
- A semi-conductor fitted in the tip of the plug
- An insulator
- A central electrode connected to the positive terminal
- An electrical connector for connection to the ignitionunit (or the ignition cable integral with igniter)
- Seals and spacers.
Operation
The high energy current produced by the ignition unit issupplied to the central electrode of the igniter plug. Itdischarges, across the semi-conductor to the plug bodycausing a powerful spark.
This spark ignites the air fuel mixture sprayed into thecombustion chamber by the start injector.
9.25Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 STARTING
IGNITER PLUGS - DESCRIPTION - OPERATION
Spark
ELECTRICAL CONNECTOR(connection with the ignition unit)
INSULATOR
OPERATIONDESCRIPTION
SEMI -CONDUCTOR
EXTERNALBODY
(-)
CENTRALELECTRODE
(+)
INJECTORS
IGNITERPLUG
SEALS ANDSPACERS
IGNITERPLUG
COMBUSTIONCHAMBER
9.26Edition : December 2000
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Training Manual ARRIEL 1
STARTING
IGNITION CABLES (POST MOD TU271A)
Function
The ignition cables supply the high energy current(produced by the ignition units) to the igniter plugs.
Position
- Between the ignition unit and the plugs.
Main characteristics
- Type : multi-core nickel-plated copper wire
- Number : 2 identical independent cables
- Shielding : triple braided
- Voltage rating : 5 kVolts.
Main components
- Igniter plug cable connector
- Ignition cable (wire and shield)
- Ignition unit connector.
Description
One ignition cable includes :
- A nickel-plated copper multicore
- An outer shielding (stainless steel braid)
- Two inner shields (silver-plated copper braid)
- Two stainless steel rigid end fittings
- Two electrical connectors• One igniter plug connector (ceramic insulator, spring
and nut)• One ignition unit connector (teflon insulator, silicone
joint, spring and nut).
9.27Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 STARTING
IGNITION CABLES (POST MOD TU271A)
ELECTRICAL CONNECTOR(to the ignition unit)
ELECTRICAL CONNECTOR(to the igniter plug)
Type :Multicore nickel-plated
copper wire
Number :2 identical
independent cables
Shielding :Triple braided
Operating voltage :5 kVolts
IGNITION CABLE(wire and shield)
10.1Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
10-ELECTRICAL SYSTEM
- Electrical system ........................................................... 10.2
- Electrical accessories .................................................... 10.4
- Power turbine overspeed safety system ....................... 10.6
- Power turbine overspeed sensor................................... 10.10
- Tachometer box.............................................................. 10.14
- Super contingency power system ................................ 10.24
- Electrical harnesses ...................................................... 10.28 to 10.29
10.2Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ELECTRICAL SYSTEM
ELECTRICAL SYSTEM
Function
The system contributes to the various indicating andcontrol 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 componentsand sensors)
- Control and indicating components (aircraft)
- Electrical harnesses.
10.3Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
ELECTRICAL SYSTEM
Power supply :28 VDC from aircraft
ACCESSORIES AND SENSORS
ELECTRICALHARNESSES
10.4Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ELECTRICAL SYSTEM
ELECTRICAL ACCESSORIES - GENERAL -
Function
The electrical accessories are involved in various enginefunctions. This chapter summarises the various accessories.
For the detail of each one refer to the appropriate chapter.
Electrical accessory classification
The accessories can be classified as follows :
- Control components (buttons, selectors, potentiometers …)
- Indicating components (indicators, lights, displays …)
- Engine accessories (controlled accessories, sensorsconnected to the aircraft).
Control components
- Switch push buttons, relay circuit-breakers, etc...
Indicating components
- Light, indicators, etc...
Engine accessories supplied by the enginemanufacturer
- Igniter plug
- Ignition Unit
- Start electro-valve
- Power turbine overspeed electro-valve (twin engineconfiguration)
- Super contingency power electro-valve (example : 1M)
- Compressor electro-valve
- Bleed valve microswitch (position)
- Oil pressure switch
- Electrical magnetic plug
- Tachometer transmitter
- Power turbine overspeed probe (twin engine)
- Pyrometric harness
- Torque transmitter
- Tachometer box
- Super-contingency power box (example : 1M).
10.5Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
ELECTRICAL ACCESSORIES - GENERAL
CONTROLE AND INDICATING COMPONENTS ENGINE ACCESSORIES
10.6Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ELECTRICAL SYSTEM
POWER TURBINE OVERSPEED SAFETYSYSTEM - GENERAL
Function
The safety system causes the immediate shut-down of theengine in the event of power turbine overspeed.
The system (mainly designed to protect against shearingof the power shaft) requires a very quick response and ahigh reliability.
This safety system is only installed on twin-engineconfigurations.
Position
All the components are installed on the engine except thetachometer box which is mounted on the aircraft.
Main characteristics
Overspeed setting : 120 % N2
- Automatic test :• for each start• during periodic inspection.
Main components
- Speed sensor
- Tachometer box
- Overspeed electro-valve.
10.7Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
POWER TURBINE OVERSPEED SAFETY SYSTEM - GENERAL
OVERSPEEDELECTRO-VALVE
OVERSPEEDSENSOR
TACHOMETERBOX
10.8Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ELECTRICAL SYSTEM
POWER TURBINE OVERSPEED SYSTEM -DESCRIPTION - OPERATION
Description
The speed sensor is mounted facing two phonic wheelswith a different number of teeth, mounted on the turbineshaft. It is connected to the tachometer box (in the aircraft).
The tachometer box electrically supplies the overspeedelectro-valve on the overspeed and drain valve.
Operation
In the event of an overspeed, when the tachometer boxreceives two frequency signals, it energises the overspeedelectro-valve to move to drain position causing the engineshut-down.
10.9Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
POWER TURBINE OVERSPEED SAFETY SYSTEMDESCRIPTION - OPERATION
TACHOMETERBOX
OVERSPEEDELECTRO-VALVE
SPEEDSENSOR
10.10Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ELECTRICAL SYSTEM
POWER TURBINE OVERSPEED SENSOR -GENERAL
Function
The power turbine overspeed sensor monitors N2 andtransmits the signal to the tachometer box (twin-engineversion).
Position
Screwed into the bottom of module 4 casing.
Main characteristics
- Double pick-up
- Type : magnetic.
Main components
- Sensor
- Locating dowel
- Hollow bolt.
10.11Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
POWER TURBINE OVERSPEED SENSOR - GENERAL
SENSOR
LOCATINGDOWEL
Double pick-up
Type :Magnetic
HOLLOWBOLT
PHONIC WHEELS
10.12Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ELECTRICAL SYSTEM
POWER TURBINE OVERSPEED SENSOR -OPERATION
Description
The sensor is fitted facing the phonic wheels, it includestwo electro-magnetic pick-ups.
The sensor is secured by a hollow bolt and is fitted with alocating pin to ensure the correct orientation.
Operation
The passage of the teeth in front of the electro-magneticsensor induces two alternating currents having a frequencyproportional to the speed and to the number of teeth :
nd x NFrequency F =
60
(nd = number of teeth, N = rotation speed in Rpm)
As the phonic wheels don't have the same number of teeth,the double sensor gives two different frenquenciesproportional to the speed.
10.13Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
POWER TURBINE OVERSPEED SENSORDESCRIPTION - OPERATION
nd x N60
F =
HOLLOW BOLT
SENSOR
PHONIC WHEELS
TO THE TACHOMETER BOX
SENSORPHONIC WHEEL
ELECTRO-MAGNETICPICK-UP
PHONICWHEEL
TACHOMETERBOX
10.14Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ELECTRICAL SYSTEM
TACHOMETER BOX - GENERAL
Function
To supply the overspeed electro-valve in case of anoverspeed detection and to control the operation of thebleed valve (according to version).
Position
- In the aircraft
Main characteristics
- Electronic box
- Automatic test
- Periodic test.
Main components
- Push-buttons• test• rearming
or selector according to version
- Electrical connector(s).
10.15Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
TACHOMETER BOX - GENERAL
TEST
TESTPUSH-BUTTON
REARMINGPUSH-BUTTON
TESTSELECTOR
ELECTRICALCONNECTOR
OVERSPEEDCONNECTOR
ELECTRICAL CONNECTORFOR THE COMPRESSORBLEED VALVE CONTROL
10.16Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ELECTRICAL SYSTEM
TACHOMETER BOX - DESCRIPTION
Description
The tachometer box is mounted in the aircraft, it is connectedto the overspeed sensor by an electrical harness.
It includes two frequency detectors, a V relay, a bi-stablerelay S and S', a rearming and a test push button.
A cross monitoring system between the two overspeedboxes inhibits the overspeed system of the other engine incase of overspeed.
10.17Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
TACHOMETER BOX - DESCRIPTION
TEST
OSCILLATOR
N2
N2
120 %
120 %
VS
ENGINE
SHUT-DOWN
S'
OVERSPEED ELECTRO-VALVE
INHIBITION OF THE STARTING
INHIBITION OF THE ENGINE 2 SYSTEM
25 %
25 %
REARMING
EVENTUAL INHIBITION OF THIS SYSTEM
10.18Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ELECTRICAL SYSTEM
TACHOMETER BOX - OPERATION (1)
Power on
At power on, the sensors give the F1 and F2 frequenciesto frequency detectors which supply the light through themutual monitoring system (up 25 % of N2).
An eventual rearming is possible.
Overspeed condition
In the event of N2 overspeed (N2 ≈ 120 %) the two signalsof N2 (F1 and F2) are supplied to the two frequencydetectors which complete the circuit through relay V.
Relay V closes its contacts :• supplying relay S• breaking the circuit of the other engine.
The contacts of relay S• open the other engine's overspeed circuit• supply the overspeed solenoid• open the start circuit• open the overspeed light circuit.
10.19Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
TACHOMETER BOX - OPERATION (1)
POWER ON
POWER ONOVERSPEED
- The light turns on (up to 25 % of N2)
- Rearming (eventually)
OVERSPEED
- Supply of the mono-stable relay V
- Supply of the bi-stable relay S
- Supply of the overspeed electro-valve
- Inhibition of engine 2 system
- Inhibition of the start
TEST
OSCILLATOR
N2
N2
120 %
120 %
VS
ENGINE
SHUT-DOWN
S'
OVERSPEED ELECTRO-VALVE
INHIBITION OF THE STARTING
INHIBITION OF THE ENGINE 2 SYSTEM
25 %
25 %
REARMING
EVENTUAL INHIBITION OF THIS SYSTEM
10.20Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ELECTRICAL SYSTEM
TACHOMETER BOX - OPERATION (2)
Automatic monitoring (A, B, C, D, K, M versions)
The condition of the pick-up signals is checked at eachstart with the light turning-off above 25 % N2.
Periodic test
Engine stopped, operation of the push button simulates anoverspeed :
• the light goes off• the electro-valve is supplied• the start system is inhibited
After this test it is necessary to rearm the system.
Rearming
When the rearm push button is pressed the relay S' issupplied and the relay returns to the normal position.
10.21Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
TACHOMETER BOX - OPERATION (2)
AUTOMATIC MONITORING
AUTOMATIC MONITORINGA, B, C ,D, K, M VERSION :
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'
OVERSPEED ELECTRO-VALVE
INHIBITION OF THE STARTING
INHIBITION OF THE ENGINE 2 SYSTEM
25 %
25 %
REARMING
EVENTUAL INHIBITION OF THIS SYSTEMOVERSPEED MANUAL TEST
OVERSPEEDMANUAL TEST
- Supply of the oscillator 120 % *
- Oscillator inhibited for N2 > 25 %
10.22Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ELECTRICAL SYSTEM
TACHOMETER BOX - OPERATION (3)
Automatic monitoring (1E, 1S versions)
This protection doesn't exist on all boxes.
- Above 25 % N2 and below 83 % N1 : the loss of one N2speed signal is indicated by the light staying "on".
- Above 25 % N2 and 83 % N1 :• the loss of one N2 speed signal is also indicated by
the light staying "on"• the loss of two N2 speed signals causes the engine to
be shut down by the overspeed system.
- Above 25 % N2.• the loss of the N1 speed signal or any defect of the
protection stage is indicated by the flashing of thelight.
Note : In all cases of engine shut down by overspeed,starting is not possible.
10.23Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
TACHOMETER BOX - OPERATION (3)
TEST
OSCILLATOR
N2
N1
N2
120 %
120 %
VS
ENGINE
SHUT-DOWN
S'
OVERSPEED ELECTRO-VALVE
INHIBITION OF THE STARTING
INHIBITION OF THE ENGINE 2 SYSTEM
25 %
1S, 1E
VERSION
83 %
25 %
REARMING
EVENTUAL INHIBITION OF THIS SYSTEM1E, 1S VERSION MONITORING
AUTOMATIC MONITORING1S, 1E VERSION :
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
10.24Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ELECTRICAL SYSTEM
SUPER CONTINGENCY POWER SYSTEM -GENERAL
Function
The purpose of this system is to provide on extreme powerrating : super contingency power rating. This system isonly available on some versions.
The control box, delivered with the engine ensures:
- the recording and display of the engine operating hoursin hundreths of an hour.
- the recording and indication by a red flag of the use ofS.C.P.
- the ouput of a duplicate signal to a flashing light in thecockpit to indicate use of S.C.P.
Position
The electro-valve is on the FCU, the control box in thehelicopter.
Main characteristics
- Selection by button on the collective pitch lever.
Main components
- Control box
- Super contingency power electro-valve.
Note : The S.C.P. control box is associated with themodule M03.
10.25Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
SUPER CONTINGENCY POWER SYSTEM - GENERAL
S.C.P. ELECTRO-VALVE
ELECTRICALCONNECTORS
ENGINEHOUR COUNTER
RED FLAG
S.C.P.CONTROL BOX
(associated with module M03)
10.26Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ELECTRICAL SYSTEM
SUPER CONTINGENCY POWER SYSTEM -DESCRIPTION - OPERATION
Description
The electro-valve on the fuel control unit opens whenelectrically supplied to permit an increase of modulatedpressure and therefore an increase of the max availablerating.
The control box belongs to module n° 03, it indicates theengine hours and the operation of S.C.P.
The system includes :• a selector on the collective pitch-lever• an automatic armament switch in the torque indicating
system.• a flasher relay• an indicating device (light and flag)
Operation
S.C.P. Arming
Two conditions are necessary for the arming of the S.C.P.system:
- the pilot must select S.C.P.- there must be a torque difference between the engines
≥ 22 %.
The detection logic in the torque indicating system closesits contact thus supplying, through the pilot's selector, theS.C.P. electro-valves of both engines and the S.C.P. lightin the cockpit. Super Contingency Power will now beavailable on the operative engine.
Rating detection
From 50 to 102.5 % N1 the S.C.P. box counts the enginehours.
From 102.5 to 103.8 % N1, that is in S.C.P. mode, theengine hours counting is increased by a multiplicationfactor of 4.4. The S.C.P. light is on.
If the N1 remains above 103.8 % for more than 5 secondsthe bi-stable relay is supplied and relay (C) is suppliedcausing the flashing of the S.C.P. light. Simultaneously thered flag is activated and appears in the window.
Note 1 : Normal max N1 is 102.4 % for the Arriel 1M1/ 1MN1 without S.C.P. In S.C.P. mode the maxN1 is 105 %.
Note 2 : The maximum authorised accumulatedoperating time in S.C.P. is 1 minute. The use ofthis rating requires replacement of the engineand the S.C.P. box.
10.27Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
SUPER CONTINGENCY POWER SYSTEMDESCRIPTION - OPERATION
C
COLLECTIF PITCHS.C.P. SELECTOR
TORQUEINDICATOR
FLASHERUNIT
RELAY
RELAY TOELECTRO-VALVES
+ 28 V
+ 28 V
+ 28 V
FLAG S.C.P.ELECTRO-VALVE
WINDOW
SIGNAL FROMN1 TACHO. GEN.
TON1 INDICATOR
S.C.P.CONTROL BOX
S.C.P.
BI-STABLE RELAY
ENG. HOURS
COUNTER
TO OTHERENGINE
(SCP electro-valve)
(T x4.4)
T:5 secsN1 ≥ 103.8 %
N1 ≥ 102.5 %
N1 ≥ 50 %
D ≥ 22%
(T x1)
10.28Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ELECTRICAL SYSTEM
ELECTRICAL HARNESSES
Function
Harnesses link the engine accessories to the aircraft.
Description and operation
All engine versions have a multi-pin plug for the engine/aircraft interface and a second electrical plug for thepyrometric system (except on ARRIEL 1S1 : only oneelectrical plug for the two harnesses).
On the twin-engine version : a harness for the speeddetection to stop the engine in case of overspeed.
Note : The starter-generator cables must also bementioned.
10.29Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ELECTRICAL SYSTEM
ELECTRICAL HARNESSES
SPEED DETECTIONHARNESS FOR THE
OVERSPEED SYSTEM(twin-engine version)
PYROMETRICHARNESS
ACCESSORYHARNESS
ARRIEL 1S1 : only one connector
11.1Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE INSTALLATION
11-ENGINE INSTALLATION
- Engine compartment ..................................................... 11.2
- Engine mounting............................................................ 11.4
- Power drive .................................................................... 11.8
- Air intake........................................................................ 11.10
- Exhaust system .............................................................. 11.12
- Engine system interfaces .............................................. 11.14
•Oil system .................................................................................... 11.14
•Aircraft LP fuel system .............................................................. 11.16
•Manual controls .......................................................................... 11.18
•Air system.................................................................................... 11.20
- Drain system .................................................................. 11.22
- Fire protection ............................................................... 11.24 to 11.25
11.2Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE INSTALLATION
ENGINE COMPARTMENT
Function
The engine compartment accommodates the engines andensures 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.
Description
A typical twin-engine installation includes the followingcomponents :
- Two areas separated by a central firewall :• Right engine area• Left engine area
- Three main firewalls :• Front firewall• Rear firewall• Central firewall.
- The main engine mountings
- Two main cowlings :• The air inlet cowling which permits access to the air
intake• The engine cowling which permits access to the
engine and to the exhaust system.
The compartment ventilation is ensured by air circulationin order to maintain an acceptable temperature in thevarious areas.
The ventilation can be increased by the compressor bleedvalve air discharging into the engine compartment.
11.3Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE INSTALLATION
ENGINE COMPARTMENT
FRONTFIREWALL
MAINGEARBOX
ENGINE CENTRALFIREWALL
REARFIREWALL
ENGINECOWLING
AIR INLETCOWLING
SUPPORTPLATFORM
ENGINEMOUNTING
EXAMPLE OF SINGLE ENGINEINSTALLATION
EXAMPLE OF TWIN-ENGINEINSTALLATION
11.4Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE INSTALLATION
ENGINE MOUNTING - GENERAL
Function
The engine mountings attach the engine to the airframe.
The lifting brackets permit the removal and installation ofthe engine.
Position
- Front mounting : at the front lower part of the accessorygearbox casing
- Rear mounting : at the front lower part of the reductiongearbox casing, or on the protection tube (according toversion)
- Lifting brackets : 2 at the front part and one at the rear.
Main components
- Front mounting : flange or yoke (according to version)
- Rear mounting : clamps and cradle (according to version)
- Engine lifting points :• two brackets on the centrifugal (compressor casing
flange)• one bracket on the power turbine casing flange.
11.5Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE INSTALLATION
ENGINE MOUNTING - GENERAL
FRONT LIFTINGBRACKETS
REAR LIFTINGBRACKET
FRONTFLANGE
CRADLE CLAMPS
11.6Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE INSTALLATION
ENGINE MOUNTING - FUNCTIONALDESCRIPTION
There are two types of engine mounting depending on theengine variant.
- Variants A, B, C, D and M :
Front support - ring of bolts on the front flange.
Rear support - a cradle under the protection tube, securedby two clamps.
- Variants E, K and S :
Front support - yoke bolted to the front face of theaccessory gearbox, supported on two trunnion mounts.
Rear support - a rod connects to the bracket on thebottom of module 5.
11.7Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE INSTALLATION
ENGINE MOUNTING - FUNCTIONAL DESCRIPTION
MOUNTING BYCLAMPS ON THE
PROTECTION TUBE
TYPE A - B - C - D - M
REARMOUNTING
TYPE E - K - S
MOUNTING BY THEFRONT SUPPORTCASING FLANGE
TYPE A - B - C - D - M
MOUNTING BY TWOATTACHMENT
POINTS ON THEAIRFRAME
TYPE E - K - S
11.8Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE INSTALLATION
POWER DRIVE
Function
The power drive transmits the engine power to the helicoptertransmission system.
The link is made by a transmission shaft designed toabsorb the engine torque and slight misalignements (supplyby aircraft manufacturer or TURBOMECA according toversion)
Position
- Between the engine and the helicopter main gearbox.
Main characteristics
- Shaft designed to absorb the engine torque and slightmisalignments
- Rotation speed : 6000 RPM at 100 %.
Main components
The main components are :• The engine drive shaft flange• The flector (engine end)• The adapting flange• The drive shaft• The flexible coupling (MGB end)• The main gearbox input flange.
Functional description
The engine drive shaft consists of a steel tube, fitted withthe following elements at each end :
- A triangular flange connected to the MGB input flangewith a flexible coupling
- A splined flange, connected to an adaptor flange whichis connected to the engine drive shaft flange with aflector.
The flexible couplings are installed between the flanges.They transmit torque, absorb shock and vibration andallow slight misalignment.
Note : In single engine versions, the free wheel unit drivesthe main gearbox and the tail rotor shaft drive.
11.9Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE INSTALLATION
POWER DRIVE
MAIN GEARBOXINPUT FLANGE
DRIVESHAFT
ENGINEDRIVE-FLANGE
FLEXIBLECOUPLING
SPLINES
ADAPTOR FLANGE(splined)
FLECTOR
1S VERSION
1E VERSION
11.10Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE INSTALLATION
AIR INTAKE
Function
The air intake system directs the ambient air into theengine.
Position
- In front of the engine.
Main characteristics
- Type : Static or dynamic, annular
- Air flow : 2.5 kg/s (5.5 lb/sec.).
Main components
- Helicopter air intake
- Intake duct
- Anti-icing system.
Functional description
A circular flange on the compressor casing permitsconnection of the aircraft air intake duct. The admission ofair can be made through a static or a dynamic intake whichcan be provided with protection devices (filters, anti-icing...). A pressurized seal can also be fitted to improvethe connection sealing. Some versions are provided with adevice for compressor washing.
11.11Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE INSTALLATION
AIR INTAKE
SEALANTI-ICINGAIR DUCT
FILTER
UNION FORCOMPRESSOR WASHING
11.12Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE INSTALLATION
EXHAUST SYSTEM
Function
The exhaust system discharges the exhaust gas overboard.
Position
- At the rear of the engine.
Main characteristics
- Type : divergent
- Gas temperature : 600 °C (1080 °F).
Main components
- Engine exhaust pipe
- Exhaust extension.
Functional description
The exhaust expels the gases directly but it can be adaptedto the aircraft by means of an extension. The enginecompartment ventilation can be accelerated by venturieffect between the engine exhaust pipe and the aircraftduct.
11.13Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE INSTALLATION
EXHAUST SYSTEM
VENTURI TO ACCELERATE THECOMPARTMENT VENTILATION
EXHAUST PIPE EXTENSION
11.14Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE INSTALLATION
ENGINE SYSTEM INTERFACES (1)
Oil system interfaces
For each engine, the oil system has three interfaces asfollows :
- 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 gearboxand to the exhaust.
11.15Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE INSTALLATION
OIL SYSTEM INTERFACES
ENGINE SYSTEM INTERFACES (1)
AIRCRAFT ENGINE
OIL SUPPLY
OIL RETURNTO THE COOLER
BREATHING
11.16Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE INSTALLATION
ENGINE SYSTEM INTERFACES (2)
Aircraft LP fuel system
Function
The system supplies the engine with fuel under determinedconditions of pressure, flow, temperature and filtering.
Main characteristics
- Filtering 10 micron.
Main components
- Fuel tank
- Booster pump
- Filter assembly
- Fuel shut-off valve
- Fuel inlet union
- Return to tank union.
Functional description
The interface comprises the union on the FCU and returnto tank union. The aircraft system may include variousdevices : vent, level indication, filler neck, booster pump,pressure indicator, flowmeter. The booster pump willprime the engine system and prevent cavitation of thepump.
The filtering unit, normally fitted with a pre-blockageindicator and a by-pass valve is in the line before the shut-off valve which is used to isolate the engine compartmentfrom the aircraft system.
Note : In the 1S, 1E versions, the fuel inlet union islocated on the LP fuel system, located under theengine.
11.17Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE INSTALLATION
AIRCRAFT LP FUEL SYSTEMENGINE SYSTEM INTERFACES (2)
FUEL SHUT-OFFVALVE
FILTER UNIT(filtering 10 microns)
FUELTANK
BOOSTERPUMP
(except 1S)
FUEL INLETUNION
RETURN TOTANK UNION
1S, 1E VERSIONS
HP PUMP PRESSURE(FCU)
FUEL SUCTIONFROM TANK
11.18Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE INSTALLATION
ENGINE SYSTEM INTERFACES (3)
Manual controls
Function
To allow the control of the fuel valves and of the anticipator.
Position
The engine control lever and the collective pitch lever arein the cockpit and are mechanically connected to theF.C.U.
Main components
- Control lever
- Collective pitch lever
- Fuel control unit.
Functional description
- Engine control lever (Lever actuating 2 valves and acam in the fuel control unit : see chapter "fuel system"and aircraft manuals for the mechanical linkage).
- Anticipator control (Linkage with the helicoptercollective pitch : see operation of the anticipator in thechapter "engine control" and details of the mechanicalconnection in the aircraft manuals).
11.19Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE INSTALLATION
MANUAL CONTROLS
ENGINE SYSTEM INTERFACES (3)
CONTROL LEVER
FUEL VALVECONTROL
ANTICIPATORCONTROL
COLLECTIVEPITCH LEVER
11.20Edition : December 2000
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Training Manual ARRIEL 1
ENGINE INSTALLATION
ENGINE SYSTEM INTERFACES (4)
Air system
Function
The system provides warm compressed air to the aircraftfor the aircraft services.
Position
One tapping boss on each side of the centrifugal compressorcasing.
Main components
Air tapping points (x 2).
Functional description
Aircraft pipes can be connected to the two tapping pointsto supply a given flow of P2 air. The flow is limited byrestrictors but any air bleed affects engine performance.
Possible uses of the air
- Cabin heating
- Pressurized seal
- Air intake anti-icing
- Particle separator...
Note : Refer to aircraft manuals for detailed descriptionof these systems.
11.21Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE INSTALLATION
AIR SYSTEM
ENGINE SYSTEM INTERFACES (4)
P2
P2 TAPPING
11.22Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE INSTALLATION
DRAIN SYSTEM
Function
To drain fluids from certain engine components.
Position
- Various pipelines on the engine connected to the aircraftdrain system.
Main characteristics
- Stainless steel tubes.
Main components
- Combustion chamber drain valve- General vent- F.C.U. drive drain- Overspeed and drain valve- Exhaust pipe drain- Output shaft casing drain- Air vent of the Gas generator rear bearing- Rear bearing collector drain.
Description
A drain collector is fitted on a bracket at the bottom of theaccessory gearbox casing and is connected by a flexiblepipe to an aircraft drain.
Four drain tubes are connected to the drain collector, theoutput casing drain, the pump drive drain, the combustionchamber drain and the overspeed and drain valve.
The gas generator rear bearing vent pipe vents into theengine compartment.
The engine breather comprises a T union on the upper rightside of the accessory gearbox. Connected to the front ofthis union is the oil tank breather and to the rear, the pipewhich discharges into the exhaust.
The rear bearing supply collector has a drain into theengine compartment.
The exhaust pipe drain connects into a pipe which isconnected to an aircraft overboard drain.
11.23Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE INSTALLATION
DRAIN SYSTEM
AIR VENT OF THEGAS GENERATOR
REAR BEARING
COMBUSTION CHAMBERDRAIN VALVE
FCU DRIVEDRAIN
OVERSPEED ANDDRAIN VALVE
OUTPUT SHAFTCASING DRAIN
TO AIRCRAFTREAR BEARING
COLLECTOR DRAIN
EXHAUST PIPEDRAIN
GENERALVENT
11.24Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
ENGINE INSTALLATION
FIRE PROTECTION
Function
The fire protection system comprises overtemperaturedetection in the various engine areas, the indication in thecockpit, the extinguishing function.
Main characteristics
- Engine manufacturer supply (except 1S)• Bi-metallic detectors.
- Aircraft manufacturer supply• Optical detectors (1S only)• Indicating system• Extinguishing system.
Main components
- Engine• Six detectors (except : 1E : one detector, 1S : no
detector)• Harness (fire proof cables).
- Aircraft• Two detectors (1S only)
• Extinguishing system
• Test system.
Functional description
The detection is ensured by non sealed detectors withnormally closed contact (1A, B, C, D, K, M) or one sealeddetector with normally open contact (1E) or by means ofan aircraft mounted optical device (1S).
Some detectors have a built-in resistor which permits thediscrimination of circuit conditions (1C, D, K, M) : normal,overtemp, harness failed.
In the case of detectors with normally closed contact, thedetectors are installed in series and have a setting whichcorresponds to the engine area of location ("cold" area or"hot" area) and thus they are not interchangeable.
Note : "cold" area or area 1 : area located forward of thejunction of the compressor and the combustionchamber mounting flanges.
"hot" area or area 2 : area located rear of the samejunction.
11.25Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 ENGINE INSTALLATION
FIRE PROTECTION
1A,B,C,D,K,M (6 detectors)
1E(1 detector)
1S (2 detectors on aircraft)
POSITION OF DETECTORS
NON SEALED DETECTOR(1A, B, C, D, K, M )
SEALED DETECTORAT REST (1E )
Detection
logic
+
+
+
Extinguishingbutton
Test button
Alarm
EXTINGUISHING SYSTEM(bottle, manifold... )
Area 1 (cold) Area 2 (hot)
Aircraft Engine
EXAMPLE OF FIRE DETECTION / EXTINGUISHING SYSTEM
12.1Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OPERATING LIMITATIONS AND PROCEDURES
12-OPERATING LIMITATIONSAND PROCEDURES
- Operating limitations ................................................... 12.2
- Operating procedures .................................................. 12.6 to 12.9
12.2Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OPERATING LIMITATIONS AND PROCEDURES
OPERATING LIMITATIONS (1)
The engine operating limitations are defined in the officialmanuals, however the following figures provideinformation for training purposes.
Operating envelope
The engine is designed to operate within a clearly definedclimatic range of temperature and pressure altitude e.g. : -50°C to +50 °C (-58 °F to 122 °F) and -500 m to +6000 m (-1640ft to 19680 ft).
The starting envelope also has given limits e.g. : -500 m to4500 m (-1640 ft to 14760 ft) and -50 °C to +50 °C (-58 °F to122 °F) depending on the fuel and oil used.
Gas generator rotation speedThe main limitations are :
- AEO max T/O 5 minmax continuous : 98 % N1
- OEI max contingency - (2 min 30 sec)inter contingency - unlimitedsuper contingency - according to version.
Power turbine rotation speed
The main limitation is :
- Overspeed : 120 % N2 (twin-engine).
t4 gas temperature
These figures vary according to version :
- Max during start : 750 °C
- Max (t < 10 sec.) : 865 °C
- Max OEI (2 min 30 sec) : 941 °C
- Max take-off : 912 °C (< 5 min).
12.3Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OPERATING LIMITATIONS AND PROCEDURES
OPERATING LIMITATIONS (1)
t0
Zp
GAS GENERATORROTATION SPEED
- AEO max take-off (< 5 min)- AEO max continuous (98 % N1)- OEI (< 2 min 30 sec)- OEI inter contingency (unlimited)- OEI super contingency (according to version)
POWER TURBINEROTATION SPEED
Twin-engine :- Power turbine overspeed 120 % N2
FLIGHT ENVELOPE
- Flight- Starting
GAS TEMPERATURE
- Max during start- Max (t < 10 sec.)- Max OEI (2 min 30)- Max take-off
12.4Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OPERATING LIMITATIONS AND PROCEDURES
OPERATING LIMITATIONS (2)
Torque
The torque limit is imposed by the aircraft transmission.The max torque limits are given for steady power settingsand for transitory overtorque in AEO and OEI modes.
Oil
There are various limits associated with the oil system,e.g. consumption = 0.3 l/h ; max pressure 800 kPa(116 PSI) ; min pressure 130 kPa or 90 kPa according toversion (18.85 PSI), max temperature 115 °C (239 °F).
Starting - shut-down
There are many limits associated with engine starting :
- Min voltage before start (e.g. 25 V)- Min voltage during start (e.g. 15 V)- Start duration : between 25 and 30 sec- Ventilation duration : < 15 sec- Number of consecutive starts - according to version- Waiting time after 3 start attempts (e.g. 20 min)- Stabilisation time before shutdown : 60 sec- Run-down time : > 30 sec from 30 % to 0 % N1.
Other limitations
Max air tapping rate , electrical consumption, load factors,vibration, etc.
12.5Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OPERATING LIMITATIONS AND PROCEDURES
OPERATING LIMITATIONS (2)
TORQUE
- Stabilised max torque- Transient max torque
MISCELLANEOUS
- Air bleed- Electrical consumption- Loads factors- Vibration
OIL
- Max consumption - Max pressure- Min pressure- Max temperature
STARTING - SHUT-DOWN
- Electrical voltage - Number of consecutive starts- Stabilisation, run-down and ventilation times
12.6Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
OPERATING LIMITATIONS AND PROCEDURES
OPERATING PROCEDURES (1)
The operating procedures are considered for trainingpurposes only. Refer to the aircraft manual.
Pre-start checks
- Inspections, checks…
Starting
- Power "on"
- Control lever to "start position"
- Start button pressed and held. The engine starts andaccelerates. During start, check : N1, N2, t4, oil Pr andt°. At 45 % N1, release the "start button"
- Control lever moved to "Flight". The engine acceleratesup to nominal rotor speed.
Shut-down
- Stabilisation
- Control lever to "stop". The engine shuts down : checkthe rundown time.
Ventilation
- Control lever to "stop"
- Cranking button "on" (and maintained). The engineaccelerates without ignition and fuel : ventilation shouldnot exceed 15 seconds.
Relight in flight
- Procedure identical to start on ground.
Note : Confirm shut-down before start attempt. Wait untilN1 has decelerated.
12.7Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OPERATING LIMITATIONS AND PROCEDURES
START - SHUT-DOWN - VENTILATION - RELIGHT
OPERATING PROCEDURES (1)
SHUT-DOWNSTARTING
RELIGHT IN FLIGHT VENTILATION
90°
52°
45°5°
12.8Edition : December 2000
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Training Manual ARRIEL 1
OPERATING LIMITATIONS AND PROCEDURES
OPERATING PROCEDURES (2)
Flight
- Control lever in "flight" position. Automatic control :monitor engine parameters, especially the N1 indication.
Engine failure (twin-engine)
The engine remaining in operation supplies the powerrequired, within its limitations (MCP : 2 min 30 sec).
Control system total failure
The manual control procedure can be applied ("plus" and"minus" range) : close monitoring of parameters.
Training to engine failure
This procedure must be carried out with a reduced helicoptermass, (refer to flight manual).
12.9Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 OPERATING LIMITATIONS AND PROCEDURES
OPERATING PROCEDURES (2)
ENGINE FAILURE(twin-engine)
FLIGHT
TRAINING TOENGINE FAILURE
CONTROL SYSTEMTOTAL FAILURE
90°
52°
45°5°
13.1Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 VARIOUS ASPECTS OF MAINTENANCE
13-VARIOUS ASPECTS OFMAINTENANCE
- Maintenance concept .................................................... 13.2
- TBOs and life limits....................................................... 13.4
- Preventive maintenance ................................................ 13.6
- "On-condition" monitoring .......................................... 13.8
- Corrective maintenance ................................................ 13.10
- Lubricants - Fuels - Materials ..................................... 13.12
- Tooling ............................................................................ 13.14
- Technical publications .................................................. 13.16
- Product support ............................................................ 13.22 to 13.23
13.2Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
VARIOUS ASPECTS OF MAINTENANCE
MAINTENANCE CONCEPT
Introduction
The engine is designed to have a high availability rate withreduced maintenance.
The main aspects of the maintenance concept are thefollowing :
- Effective modularity
- Good accessibility
- Reduced removal and installation times
- On-condition facility
- Quick repair.
Maintenance levels
Four maintenance levels can be considered :
First line maintenance (level "O") : engine installed inthe aircraft.
- Scheduled and preventive maintenance• Checks and inspections• Life limit or time-ex removal.
- Corrective maintenance• Fault detection• Component replacement (LRU)• Check.
Second line maintenance (level "I") : engine maintenancein a workshop.
- Corrective maintenance : SRU and module removal andinstallation.
Third line maintenance (level "H") : deep maintenancewhich involves module repairs.
- Corrective maintenance : component replacement.
Fourth line maintenance (level "D") : overhaul andrepair in specific workshop.
- Maintenance scheduled when the TBO is completed orwhen the life limits of some components are reached
- Corrective maintenance.
Other aspects of maintenance
Refer to the following pages.
Note : LRU - Line Replaceable Unit
SRU - Shop Replaceable Unit.
13.3Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 VARIOUS ASPECTS OF MAINTENANCE
MAINTENANCE CONCEPT
2nd LINE MAINTENANCE(level "I")
(engine removed)- Corrective maintenance
(modules, SRU)
MAINTENANCE LEVELS
3rd LINE MAINTENANCE(level "H")
(engine removed)- Deep maintenance
1st LINE MAINTENANCE (level "O")(engine installed on aircraft)
- Scheduled or preventivemaintenance
- Corrective maintenance
4th LINE MAINTENANCE(level "D")
(engine removedin specific workshop)
- Scheduled maintenance(overhaul, repair)
- Corrective maintenance
13.4Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
VARIOUS ASPECTS OF MAINTENANCE
TBOs AND LIFE LIMITS
Engine, module and accessory TBOs
TBOs (operating Time Between Overhauls) are definedfor the engine, the modules and the accessories. TheseTBOs, determined by tests and experience, are subject toan extension programme.
Component life limits
Certain components (mainly rotating parts such ascompressor, turbines, injection wheel, flectors…) have alife limit which requires the part to be scrapped when thelimit is reached.
The life is measured in operating cycles.
Counting of hours and cycles
A cycle is a clearly defined operating sequence. Cyclecounting is effected either manually or automatically. Themethod of counting cycles and the various limits aredescribed in Chapter 5 of the maintenance manual.
A counting check (comparison between automatic countingand manual counting) is a procedure planned in the periodicmaintenance.
A simple check can be carried out by comparing the twoengine readings for a given period of operation.
TBO components
- Engine
- Modules
- Certain accessories.
Life limited components
- Axial and centrifugal compressors
- Injection wheel
- Turbines.
13.5Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 VARIOUS ASPECTS OF MAINTENANCE
TBOs AND LIFE LIMITS
TBO
- Engine- Modules- Accessories
AUTOMATIC COUNTING
COUNTING
- Manual counting- Automatic counting- Counting check
LIFE LIMITS
Cycles for :- Compressors- Turbines- Injection wheel
CYCLECOUNTER
13.6Edition : December 2000
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Training Manual ARRIEL 1
VARIOUS ASPECTS OF MAINTENANCE
PREVENTIVE MAINTENANCE
Preventive maintenance includes the procedures whichmust be systematically carried out.
Servicing inspections
- Inspection before the first flight of the day
- Inspection after the last flight of the day.
(Refer to maintenance manual).
Periodic inspections
- These procedures can be "blocked" (at fixed intervalsfor all the procedures) or staggered (each procedure isdistributed over a period of time to reduce the turnaroundtime while still respecting the intervals)
- 100 hour, 500 hour, 1500 hour or calendar inspections(18 months)
- Special inspections :• Particular inspections• Inspections according to airworthiness.
Main inspection points of preventive maintenance
- Visual inspections
- Magnetic plug and filter inspection
- Oil sampling for analysis
- Level checks
- Compressor cleaning (according to operating conditions)
- Operating checks and ground run test
- Cycle counting check
- Static droop check
- Run down check.
13.7Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 VARIOUS ASPECTS OF MAINTENANCE
PREVENTIVE MAINTENANCE
SERVICING INSPECTIONS
- Inspection "after the last flight of the day"- Inspection "before the first flight of the day"
PERIODIC INSPECTIONS
- Procedure "blocked" or "staggered"- 100 hour inspection- 500 hour, 1500 hour or calendar inspections (18 months)- Special inspections
MAIN INSPECTION POINTS
- Visual checks : air intake, compressor, exhaust, turbine, casings, attachments, pipes, wiring, controls- Inspection of filters : oil filter, fuel filter, air tapping unions and jets- Inspection of magnetic plugs- Oil sampling (for analysis)- Oil level (and replenishment if required)- Compressor cleaning (depending on operating conditions)- Ground run test- Static droop test- Run down check- Cycle counting check
13.8Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
VARIOUS ASPECTS OF MAINTENANCE
ON-CONDITION MONITORING
When applying on-condition maintenance, the maintenanceprocedures are carried out according to the condition ofengine components. It requires a monitoring which includesappropriate procedures studied during the engine design.
Objectives of on-condition monitoring
The objective is to increase safety and to reducemaintenance costs.
This is achieved because the monitoring ensures an earlydiagnosis of defects which could have seriousconsequences ; on the other hand, monitoring avoidsunnecessary maintenance tasks.
On-condition monitoring resources
On-condition monitoring implies an appropriate design ofthe engine which allows the use of monitoring tools.
The following procedures are considered :
- Borescopic inspection : this permits inspection of internalparts which are not accessible without disassembly :compressor, combustion chamber and turbine. A specialtool is used to allow direct visual inspection of the parts
- Lubricating oil check : various methods are used to checkfor the contamination of the oil (magnetic plugs, strainers,sampling). Samples of oil are taken at regular intervalsand the samples are analysed to measure thecontamination and anticipate incipient failures (analysisby magnetoscopy, ferrography, spectrometric oilanalysis)
- Vibration level check : the vibration level of the rotatingassemblies gives an indication of the engine condition.Sensors installed at given points are used to measure thevibration level. This type of check is carried out duringperiodic inspections or according to engine condition
- Visual inspection : conventional visual inspections arealso considered for on-condition monitoring (air intakeinspection , exhaust pipe inspection , exhaust and engineexternal inspections…).
13.9Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 VARIOUS ASPECTS OF MAINTENANCE
ON-CONDITION MONITORING
OBJECTIVES OFON-CONDITION MONITORING
BORESCOPIC INSPECTION
MAGNETIC PLUGS
VIBRATION CHECK STRAINERS
OIL SAMPLINGVISUAL INSPECTION
- To increase safety- To reduce maintenance costs
13.10Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
VARIOUS ASPECTS OF MAINTENANCE
CORRECTIVE MAINTENANCE
The objective of corrective maintenance is to put theengine back into normal service as soon as possible.Corrective maintenance includes all procedures whichmust be carried out when required (failure, defect…). Itimplies general and particular activities.
Corrective maintenance main tasks
- Removal and installation : removal and installation of thecomplete power plant, of the accessories and of themodules and of some engine components as required.
Note : Assembly and disassembly of the engine is dealtwith in general overhaul and repair
- Functional checks : functional check of systems, andaccessories…
- Condition checks
- Adjustments
- Miscellaneous procedures : cleaning, storage…
- Repairing (components may be repairable or consumable)
- Fault finding (refer to chapter 15 "FAULT ANALYSISAND TROUBLE SHOOTING")
- Particular instructions : for example, procedures in theevent of oil contamination, surge, heavy landing, handlingaccident, lightning strike.
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CORRECTIVE MAINTENANCE
CORRECTIVE MAINTENANCEMAIN TASKS
- Removal and installation
- Functional and condition checks
- Adjustments
- Miscellaneous procedures (cleaning, storage ...)
- Repairing (consumable or repairable components)
- Fault finding
- Particular instructions
OBJECTIVES OF CORRECTIVEMAINTENANCE
- To put the engine back into normal
service as soon as possible
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VARIOUS ASPECTS OF MAINTENANCE
LUBRICANTS - FUELS - MATERIALS
This part deals with information on materials used : fuels,lubricants, greases, fluids.
Lubricants
The engine manufacturer recommends the use of syntheticoils which keep their lubricating properties over a widetemperature range and have a longer operating life.
Medium viscosity oils (5 cSt) are more particularlyrecommended but other types (3 to 3.9 cSt) may be used asan alternative.
The maintenance manual (chapter 71.00.02) containsspecification tables and precautions.
We shall remind you here that the mixture of oils ofdifferent types is not recommended. Therefore the systemshould be flushed when the oil specification is changed.
Fuels
The quality of the fuel is essential for the correct operationof the engine. It is particularly important to ensure a properfuel supply : specification, water content, purity…
The maintenance manual (chapter 71.00.02) contains tablesindicating 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 restrictionin all the operating envelope
- The "emergency fuels" (or replacement fuels) whichmay be used, but with particular restrictions and for alimited time in order not to affect the engine TBO.
Materials
Various products are used for engine parts maintenance.
For example graphite grease, molybdenum disulphide forthe installation of parts, cleaning and inhibiting products.
The various products must be used carefully, for instanceuse of trichlorethylene on titanium alloy parts is forbidden.
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LUBRICANTS - FUELS - MATERIALS
FUELS(maintenance manual, chapter 71.00.02)
- Normal fuels : (without restriction)
- "Emergency" fuels (with particular restrictions : operating times, additives…)
LUBRICANTS(maintenance manual, chapter 71.00.02)
- Normal lubricants : medium viscosity synthetic oils
- "Emergency" lubricants : medium and low viscosity oils
- No mixture of oils of different specifications
- Flushing of the system when the oil specification is changed
MATERIALS
- Part installation : graphite grease, molybdenum disulphide…
- Cleaning : water, fuel, alcohol, detergent…
- Storage : waterproof product
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VARIOUS ASPECTS OF MAINTENANCE
TOOLING
This part deals with information on maintenance tools.
Tools
Maintenance requires certain tools, but in addition to thenormal standard tools, a certain number of special toolsand test equipment can be used.
During a training course, these tools are used to carry outpractical work : current maintenance and modularmaintenance tools.
The tools are described in an illustrated catalogue and alsoin the maintenance manual.
In the catalogue, tools can be identified either by thefunction, or by the aspect or the reference.
Tool classification
We can distinguish :
- Tools used for standard practices (e.g. : thread insertreplacement)
- Blanking devices
- Handling equipment (e.g. : lifting device, engine support,transport trolley)
- Packing equipment (e.g. : wooden or metal container)
- Tools used for removal and installation (e.g. : extractors,wrenches, supports for module removal and installation)
- Tools for miscellaneous procedures and checkingequipment :
• Oil drain• Compressor washing• Vibration check• Borescopic inspection• Pressure transmitter inspection (torquemeter, fuel,
oil)• Ignition system inspection• Harness inspection• Electrical measurement• Fuel injection system permeability.
Note : The tools are to ISO standard.
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TOOLING
- Normal- Specific
TOOLS
Identification by :- Function- Picture- Reference
TOOL CLASSIFICATION
CATALOGUE
- Standard practices- Blanking devices- Handling equipment- Packing equipment- Removal and installation- Checking procedures:
• Oil drain• Compressor washing• Vibration check• Borescopic inspection• Pressure transmitter inspection• Ignition system inspection• Harness inspection• Electrical measurement• Fuel injection system
permeability
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VARIOUS ASPECTS OF MAINTENANCE
TECHNICAL PUBLICATIONS - GENERAL
This part deals with the engine technical documentation.
Operation documents
The operation documents are :
- The control documents (e.g. : flight manual)
- The management documents :• Flight log book• Engine log book (records and provides information
on the engine status).
Maintenance documents
- The current maintenance documents are the following :• Maintenance manual (describes the engine and its
systems and all the maintenance procedures)• Service bulletins (approved by the authorities, and
issued to inform the operators of a modification or aninstruction which affects the operational aspects)
• Service letters (letter sent to inform the operator ofcertain instructions related to the operation of theengine)
• Modification index
- The general overhaul and repair documents :• Overhaul manual• Standard practices manual• Work specification.
- The deep maintenance documents (specific manual).
Identification documents
The identification documents are :
- The current maintenance documents :• Spare parts catalogue (list and reference of all the
spare parts)• Special tool catalogue (tool designations and
references).
- Overhaul and repair documents :• Illustrated parts catalogue (illustrates in detail all the
engine and accessory parts ; only used for generaloverhaul)
• Descriptive list and drawings.
Note : Before all maintenance procedures :- Refer to official documentation- Use the documentation "in a rational way"- Make sure that documentation is up-to-date.
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TECHNICAL PUBLICATIONS
DOCUMENTS
OPERATION MAINTENANCE IDENTIFICATION
Overhaulrepair
Currentmaintenance
ManagementControl
Example :Flight manual
Example :- Engine log book
- Spare parts catalogue- Special tool catalogue
- Illustrated parts catalogue- Descriptive list and drawings
CURRENT MAINTENANCE GENERAL OVERHAULREPAIR
DEEPMAINTENANCE
- Maintenance manual- Service bulletins and letters- Modification index
- Overhaul manual- Standard practices manual- Work specification
- Specific manual
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VARIOUS ASPECTS OF MAINTENANCE
TECHNICAL PUBLICATIONS -MAINTENANCE MANUAL
It describes the engine and its systems and all themaintenance procedures.
Layout
This document has been compiled according to therequirements in the American standard "A.T.A. 100" asfollows :
Page numbering (ATA 100)
Description and operation............................from 1 to 99Fault analysis .........................................from 101 to 199Special procedures .................................from 201 to 299Removal .................................................from 301 to 399
Installation .............................................from 401 to 499Cleaning .................................................from 601 to 699Replacement ..........................................from 701 to 799Check, inspection...................................from 801 to 899Servicing ............................................from 1101 to 1199Storage ...............................................from 1201 to 1299Tests ...................................................from 1301 to 1399
Layout of a chapter
0. Introduction1. General2. Purpose3. Complementary documentation4. Breakdown
A. ChaptersB. Page numberingC. Item numberingD. Illustration
5. Effectivity6. Revisions
A. Normal revisionsB. Temporary revisions
7. Use of this manualA. Systematic maintenance operationB. Optional maintenance operationsC. Replacement of modules
8. List of abbreviations
CHAP DESIGNATION
00 Introduction05 Time Between Overhauls and life limits26 Fire protection system70 Standard practices71 Power plant72 Turboshaft engine73 Fuel system74 Ignition system75 Air system77 Engine indicating78 Exhaust system79 Oil system80 Starting83 Accessory gear-box
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TECHNICAL PUBLICATIONS - MAINTENANCE MANUAL
OBJECTIVE
- Description / operation of the engine and its systems- Maintenance procedures
LAYOUT
- Chapters- Sub-chapters- Paragraphs
NUMBERING
- Gives the subject treated by the page
CONSULTATION
- Consultation method- Up-dating
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VARIOUS ASPECTS OF MAINTENANCE
TECHNICAL PUBLICATIONS - TURBOMECAENGINE LOG BOOK
Function
This log book is used for :
- Recording all information about the engine, the modulesand the accessories, including the hours and cycles usedand work carried out
- Recording the basic modification standard of the engine.
Contents- Test bed results sheet
- Section A : test certificate and record of modificationsembodied on non modular parts
- Section B : record of modules
- Section C : record of equipment
- Section D : availability state
- Section E : operation, maintenance and servicing
- Maintenance and accessory log cards.
Use of the log-book- Test bed results sheet and section A : completed in the
factory, may not be modified by the operator
- Section B : when a module is replaced, record thereference number, the serial number and the date on theright hand page
- Section C : accessory replacement : when an accessoryis replaced, the details should be entered on the righthand page.
- Section D : TBO : the TBO of a replacement moduleshould be recorded here
- Section E :• "Daily" column : record the daily hours and cycles
• "Total since new" column : record the accumulatedhours and cycles
• "Total since start of life" column : record theaccumulated hours and cycles since the last modularrebuild.
Note : After changing a module the "total since start oflife" column should be returned to zero.
• "Observations" column :Record :- The type of work carried out- The reference, serial N°, hours/cycles and reason
for change of module or accessory replaced- The embodiment of a modification.
• Module/Component log card : record fitting/removaldetails.
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TECHNICAL PUBLICATIONS - TURBOMECA ENGINE LOG BOOK
R Désignation / Identity Fabricant - RéférenceManufacturer - Reference
N° SérieSerial No
DateSignature
R Désignation / Identity Fabricant - RéférenceManufacturer - Reference
N° SérieSerial No
DateSignature
R Désignation / Identity FabricantManufacturer
N° SérieSerial No
DateSignature
Référence / Reference
Fabric. / Manuf. Motorist. / Eng. M.h équipt pose
Accy hrs when fitted
Tot. h. moteur / Total eng. hrs
Pose / Fitting Prévi. déposeForecast rmv.
1 - POTENTIEL / T.B.O.
Moteur non modulaireou modules / Nonmodular
engine or modules
Boîte accessoiresAccessory gearboxCompresseur axialAxial compressor
Total
h
EffectuéConsumed
h
DisponibleAvailable
h
2 - VIE LIMITE / LIVE LIMIT
Pièces / Parts
Roue compresseur axialAxial compressor wheel
Total
Cycles
EffectuéConsumed
Cycles
DisponibleTo be run
Cycles
SECTION D
SECTION C
SECTION B
SECTION E
FONCTIONNEMENT / TIME RUNJournalier
DailyCyclesDate
GasGen
T.L.P.T.
H
Total depuis neufTotal since new
Cycles
GasGen
T.L.P.T.
H
Total depuis état de disp.Total since stat. of life
Cycles
GasGen
T.L.P.T.
H
Observations - Travaux effectués - SignatureObservations - Works carried out - Signature
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VARIOUS ASPECTS OF MAINTENANCE
PRODUCT SUPPORT
General
TURBOMECA provides the operator with the trainingand the assistance required to maintain the product in goodoperating condition.
Main aspects of the support
The support covers the following fields :
- Training
- Technical documentation
- Spare part provision
- Technical assistance
- Engine overhaul and repair
- Contracts.
Subsidiaries and support centres
Subsidiaries and support centres have been set up toprovide a world wide support network.
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PRODUCT SUPPORT
TRAINING
TECHNICALDOCUMENTATION
SPARE PARTPROVISION
CONTRACTSTECHNICAL
ASSISTANCESUBSIDIARIES ANDSUPPORT CENTRES
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14-MAINTENANCE PROCEDURES
- General .......................................................................... 14.2
- Inspection and check procedures ................................ 14.4
- Removal and installation procedures ......................... 14.52
- Deep maintenance.......................................................... 14.62
- Repair and overhaul ..................................................... 14.64 to 14.65
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MAINTENANCE PROCEDURES
MAINTENANCE PROCEDURES - GENERAL
This part is an introduction to the different maintenanceprocedures, which are described in the following pages fortraining purposes only.
These procedures are dealt with in discussion and practicalwork during a training course.
Procedures described
- Standard practices
- Cautions (Cautions, Warning)
- Storage
- Compressor washing
- Oil checks
- Miscellaneous checks
- Borescopic inspection
- Axial compressor inspection
- Operating checks
- Vibration check
- Electrical harness check.
- Permeability check
- Engine removal and installation
- Removal and installation of the accessories
- Module removal and installation
- Repair, general overhaul.
Note : Refer to the maintenance manual and ensure thatit is up to date before carrying out any maintenanceprocedure.
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MAINTENANCE PROCEDURES - GENERAL
PROCEDURES
- Definition- Instructions and operating modes
LISTS OF PROCEDURES
- Standard practices- Cautions- Storage- Washing- Miscellaneous checks- Miscellaneous procedures- Removal, installation- Repair- Adjustments
Refer to the maintenance manual beforecarrying out any maintenance procedure.
Note :
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MAINTENANCE PROCEDURES
STANDARD PRACTICES
General
"Standard practices" are all the common procedures andpractices, required for the maintenance and repair ofengines. These "standard practices" are dealt with in onechapter of the maintenance manual (chapter 70).
They are also dealt with in a specific document, called TheStandard Practices Manual, mainly used by repairers.
Main practices
Standard practices mainly deal with :
- Torque loading
- O'ring seal installation
- Locking of assemblies
- Pipe and union assembly
- Thread insert replacement
- Magnetic seal replacement
- Application of miscellaneous products (loctite, graphitegrease…)
- Repair techniques (exhaust pipe welding, crack stopdrilling…)
- Installation of electrical connectors
- Check and inspection (ex. : fuel/oil dilution check).
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STANDARD PRACTICES
LOCKING OF ASSEMBLIES
O'RING SEAL INSTALLATION
THREAD INSERT REPLACEMENT
TORQUE LOADING(torque wrench)
PIPE AND UNION ASSEMBLY
STANDARD PRACTICES
- Manual- Chapter 70 of the maintenance manual
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MAINTENANCE PROCEDURES
ADVISORY NOTICES
Three types of advisory notice are used in the technicalpublication :
- WARNING
- CAUTION
- NOTE.
Interpretation
WARNING : warns the reader of the possibility of physicalharm (e.g. : wounding, intoxication, electrocution).
CAUTION : warns the reader of the possibility of damagingthe engine or tooling.
NOTE : gives the reader advice on how best to carry out atask.
Examples
WARNING : do not breath the oil fumes. Do not leave oilin contact with the skin.
CAUTION : if the flush is being carried out because ofmetal particles in the oil system, change the filter andthoroughly clean the tank.
NOTE : take the oil sample before carrying out anyreplenishment.
List of the main notices
WARNING :
- Toxicity of engine oil, cleaning products andextinguishing products
- Eye protection
- Fire risk
- Electrical discharge from HE ignition unit.
CAUTION :
- Use of the correct tool
- Use of certain products
- Weak points of the engine or tools
- Tightening torques.
NOTE :
- Oil analysis
- Cycle counting
- Engine storage
- Parameter measuring.
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ADVISORY NOTICES
- Toxicity of engine oil and vapours- Toxicity of cleaning products- Toxicity of extinguishing products- Eye protection- Fire risk- Electrical discharge from HE ignition unit :
- electrocution- risks with use in an inflammable
atmosphere
- 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
- Oil analysis- Cycle counting- Installation of O'ring seals- Engine storage- Insulation measurements- Procedural change with modification
WARNING(physical harm)
CAUTION(possibility of damage)
NOTE(advice)
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MAINTENANCE PROCEDURES
STORAGE
General
When an engine is not used for a long time, it must beprotected against corrosive agents.
The most efficient protection consists of :
- Washing and protecting the air path by spraying aspecific product
- Housing the engine in a waterproof metal container withdessicant bags.
If there is no container, the engine can be housed in a waterand vapour proof cover with desiccant bags.
Type of storage
- "Long term" storage : procedure which protects theengine for a duration of more than 3 months if the engineis not installed in the helicopter. The engine is theninhibited in the package (in non sealed case or in metalcontainer)
- "Short term" storage : procedure which protects theengine for a duration of less than 3 months if the engineis not installed in the helicopter.
If the engine is installed in the helicopter :• When the engine is not used for less than 7 days,
install the air intake and exhaust blanking devicesand close the cowlings
• When the engine is not used between 7 days and 6months, drain and replace the oil, do a 5' ground runcheck every 7 days
• When the engine is not used for more than 6 months,remove the engine and do the "long term" storageprocedure.
Note : Refer to maintenance manual for storage limits(eg. : 10 years in metal container).
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STORAGE
GENERAL
- Protection against corrosive agents- Cleaning, internal and external protection
PROCEDURES
- For engine installed in aircraft (less than 7 days or between 7 days and 6 months)- For uninstalled engines (3 months and more than 3 months)- Internal and external protection- System protection- Inhibiting products- Blanking devices
TYPE OF STORAGE
- "Long term" : duration more than 3 months (storage in a container)- "Short term" : duration less than 3 months (protection cover)
PACKAGE
- In non sealed case- In metal container : procedure, storage and periodic inspections Note : Package of engine, modules and accessories
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MAINTENANCE PROCEDURES
CLEANING AND PROTECTION
General
Given procedures are applied to clean and protect theengine.
Main procedures
- Internal cleaning and protection (rinsing, washing,cleaning, protection : refer to compressor washing)
- External cleaning and protection
- Procedure after usage of extinguisher
- Procedure to protect the equipment (ex. : water infuel…).
Note : Follow the instructions for the use of the cleaningproducts.
Refer to maintenance manual, chapter 71.
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CLEANING AND PROTECTION
GENERAL
- Cleaning- Protection
NOTES
- Precautions- Ref : Maintenance manual chap. 71
PROCEDURES
- For internal parts (refer to compressor washing)- For external parts- For equipment
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MAINTENANCE PROCEDURES
COMPRESSOR WASH
General
Compressor washing avoids dirt accumulation andcorrosion in the air path, particularly the compressor.
Types of treatment
- Washing and/or rinsing : removal of corrosive deposits(particularly salt deposits)
- Cleaning : removal of deposits likely to accumulate onthe internal parts
- Protection : protection of surfaces against corrosion.
Frequencies
- Washing : frequently in salt laden atmosphere
- Cleaning : periodic inspection before storage, if necessary
- Protection : before storage or in case of long grounding.
Note : Frequencies depend on operating conditions.
Procedures
Compressor washing mainly consists of spraying a suitableproduct in the air intake during one or several ventilationsequences (water, Ardrox…).
Note : Many aircraft are fitted with a compressor washingsystem. Washing and cleaning during a ventilationis considered the most efficient.
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COMPRESSOR WASH
GENERAL
- To avoid dirt accumulation and corrosion in the air path, particularly the compressor- Preventive operation
PROCEDURES
- Spraying a suitable product in the air intake during one or several sequences- Spraying device- Products (water, ardrox)
TYPES OF TREATEMENT
- Washing and / or rinsing : removal of corrosive deposits (particularly salt deposits)- Cleaning : removal of deposits likely to harm the internal parts- Protection : protection of surfaces against corrosion
FREQUENCIES
- Washing : frequently in salt laden atmosphere- Cleaning : at periodic inspection before storage, if necessary- Protection : before storage or in case of long grounding
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MAINTENANCE PROCEDURES
OIL SYSTEM SERVICING
This part summarizes the maintenance procedures for theoil system.
Particular instructions
Maintenance manual instructions must be followed in thefollowing cases :
- Oil specification change
- Mixing with a product which is not in conformity withoil specification
- Oil life limitation
- Oil filter blockage
- Dilution.
Particle sampling
- Particle sampling procedure with magnetic plugs
- Particle interpretation
- Particle analysis.
Spectrometric oil analysis
- Purpose of the spectrometric analysis
- Sampling frequency
- Sampling procedure
- Word definition (ppm, concentration, contaminationspeed, thresholds…)
- Result interpretation (warning threshold and immediatestop table).
Oil change
- Drain conditions (blockage, particles, before removal)
- Drain procedure (engine through magnetic plugs, coolingunit and tank according to aircraft manufacturer'sprocedure).
Oil filling
- Aircraft manufacturer's procedure.
Oil system flushing
- Conditions (oil specification change, contamination,life limitation…)
- Procedure (draining, filling, ground run, draining, filterinspection, final filling).
14.15Edition : December 2000
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OIL SYSTEM SERVICING
PARTICULAR INSTRUCTIONS
- Conditions- Procedure
- Oil specification change- Mixing- Life limitation- Filter blockage- Oil dilution
SPECTROMETRICOIL ANALYSIS
- Purpose- Frequency- Procedure- Definition- Interpretation
OIL CHANGE
- Conditions- Procedure
- Tank (aircraft manufacturer's procedure)
PARTICLE SAMPLING
- Procedure- Interpretation- Analysis
OIL SYSTEM FLUSHING OIL FILLING
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MAINTENANCE PROCEDURES
MISCELLANEOUS PROCEDURES
This part only mentions procedures which are part of themaintenance activity.
Introduction into service
The introduction into service includes :
- The preparation of an engine delivered in a wooden case
- The preparation of an engine delivered in a metalcontainer
- Installation in the aircraft
- A ground run check.
Adjustments
The engine is designed to require no current maintenanceadjustments.
Refer to corresponding pages and to maintenance manualfor more details.
Particular instructions
- Fuel : follow particular instructions in case of use of analternative fuel and additives and in case of filter blockage
- Foreign Object Damage (FOD) : procedure accordingto the nature of the body ingested (direct visual inspection,borescopic inspection, vibration check)
- Exceeding of limits : particular instructions in case oftemperature, torque and speed exceedance, and in caseof engine flame out, compressor surge
- Heavy landing
- Damage during transport.
Treatment after use of extinguishers
The treatment required after use of a fire extinguisher or anaccidental operation of the extinguishing system, minimisescorrosion by extinguishing products.
The treatment is different according to the conditions ofthe extinguisher use and to the extinguishing products(CO
2, foam, powder, halon…).
14.17Edition : December 2000
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MISCELLANEOUS PROCEDURES
INTRODUCTION INTO SERVICE
- Preparation of an engine delivered in a wooden case- Preparation of an engine delivered in a metal container- Ground run check
PARTICULAR INSTRUCTIONS
- Fuel- Foreign Object Damage- Exceeding of limits- Heavy landing- Damage during transport
ADJUSTMENTS
- The engine is designed not to require current maintenance adjustments. (refer to maintenance manual)
TREATMENT AFTER USEOF EXTINGUISHERS
- Normal or accidental use- Treatment to reduce corrosion by extinguishing products- Treatment according to use conditions (fire or accidental use) and to the extinguishing product (CO2, foam, powder, halon...)
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MAINTENANCE PROCEDURES
BORESCOPIC INSPECTION
General
Borescopic inspection allows the inspection of the internalparts which are not accessible without disassembly. Thistype of inspection uses a special tool which allows a directvisual inspection of the parts.
Borescopic inspection can be carried out with the enginein or out of the helicopter, and on removed modules.
Combustion chamber borescopic inspection
To do this inspection, it is necessary to remove an igniterplug.
The combustion chamber inspection is done by enteringthe borescope through the igniter plug orifices
Borescopic inspection of the gas generator turbine
It allows the visual inspection of the nozzle guide vane andthe wheel (blades, blade roots...). The inspection is carriedout using a flexible borescope and a guide in one of theigniter plug orifices.
14.19Edition : December 2000
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BORESCOPIC INSPECTION
- Inspection of the internal parts which are not accessible without disassembly
- Use of special tools
- Borescopic inspection with the engine in or out of the helicopter
- Rotation of the N1 rotating assembly through one of the accessory drives or the compressor
- Rotation of the N2 rotating assembly either through the rotor (engine on aircraft) or through the main power drive (engine removed)
Combustionchamber and turbine
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MAINTENANCE PROCEDURES
AXIAL COMPRESSOR INSPECTION
Function
This check permits the detection of dents, cracks anderosion.
Conditions
This check can be carried out with the engine installed oruninstalled, and on a removed module.
Procedures
- Visual inspection of the blades
- Erosion inspection using a gauge.
Visual inspection
The blades must be inspected for cracks, folding, pitting,dents and nicks.
Erosion inspection
This is carried out by placing the template on the inletcone, with the indicator plate butted up against the bladeroot. The calibrated gauge is then introduced betweenblade and template to measure the erosion.
Criteria
The maintenance manual details the procedure to befollowed, the number of dents permitted, their max depthand the max permitted erosion value. No cracks permitted.
Refer also to the maintenance manual for the reworkprocedure of the axial compressor 1st stage blades.
14.21Edition : December 2000
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For training purposes only© Copyright - TURBOMECA - 2000 MAINTENANCE PROCEDURES
AXIAL COMPRESSOR INSPECTION
VISUAL INSPECTIONEROSION INSPECTION
D
L
2 mm (0.0787 inch)
3 mm (0.1181 inch)D
CB
A
Max limitsector D = 3 mm
Max limitsector A = 1 mm
GAUGE
TEMPLATE
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Training Manual ARRIEL 1
MAINTENANCE PROCEDURES
FREEWHEEL CHECK
On single engine version :
Function
To check the oil level (single engine).
Conditions
This check can be carried out engine installed or removedfrom the helicopter.
Procedure
The free wheel is equipped with two plugs, for oil levelcheck and oil draining.
The filling port must be correctly positioned.
On some versions, the oil supply is assured by means of alubricating jet located inside the accessory gearbox.
14.23Edition : December 2000
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FREEWHEEL CHECK
OIL FILLINGPORT
OIL LEVEL CHECKPOSITION :2 O'CLOCK
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MAINTENANCE PROCEDURES
CHECK OF INJECTION FUEL INLET UNION
Purpose
To check for leaks of fuel or P2 air.
Conditions
This check is carried out in the aircraft during a ground run.
Procedure
With the blanking screw removed and the engine runningthere must be no leaks from the orifice. In the event of leaksthe seals must be replaced and a further check carried out.
14.25Edition : December 2000
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CHECK OF INJECTION FUEL INLET UNION
LEAK CHECK POINT(normally blanked)
"O" RINGCOPPER
SEAL
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Training Manual ARRIEL 1
MAINTENANCE PROCEDURES
VIBRATION CHECK
Conditions
The vibration check is systematically made at regularintervals and in the following cases :
- After any failure due to an excessive vibration level
- In case of doubt about the engine vibration level
- After a modular maintenance operation.
Procedure
This check is carried out with a vibration sensor fixed onthe engine (on the HE unit support or on the rear flange ofthe turbine casing). The accelerometer measures thevibration generated by the gas generator and the powerturbine.
There are many vibration checking sets (refer to themaintenance manual).
14.27Edition : December 2000
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VIBRATION CHECK
VIBRATIONSENSOR
REAR SENSORBRACKET
(on the HE unit supportor on the rear flangeof the turbine casing)
VIBRATIONTEST SET
Examples of a vibration measurement system.(Other systems can be used)
14.28Edition : December 2000
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MAINTENANCE PROCEDURES
ENGINE POWER CHECK
Conditions
An engine power check can be carried out in flight byrecording certain parameters and plotting them on a graph.For further details see the flight manual.
14.29Edition : December 2000
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ENGINE POWER CHECK
t0
Tq %
ZpNR
N1
Example of a diagram with an operating point shown with dotted lines
GOOD
BAD
14.30Edition : December 2000
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Training Manual ARRIEL 1
MAINTENANCE PROCEDURES
TORQUE TRANSMITTER AND LOW OILPRESSURE SWITCH CHECK
Purpose
To check the operation of the torque transmitter and thelow oil pressure switch.
Conditions
The component to be checked must be removed from theengine.
Procedure
The check can be carried out either using the Turbomecatest set or a Barfield pump.
Torque transmitter : the pressure corresponding to 100 %torque is written on the module 5 log card. With thetransmitter fitted on the test set the pressure is raised to thelog card figure and the indication can then be checked andadjusted.
Low oil pressure switch : with the unit fitted on the testset the pressure can be increased & decreased to check atwhat pressure the switch makes & breaks.
14.31Edition : December 2000
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TORQUE TRANSMITTER AND LOW OIL PRESSURE SWITCH CHECK
TEST SET
TORQUE TRANSMITTER
LOW OIL PRESSURESWITCH
DIGITALINDICATOR
REFERENCECAPSULE
COCK
CONTROL
BARFIELD PUMP
14.32Edition : December 2000
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MAINTENANCE PROCEDURES
IGNITION SYSTEM CHECK
Purpose
To check the operation of the engine ignition system.
Conditions
This check can be carried out with the engine installed oruninstalled. The test set requires a 28 volt supply.
Procedure
The test set is connected to the HE unit input connector.Selection of "ignition" on the test set supplies the HE unit,a light indicates a complete circuit and the igniters operate.
Note : The same test set can be used for testing the startinjector electro-valve.
14.33Edition : December 2000
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IGNITION SYSTEM CHECK
TEST SET
28 VDCSUPPLY
TO H.E. IGNITION UNIT
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MAINTENANCE PROCEDURES
OVERSPEED SYSTEM CHECK
Purpose
To confirm the integrity of the overspeed system.
Conditions
The check can be carried out engine installed or uninstalled,tacho box installed or uninstalled.
Procedure
With the test set supplied with 28 V and connected to thetachometer box signals of overspeed frequency can besupplied to the box to check its operation.
Note : The same test set can be used to check insulationand resistance of the overspeed pick-up probe.
14.35Edition : December 2000
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For training purposes only© Copyright - TURBOMECA - 2000 MAINTENANCE PROCEDURES
OVERSPEED SYSTEM CHECK
TEST
TACHOMETER BOX
TEST SET
14.36Edition : December 2000
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Training Manual ARRIEL 1
MAINTENANCE PROCEDURES
COMPRESSOR BLEED VALVE OPERATIONCHECK
Purpose
To check that the bleed valve operates at the correct RPM.
Conditions
This check can only be carried out with the engine runningat high RPM, perhaps necessitating a take-off.
Procedure
For the electro pneumatic valve check that the N1 threshold(opening and closing) is correct.
For pneumatic valves, the threshold is function of altitudeand atmospheric temperature. It is necessary to refer to agraph in the maintenance manual.
14.37Edition : December 2000
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COMPRESSOR BLEED VALVE OPERATION CHECK
N1
Z = 2000 m
Z = 0
t0
Example of curve showing the N1 threshold as a function of t0 and Z.(pneumatic bleed valve)
14.38Edition : December 2000
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Training Manual ARRIEL 1
MAINTENANCE PROCEDURES
OIL PRESSURE CHECK
Purpose
To accurately check the engine oil pressure in case ofdoubt, after a module change or after assembling a repairedor overhauled engine.
Conditions
Engine installed & running, the pressure is checked at 2points using a calibrated pressure measuring tool.
Procedure
Connect the measuring tool to the test point, start theengine and allow it to warm up to the normal operatingtemperature. Set the RPM at 85 % then read the temperature& pressure.
Plot the temperature & pressure on the graph in themaintenance manual to see if the pressure is withintolerance.
Note : There are several graphs to allow for different oilviscosities.
14.39Edition : December 2000
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OIL PRESSURE CHECK
t°
P
Example of graph to check oil pressure for a given oil specification on a given tapping point.
14.40Edition : December 2000
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Training Manual ARRIEL 1
MAINTENANCE PROCEDURES
START INJECTOR AND IGNITER PLUGPENETRATION CHECK
Conditions
In the event of starting problems on replacement of a plugor injector the penetration of the plug and injector must becalculated and adjusted using spacers and seals.
Procedure
It is necessary to measure the length under the head of theinjector and igniter and then measure the distance from theturbine casing face to the mixer unit, using a special gaugesupplied by Turbomeca. Using the figures thus obtained,and the calculation table in the maintenance manual, thethickness and quantity of spacers and seals can be calculated.
Note : There must always be a seal against the face of theinjector/igniter and against the face of the turbinecasing.
14.41Edition : December 2000
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START INJECTOR AND IGNITER PLUG PENETRATION CHECK
MEASUREMENTS OF THE INJECTORSAND IGNITER PLUGS PENETRATION
IN THE COMBUSTION CHAMBER
STARTINJECTOR
IGNITERPLUG
GAUGE
X'
C' L'
e'
L
X eC
COMBUSTIONCHAMBER
14.42Edition : December 2000
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Training Manual ARRIEL 1
MAINTENANCE PROCEDURES
PERMEABILITY CHECK
Conditions
A permeability check of the fuel injection wheel must becarried out during periodic servicing. It may also becarried out in case of suspected problems.
Procedure
The permeability test tool is connected to the injectionwheel inlet union ; it is then filled to the top with water.
After opening the cock at the inlet to the engine the timetaken for the water level to pass between the two marks Aand B on the tube is measured. A table in the maintenancemanual shows the action to be taken according to the timerecorded, e.g. t < 8 sec. - next check in 450 hours.t > 11 sec. - carry out wheel cleaning procedure.
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PERMEABILITY CHECK
A
B
MEASUREMENT OFFLOWING TIME BETWEEN
A AND B
FUNNEL
COCK
INLET UNION
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MAINTENANCE PROCEDURES
STATIC DROOP CHECK AND ADJUSTMENT
This is mandatory check in the event of an anomaly suchas :
- drift of max N1
- drift of NR
- N1 difference between 2 engines.
Procedure
The procedure is carried out with the engine running onground and is defined in the Maintenance Manual.
This check verifies the relationship between N1, theanticipator angle at min. pitch end the NR. The procedurethen determines the necessary action. This may requireadjustment of the temperature compensating bulb or itsreplacement if the adjustment limit is reached.
It is particularly important to use high precision digitalindicators for the readings during the check.
Note : Any adjustment of the temperature bulb must berecorded in the engine log book to ensure that themaximum adjustment limit is not exceeded.
14.45Edition : December 2000
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STATIC DROOP CHECK & ADJUSTMENT
B = 0° B = 10° B = 30°B = 20°
322 325 330 335 340 345
75
77
79
81
82
83
87
N1 %
346.2347.7
89
85
350 355 358
82.3
81.1
22°
NR min rpmBEFORE TEMPERATURE COMPENSATOR ADJUSTMENT
AFTER TEMPERATURE COMPENSATOR ADJUSTMENT
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Training Manual ARRIEL 1
MAINTENANCE PROCEDURES
CHECK OF NR AND OF N1 MATCHING
This check verifies the instrumentation and the adjustmentof the components of the fuel flow control system.
The check procedure is defined in the Flight Manual.
Note : It is particularly important to use high precisiondigital indicators.
Any anomaly will be either an indication anomaly(indication of NR, N1 or torque) or incorrectly riggedcontrols e.g. anticipator or an anomaly in the F.C.U.(temperature compensation bulb).
Normally the first action to take is to carry out a staticdroop check.
14.47Edition : December 2000
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CHECK OF NR AND OF N1 MATCHING
NR N1 N1
TEMPERATURECOMPENSATING CAPSULE
14.48Edition : December 2000
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Training Manual ARRIEL 1
MAINTENANCE PROCEDURES
CHECK OF MAX. N1
The max. N1 check ensures that the maximum enginepower is available.
The check procedure is described in the Flight Manual.
Generally the check will show, according to the enginetype :
- Either that the engine reaches the max N1 stop
- Or that the stop is beyond the normal max N1.
This check may identify an anomaly such as fuel systemblockage, leak in the fuel system, drift at the fuel controlcaused by the temperature compensator.
Note : This check must be carried out using very accurateinstruments such as digital RPM indicators.
14.49Edition : December 2000
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CHECK OF MAX N1
-50 -40 -30 -20 -10 0 10 20 30 40
Correct adjustment range
Fuel temperature °C50
104,8
103,8
TEMPERATURE COMPENSATINGCAPSULE (PRE-MOD TU183)
BIMETALLIC CORRECTOR(POST-MOD TU183)
FCU SEEN FROMTHE FRONT
MARK
TEMPERATURE CAPSULEADJUSTING SCREW
(ADJUSTMENT, IF NECESSARY)N1 max %
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Training Manual ARRIEL 1
MAINTENANCE PROCEDURES
CYCLE COUNTING
Cycle counting enables the calculation of usage of lifelimited parts such as compressors, injection wheel andturbine wheels.
Two types of cycles must be counted : gas generator cyclesand power turbine cycles.
Gas generator cycles
There are two formulas which can be used, therecommended method and the lump method.
The recommended method takes into account the max N1(K1) and min N1 (K2) reached, as well as the number ofpartial cycles (n) during the flight.
The lump method takes into account only the partial cyclesduring the flight.
A partial cycle corresponds to a significant decelerationfollowed by a significant acceleration without stoppingthe engine.
Power turbine cycle
For the power turbine one flight equals one cycle.
Refer to the maintenance manual, chapter 5 for full detailsof the cycle counting including the exclusions andobligations.
14.51Edition : December 2000
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CYCLE COUNTING
HighestN1 %
K1
10099989796959493
10.90.80.70.650.60.550.5
K2
8584838281
8079787776
757473727170
<70
0.05
0.15
0.15
0.1
TIME
N1%
Start Stop
Recommended method
CALCULATE N = K1 + nK2
Where : N = Number of cyclesK = Number from chart for highest N1n = Number of accelerations
K2 = Number from chart for each accel.
Thus : N = 0.8 + 1 x 0.1 = 0.9 Gas Gen cycles
Lump method
CALCULATE N = 1 + n x 0.15
Thus : N = 1 + 1 x 0.15 = 1.15
LowestN1 %
EXAMPLE OF A FLIGHT PROFILE
14.52Edition : December 2000
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Training Manual ARRIEL 1
MAINTENANCE PROCEDURES
REMOVAL AND INSTALLATION OF THEPOWER PLANT
Removal - Installation
The procedure for engine installation in the airframe is theresponsibility of the aircraft manufacturer. The removaland installation procedures are therefore described in theaircraft maintenance manual. Nevertheless, this sectiondeals with these procedures generally for training purposes.
During installation, some points must be checked, suchas :
- Before installation :• Check the engine general condition (casings,
harnesses, pipes, accessories…)• Check the free rotation of the rotating assemblies• Check the condition and attachment of equipment• Remove the various blanks.
- After installation :• Do a general check (attachments, levels, various
connections…)• Do a ground run (starting, operation, stop, ventilation)• Do a flight test.
Installation of the engine on the support stand
The installation procedure requires the use of a specialsling and support.
The engine is secured on its rear support by a clamp and onits front support by bolts.
The engine can be put in the vertical position by means oftwo struts mounted at the front of the support stand.
14.53Edition : December 2000
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REMOVAL AND INSTALLATION OF THE POWER PLANT
REMOVAL - INSTALLATION
- Aircraft manual- Checks :
• Before installation• After installation
INSTALLATION ON STAND
- Horizontal position- Vertical position
Lifting tool
Trolley Support stand
Pulley bloc
14.54Edition : December 2000
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Training Manual ARRIEL 1
MAINTENANCE PROCEDURES
REMOVAL AND INSTALLATION OF THEACCESSORIES
This part summarizes the accessories which can be replacedon the flight line (Line Replaceable Units).
List of the accessories
Refer to the following pages.
The table gives :
- The accessory identification
- The method of attachment
- Remarks.
Removal and installation procedure
Refer to maintenance manual. In a training course,procedures are dealt with in a video course and practicalsessions.
Caution - Warning - Note
Strictly follow the maintenance manual instructions :ignition unit, oil…
Refer to ADVISORY NOTICES in this chapter.
Consumable or repairable components
The accessories are considered as either consumable orrepairable.
Some accessories which are considered as consumable :fire detector, start injector, igniter plug, ignition unit,speed sensors, filters, strainers, magnetic plug…
14.55Edition : December 2000
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REMOVAL AND INSTALLATION OF THE ACCESSORIES
LIST OF ACCESSORIES
- Identification- Method of attachment- Remarks
PROCEDURES
- Maintenance manual
PRECAUTIONS
- Note- Caution- Warning
CONSUMABLE OR REPAIRABLECOMPONENTS
- Consumable components- Repairable components- TBO / on-condition
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MAINTENANCE PROCEDURES
ATTACHMENT
Bolted onto the accessory gearbox
Two bolts on protecting tube rear mountingflange
Ring of bolts on the power turbine casing
Standard unions
4 bolts on combustion chamber mountingflange
3 bolts on exhaust pipe mounting flange
REMARKS
1S, 1K, 1E
ACCESSORY
Front attachment
Rear attachment
Exhaust pipe
Pipes
Front lifting bracket
Rear lifting bracket
REMOVAL AND INSTALLATION OF THE ACCESSORIES
List of the engine accessories.
14.57Edition : December 2000
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ACCESSORIES
Oil pumps
Oil filter
Pre-blockage indicator
Oil pressure transmitter
Low oil pressure switch
Electrical magnetic plug assy.
Oil cooler
Magnetic plugs
Strainers
ATTACHMENT
3 bolts on the accessory gearbox
Cover & bolt
Screwed into the filter base
Screwed into the filter base
3 bolts on the filter base
Screwed into the housing
Bayonet type attachment
1 bolt
REMARKS
Installed in the aircraft
Rear bearing strainer in pump inlet
ACCESSORIES
Compressor bleed valve
ATTACHMENT
Clamp
REMARKS
REMOVAL AND INSTALLATION OF THE ACCESSORIES (CONTINUED)
List of oil system accessories.
List of air system accessories.
14.58Edition : December 2000
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Training Manual ARRIEL 1
MAINTENANCE PROCEDURES
REMOVAL AND INSTALLATION OF THE ACCESSORIES (CONTINUED)
List of fuel system accessories.
ATTACHMENT
2 half-shells + clamp
2 screws
Screwed into the FCU
Threaded bowe
Installed on start electro-valve
2 bolts on turbine casing
Installed on overspeed and drain valve
2 screws on the combustion chamber casing
Screwed into the combustion chamber casing
Installed on ejector
Installed on protection tube
ACCESSORIES
Fuel Control Unit
Fuel filter
Blockage indicator
LP fuel filter
Start purge valve
Overspeed & drain valve
Pressurazing valve
Start injectors
Combustion chamber drain valve
Astatic Valve
Ejector
REMARKS
Don't forget N2 drive coupling
1S, 1E, 1K
1S , 1E
1S, 1E
1S, 1E
14.59Edition : December 2000
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REMOVAL AND INSTALLATION OF THE ACCESSORIES (CONTINUED)
List of indicating system accessories.
ATTACHMENT
Two screws
Screwed into casing
2 bolts on Acc. gearbox
Fitted in aircraft
Thermocouples screwed into casing
Screwed into casing
ACCESSORIES
N1 & N2 speed sensors
Torque transmitter
N1 & N2 tacho-generators
Tachometer box
Thermocouple harness
Overspeed sensor
REMARKS
1S only
Adjustable except 1S, 1E
N2 optional
Fragile probes
Locating pin
List of starting system accessories.
ATTACHMENT
Collar & clamp
Screws on a bracket
2 screws on the combustion chamber casing
Threaded union at each end
ACCESSORIES
Starter
Ignition unit
Igniter plug
Ignition cables
REMARKS
Supply by a/c manufacturer
Post mod TU 271A
14.60Edition : December 2000
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Training Manual ARRIEL 1
MAINTENANCE PROCEDURES
REMOVAL AND INSTALLATION OF ENGINEMODULES
Modular designThe engine is of modular construction. This conceptavoids the return of the complete engine to a specializedworkshop and thus provides a higher operationalavailability and a reduction of maintenance costs.
Module replacementEach module is a unit which can be replaced withoutbalancing or adaptation work.
However, some precautions must be taken when replacinga module. This page mentions the main points related tothis question :
- Reasons for module removal• Inspection (access to some components)• Replacement
- Module identification• Identification plate on module• Compatibility table• Engine log book
- Removal and installation conditions• Engine installed (or uninstalled)• Installation on working stand• Particular position (horizontal or vertical)
- Tools• Standard tools• Special tools
- Inspection after replacement• Ground run check• Condition checks• Functional checks• Performance checks
- Module follow-up• Engine log book and module log card
- Interfaces• Intermodular parts• Equipment• Mounting.
Note : Refer to maintenance manual.
14.61Edition : December 2000
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REMOVAL AND INSTALLATION OF ENGINE MODULES
MODULE REPLACEMENT
- Reasons- Identification- Conditions- Tools- Inspection after replacement- Module follow-up- Interfaces
MODULE M02
M02 / M031 TIE BOLT NUT &1 RING OF BOLTS
MODULE M03 MODULE M04
MODULE M05MODULE M01
M01 / M051 RING OF BOLTS
M02 / M014 BOLTS
M03 / M041 RING OF BOLTS
14.62Edition : December 2000
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MAINTENANCE PROCEDURES
DEEP MAINTENANCE
Deep maintenance, also called 3rd line or H Level, coverscertain defined operations to repair an engine, module oraccessory by replacing some parts without necessitatingmachining or test bed checking.
It requires specific training, tooling and approveddocumentation.
The following operations are possible :
- Fuel injection manifold cleaning
- Replacement of the gas generator turbine casing
- Replacement of the gas generator rear bearing
- Replacement of the nozzle guide vane
- Operations on components of module 3 e.g. cleaning ofthe turbine shaft.
In the future :
- Replacement of the axial compressor
- Replacement of the power turbine and/or the bearings
- Any other operation that may be dearmed necessary.
14.63Edition : December 2000
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DEEP MAINTENANCE
AXIALCOMPRESSOR WHEEL
GAS GENERATORTURBINE CASING
REAR BEARING
NOZZLEGUIDE VANE
INJECTIONMANIFOLD
GAS GENERATORHOLLOW SHAFT
POWER TURBINE
14.64Edition : December 2000
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MAINTENANCE PROCEDURES
REPAIR AND OVERHAUL
Overhaul
Overhaul is a maintenance operation which is carried outwhen the engine (or module) has reached the end of itsTBO, either operating hours or cycles.
The overhauled engine (or module) is then put back intoservice with zero hours for a new TBO.
Repair
Repair is a maintenance operation which must be carriedout when the engine (or module) is unserviceable.
After a repair (IRAN), the engine (or module) is put backinto service with its old TBO.
Note : TBO : Time Between Overhaul
IRAN : Inspect & Repair As Necessary.
Main procedure steps
- Engine reception
- Disassembly
- Cleaning
- Inspection
- Investigation
- Repair
- Installation (of engine and accessories)
- Tests
- Delivery.
14.65Edition : December 2000
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REPAIR AND OVERHAUL
TESTS
DELIVERY
ENGINERECEPTION
DISASSEMBLY - REPAIRACCESSORY ASSEMBLY
REPAIR
INVESTIGATION
DISASSEMBLY
INSPECTIONCLEANING
ENGINE OR MODULEAT THE END OF TBO
OR FOR REPAIR
REPAIR AND OVERHAULSHOP
ENGINE OR MODULE DELIVERYAFTER OVERHAUL WITHFULL TBO, OR REPAIRED
ENGINE ASSEMBLY
15.1Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FAULT ANALYSIS AND TROUBLE SHOOTING
15-FAULT ANALYSIS ANDTROUBLE SHOOTING
- Fault analysis ................................................................ 15.2
- Trouble shooting ........................................................... 15.32 to 15.47
15.2Edition : December 2000
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Training Manual ARRIEL 1
FAULT ANALYSIS AND TROUBLE SHOOTING
Fault analysis
The faults analysed in this chapter concern :
- The bare engine
- The oil system
- The air system
- The fuel system
- Engine control
- Engine indicating
- Starting
- The electrical system
- The engine installation.
FAULT ANALYSIS
General
Fault analysis is based on a school hypothesis which willbring about a better knowledge of the engine and willprepare the technician for all events.
Fault analysis involves finding the effects of a givenfailure, even if it is unlikely to happen or results fromparticular circumstances.
During a training course, each case is commented on anddiscussed with the trainees.
The analysis can be made at the end of each chapter or inthe section devoted to maintenance.
15.3Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FAULT ANALYSIS AND TROUBLE SHOOTING
FAULT ANALYSIS
FAILURE HYPOTHESIS(anomalies)
EFFECTS(symptoms)
OIL FILTER
PARTIAL BLOCKAGE
PRE-BLOCKAGE INDICATORAND PRESSURE DECREASE
COMPONENT
HYPOTHESIS (or chosen case)
EFFECT (S)
Example :
15.4Edition : December 2000
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Training Manual ARRIEL 1
FAULT ANALYSIS AND TROUBLE SHOOTING
Foreign object ingestion
The damage of course depends upon the object ingested.
The effects can be : power loss, vibration and in theextreme, engine shut-down.
Fuel injection system
A partial blockage can cause control instability, startingdifficulties, and loss of power (max N1 unobtainable).
Turbines
Erosion of the blades causes a loss of power, and corrosionof the blades causes reduced strength of the components.
Blade creep can cause rubbing which causes abnormalnoises and a short run-down time.
In the event of blade breakage, the broken parts areretained by the containment shield.
FAULT ANALYSIS - BARE ENGINE (1)
The air path
Dirt in the air path causes a reduced air flow and thusreduced power with a higher gas temperature and a reducedsurge margin.
Compressor
Two main problems :
- Erosion : it has the same effect as dirt with reducedstrength of the components
- Corrosion : it also causes reduced strength of thecomponents.
Combustion chamber
According to the combustion chamber anomaly(deformation, cracks…) : starting difficulties, overheat,instability of control system or, in the extreme, flame out.
15.5Edition : December 2000
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FAULT ANALYSIS - BARE ENGINE (1)
AIR PATH
- Dirt
COMPRESSOR
- Erosion- Corrosion
AIR INTAKE
- Foreign object ingestion
TURBINES
- Erosion, corrosion- Blade creep- Blade breakage
- Deformation- Cracks
FUEL INJECTION SYSTEM
- Partial blockage
COMBUSTION CHAMBER
15.6Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
Abnormal wear of the bearings and gears causes oilcontamination which can be detected by magnetic plugsand by oil analysis. More serious damage will causevibration and possibly an accessory drive failure.
Power transmission
A failure of the power shaft causes overspeed and automaticshut-down (twin-engine version).
Imbalance of the shaft will cause vibration.
Sealing
An internal seal leakage causes either a fluid or gas leak ;consequences according to the system concerned.
Any external leak is generally visible.
FAULT ANALYSIS - BARE ENGINE (2)
Exhaust system
Any obstruction or damage to the exhaust system affectsthe engine operation : performance drop, tendency tosurge...
Bearings
Abnormal wear causes oil contamination, detected by themagnetic plugs and the oil analysis.
A bearing failure causes vibration, instability of controland performance drop. A failure or major damage can alsocause engine hang up during start or blockage of therotating assembly.
Accessory drive
A failure of the accessory drive shaft will cause an engineshut-down (oil and fuel pump stop...).
A failure of one accessory drive shaft will cause an effectaccording to the accessory concerned.
15.7Edition : December 2000
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FAULT ANALYSIS - BARE ENGINE (2)
BEARINGS
- Wear- Failure
EXHAUST SYSTEM
- Deformation- Obstruction
ACCESSORY DRIVE
- Accessory drive shaft failure- Accessory shaft failure- Wear of gears and bearings
SEALING
- Internal leak : Gas, air, oil, fuel- External leak
POWER TRANSMISSION
- Failure- Imbalance
15.8Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
If the pump pressure relief valve is jammed :
- Open : loss of pressure
- Closed : dormant fault.
Cooling unit
If the cooling coil is obstructed, the flow is ensuredthrough the by-pass valve and causes an increase of oiltemperature.
Note : In case of a pressure drop being confirmed by theindicating system, the engine should be shut-downto prevent more serious damage. An increase ofpressure also indicates a fault in the system(obstruction of jets for example).
FAULT ANALYSIS - OIL SYSTEM (1)
Oil tank
When the oil level is too high, the expansion volumebecomes insufficient, and could cause a leak through theair vent.
When the oil level is too low, there is a risk of insufficientlubrication (the loss of pressure is obviously indicated).
Oil filter
A partial blockage is indicated by the pre-blockageindicator.
When a complete blockage occurs, the lubrication isensured through the by-pass valve, with a risk of systemcontamination.
Oil pumps
A drive shaft failure causes a rapid pressure drop andlubrication failure, with cockpit indication.
The seizing of a pump causes shaft overtorque with the riskof failure.
15.9Edition : December 2000
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FAULT ANALYSIS - OIL SYSTEM (1)
COULING UNIT
- Cooling coil obstructed
OIL FILTER
- Partial blockage- Complete blockage
OIL PUMPS
- Drive shaft failure- Pump seizing- Pressure relief valve : open, closed
OIL TANK
- Oil level too high- Oil level too low
15.10Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
FAULT ANALYSIS - OIL SYSTEM (2)
Internal supply
A local lubrication problem results in a rather quickprocess of deterioration.
It can be detected by abnormal pressure and/or temperature,by particles on magnetic plugs or by the oil samplinganalysis.
Breathing
The obstruction of a breathing line (or anomaly of thecentrifugal breather) may cause overpressure, lubricationproblem, or a leak through the sealing system…
The obstruction of the general air vent causes foaming inthe tank.
Sealing anomaly
An "external" leak is indicated by a visible leak andincreased oil consumption.
An "internal" leak causes an oil leak into the air system,increased consumption, pressure fluctuations, smoke…
Oil contamination
It is already the consequence of an anomaly. Example :fuel dilution of the oil, oil contamination, particles onmagnetic plugs or in the filter, oil sampling analysis results(out of tolerance).
15.11Edition : December 2000
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FAULT ANALYSIS - OIL SYSTEM (2)
BREATHING
- Breathing line obstruction- Centrifugal breather- Air vent line obstruction
OIL CONTAMINATION
- Dilution- Contamination- Particles on magnetic plugs- Oil sampling analysis results
SEALING ANOMALY
- "External" sealing- "Internal" sealing
INTERNAL SUPPLY
- Local anomaly (obstruction of jet)
15.12Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
FAULT ANALYSIS - AIR SYSTEM
Internal pressurisation system
Any anomaly (obstruction, abnormal clearance) will resultin operating problems :
- Internal oil leak (as labyrinth pressurisation is affected)
- Local overheat (as the system is used to cool the internalparts)
- Loss of power if too much air is tapped.
Power turbine bearing pressurisation
Breakage or obstruction of the P2 air pipe. The labyrinthsare therefore not pressurised :
- Oil leak from hot section
- Consumption
- Smoke emission.
Air tappings for the aircraft
If the air supply is obstructed : refer to aircraft systemconcerned.
If too much air is tapped, it affects the engine performance(W, t4, CH…).
FCU air supply
A leak, breakage or clogging of the restrictor will give anincorrect signal to the FCU affecting the engine accelerationand deceleration (according to version). A complete lossof the pressure will cause very low N1.
Start injector supply
If P2 air tapping is obstructed : Starting problems.
Injector ventilation ball valve
If the valve sticks open this can cause a leak of fuel into theair system and cause starting difficulty.
If the valve sticks closed there will be no injector ventilation,causing injector clogging.
Compressor bleed valve
If the valve remains open, it causes a permanent airdischarge and a decrease of available power.
If the valve remains closed, it can lead to engine surge atlow N1 speeds.
15.13Edition : December 2000
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FAULT ANALYSIS - AIR SYSTEM
A B
- Valve jammed "open"- Valve jammed "closed"
COMPRESSORBLEED VALVE
- Valve remains "open"- Valve remains "closed"
INTERNAL PRESSURISATIONSYSTEM
- Obstruction- Abnormal clearance- Leak
FCU AIR SUPPLY
- Leak- Broken pipe- Obstruction
POWER TURBINE BEARINGPRESSURISATION
- Broken pipe- Obstruction
- P2 air tapping blockage
START INJECTOR SUPPLY
INJECTOR VENTILATIONBALL VALVE
- Air supply anomaly- Excessive tapping
AIRCRAFT AIRTAPPINGS
15.14Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
FAULT ANALYSIS - FUEL SYSTEM (1)
Aircraft fuel system
An aircraft fuel system anomaly will cause an incorrectsupply to the engine fuel system.
The effects depend upon the anomaly. For example :
- Reduced performance
- Starting difficulties.
Fuel pump
Total failure (i.e. : drive shaft breakage) : engine shut-down and/or no start.
- Pressure relief valve jammed closed : dormant fault,overpressure hazard
- Pressure relief valve jammed open : reduced performanceor even engine shut-down
- Drive shaft seal leak : fuel leak from the drain.
Fuel filter
In case of partial blockage : indication by the pre-blockageindicator.
In case of blockage : by-pass flow with possible fluctuationsof engine ratings.
- By-pass valve jammed closed : dormant fault
- By-pass valve jammed open : by-pass flow with systemcontamination.
15.15Edition : December 2000
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FAULT ANALYSIS - FUEL SYSTEM (1)
AIRCRAFT FUEL SYSTEM
- Fuel supply to the engine fuel system
FUEL FILTER
- Partial blockage- Blockage- By-pass valve (jammed open or closed)
FUEL PUMP
- Total failure (shaft breakage)- Pressure relief valve (jammed open or closed)- Shaft seal leak
15.16Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
FAULT ANALYSIS - FUEL SYSTEM (2)
Start electro-valve
Electro-valve : the valve remains closed, no supply to theinjectors, no start.
Pressure switch : if the pressure switch does not operate,the re-injection prohibit function is lost. If the switchcontact is failed, no supply to the electro-valve and thereforeno start.
Start injectors
Clogging : starting difficulties or no starting.
Incorrect penetration of injectors : starting difficulties(clogging or deterioration of injectors).
Loss of ventilation : clogging after a certain operatingtime.
Note : Starting with only one injector operative is possible.
Overspeed and drain valve
Pressurising valve jammed "closed" : no supply to theinjection wheel and therefore no start ; there is however afuel supply to the injectors which causes a slight gastemperature increasing.
Pressurising valve jammed "open" : premature fuelsupply to injection wheel causing difficult ignition.
Dual valve : no start if the valve remains in "drain"position, clogging of the injection wheel distributor, if itremains in "injection" position.
Overspeed electro-valve inoperative : no shut-down incase of power turbine overspeed.
Fuel injection wheel
Insufficient sealing : internal fuel leak, possiblecontamination of P2 air and coking of internal parts.
Clogging of the fuel distributor : fuel flow limited andtherefore max N1 speed unobtainable.
Note : Refer to maintenance manual for check procedureand corrective action.
15.17Edition : December 2000
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FAULT ANALYSIS - FUEL SYSTEM (2)
START INJECTORS
- Blocked- Incorrect penetration- No ventilation
OVERSPEED AND DRAIN VALVE
- Pressurising valve :
- Dual valve anomaly- Overspeed electro-valve inoperative
• jammed "open"• jammed "closed"
INJECTION WHEEL
- Leak- Clogging
START INJECTOR ELECTRO-VALVE
- Solenoid - Pressure switch
15.18Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
FAULT ANALYSIS - CONTROL SYSTEM (1)
Engine control lever
Breakage (or disconnection) of the linkage : the FCUlever remains in its initial position. Manual control is notpossible for starting, stopping or emergency.
Seizing of the mechanism (or of the valves) : more forcerequired to move the control lever.
Incorrect adjustment of the lever : the control leverposition does not correspond to the FCU lever position.Effect depending upon maladjustment (eg : starting orshut-down difficulties).
Anticipator control
Breakage of the collective pitch FCU mechanism : thegoverning system operates on one static droop line.Therefore no droop compensation. In twin-engineconfiguration, this will result in an N1 desynchronisationof the engines.
Incorrect adjustment of the control : the datum does notcorrespond to the collective pitch position. The rotor speedis affected. In twin-engine configuration, split of the twoN1 if the two data are different.
15.19Edition : December 2000
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FAULT ANALYSIS - CONTROL SYSTEM (1)
ENGINECONTROL LEVER
- Linkage broken or disconnected- Seizing- Incorrect adjustment
ANTICIPATORCONTROL
- Linkage broken- Incorrect adjustment
ENGINE CONTROL LEVER ANTICIPATOR CONTROL
15.20Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
FAULT ANALYSIS - CONTROL SYSTEM (2)
Power turbine governor
Failure of the drive shaft : max N1 datum, the engineaccelerates to max N1 stop. In twin-engine configurations,the other engine decelerates to compensate.
Problem in the hydraulic system : wrong modulatedpressure, the required N1 is not obtained, possiblefluctuations.
Anticipator : see previous page.
Gas generator governor
Failure of the drive shaft : the engine acceleration tomaximun fuel flow and an overspeed is probable (extremelyremote as the shear section of the drive is on the fuel pumpshaft).
Compensating capsule anomaly : N1 will tend to varywith fuel temperature. The "sagging" of the capsule willreduce max N1.
Hydraulic system anomaly : instability, response timeout of tolerances.
Acceleration control unit
P2 air supply pipe failure : the engine decelerates tominimum fuel flow. In twin-engine configuration, theother engine accelerates to compensate.
P2 air supply anomaly : any supply anomaly will affectthe acceleration time and therefore the response time.
A P2 supply problem to the deceleration control unit (forthe engines provided with this device) could cause flame-out in extreme transient conditions.
Fuel metering device
Any anomaly (eg : jamming of metering valve or constant∆P valve) results in an incorrect fuel flow control andtherefore instability.
Note : Remember that fuel flow can be controlled manuallywith the engine control lever.
Working piston
Any operation anomaly (a blockage) of the working pistoncauses starting difficulties : start impossible or slow,rapide start with overheat.
15.21Edition : December 2000
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FAULT ANALYSIS - CONTROL SYSTEM (2)
GAS GENERATOR GOVERNOR
- Drive shaft failure- Compensating capsule anomaly- Hydraulic system anomaly
ACCELERATION CONTROL UNIT
- P2 air supply pipe failure- P2 air supply anomaly
METERING DEVICE
- Any anomaly
POWER TURBINE GOVERNOR
- Drive shaft failure- Hydraulic system anomaly
WORKING PISTON
- Operating anomaly
15.22Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
FAULT ANALYSIS - ENGINE INDICATING
Rotation speed indication
- Most problems lead to a complete loss of signal andtherefore no indication
- Check other parameters to confirm the failure of theindicating system (Refer to flight manual for operatinginstruction to be applied).
Gas temperature indication
Thermocouple anomaly : possible alteration of theindication ; the mean value of the remaining probes is read.
Broken wire of the pyrometric harness : loss of theindication.
Loose thermocouple probe : fluctuations or wrongindication.
Oil pressure indication
Min oil pressure switch : two possibilities :
- No indicating light
- Indicating light permanently "on".
Note : Check oil pressure and torque indication to confirmthe pressure switch anomaly.
Oil pressure transmitter : no indication at all or incorrectindication an case of failure.
Note : Check torque and min pressure light to confirm thefailure.
Torque indication
Hydraulic torquemeter : jamming or leak will cause anincorrect indication.
Note : The system does not operate in case of lubricatingpressure failure.
Torquemeter transmitter : no indication or incorrectindication in case of malfunction or incorrect adjustment.
Note : Pressure check to determine the failed componentof the system.
15.23Edition : December 2000
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FAULT ANALYSIS - CONTROL SYSTEM (2)
ROTATION SPEED INDICATION
- Anomaly of the speed sensor - indication
GAS TEMPERATURE INDICATION
- Thermocouple anomaly- Broken wire of the pyrometric harness- Loose thermocouple probe
OIL PRESSURE INDICATION
- Min oil pressure switch anomaly- Oil pressure transmitter anomaly
TORQUE INDICATION
- Hydraulic torquemeter anomaly- Torquemeter transmitter anomaly
15.24Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
FAULT ANALYSIS - STARTING
Electrical power supply
A low DC supply voltage will cause difficult enginestarting and excessive gas temperature.
Note : The voltage should not decrease below 15 Voltsduring starting.
Starter
If the starter is failed :
- Insufficient torque during starting, slow accelerationwith high gas temperature
- No starting.
Ignition unit
A High Energy ignition unit failure causes no ignition at allor insufficient energy to obtain the correct pulse rate.
Note : Starting is nevertheless possible with one unitinoperative.
Igniter plug
In case of an igniter plug problem, no sparks are produced,or the sparks do not have enough energy to ignite the fuel.
Note : Starting is possible with one plug inoperative.
Starting control system
With a total power supply failure there is no voltage on theaccessories so no cranking and no ignition.
With no starter power supply there is no cranking ; but theignition operates (operation of the ignition system can beheard).
With no ignition power supply there is no ignition ; but thestarter operates.
15.25Edition : December 2000
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FAULT ANALYSIS - STARTING
ELECTRICAL POWER SUPPLY
- Low DC supply voltage
STARTER
IGNITER PLUG
- Igniter anomaly
IGNITION UNIT
- HE ignition unit anomaly
STARTING CONTROL SYSTEM
- Total power supply loss- Starter power supply loss- Ignition power supply loss
- Starter motor anomaly
15.26Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
FAULT ANALYSIS - ELECTRICAL SYSTEM (1)
Electrical power supply
- DC power supply anomaly during start : no startingor starting "difficulties" (sluggish start, high gastemperature)
- DC power supply anomaly in "normal operation" :• Total failure : the engine remains in operation but
without some indicating and without overspeed safety.• Battery failure : back-up by DC generator• Generator failure : back-up by battery or other
source.
- Internal supply anomaly of the tachometer box : aninternal supply anomaly will cause the non operation ofthe system (the light remains illuminated).
Start control system
Refer to fault analysis of starting.
Indicating systems
Refer to fault analysis of indicating systems.
15.27Edition : December 2000
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FAULT ANALYSIS - ELECTRICAL SYSTEM (1)
ELECTRICAL POWER SUPPLY START CONTROL SYSTEM INDICATING SYSTEMS
- Anomaly of DC supply :• during start• in normal operation
- Internal supply anomaly of the tachometer box
- Refer to fault analysis of starting - Refer to indicating systems
15.28Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
FAULT ANALYSIS - ELECTRICAL SYSTEM (2)
Overspeed pick-up
One pick-up : fault indicated by the light (remaining "on"above 25 % N2).
Overspeed electro-valve
Electro-valve failure : no engine shut-down in case ofoverspeed; dormant fault which would be detected duringthe periodic test.
Valve jammed open : no start (remote probability).
Tachometer box
Inoperative : no overspeed system capability but theproblem is indicated by the test.
Unwarranted operation : extremely remote probabilityconsidering the design of the system.
Super Contingency Power system
Abnormal operation of the control system : no armingof super contingency rating.
Abnormal operation of SCP box : no indicating of"SCP" or recording of life not correct.
15.29Edition : December 2000
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FAULT ANALYSIS - ELECTRICAL SYSTEM (2)
OVERSPEED PICK-UP
- One pick-up
OVERSPEED ELECTRO-VALVE
- Electro-valve failure- Valve jammed "open"
SCP SYSTEM
- Arming circuit inoperative- SCP box
TACHOMETER BOX
- Inoperative- Unwarranted operation
TEST
OSCILLATOR
N2
N2
120 %
120 %
VS
ENGINE
SHUT-DOWN
S'
OVERSPEED ELECTRO-VALVE
INHIBITION OF THE STARTING
INHIBITION OF THE ENGINE 2 SYSTEM
25 %
25 %
REARMING
15.30Edition : December 2000
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Training Manual ARRIEL 1
FAULT ANALYSIS AND TROUBLE SHOOTING
FAULT ANALYSIS - ENGINE INSTALLATION
Engine compartment
Lack of ventilation can cause an increase of temperaturewhich can be, in extreme cases, detected by the firedetection system.
Engine attachment
Incorrect adjustment, abnormal clearance or misalignmentwill cause vibration or abnormal stresses with all the usualconsequences.
Air intake and gas exhaust
A partial obstruction affects the engine performance.
Particular instructions are given in the maintenance manual,for engine operation in a "hostile atmosphere" :
- Sand : increases erosion
- Salt : causes corrosion
- Pollution : both erosion and corrosion.
Drains and air vents
In case of obstruction of a drain, effect according to thedrain system (refer to system concerned).
Particular attention to obstruction hazard caused bydeformation during engine removal and installation orcaused by insects in some countries.
Power transmission
A failure of the power shaft causes a power turbineoverspeed and automatic engine shut-down by theoverspeed protection system (twin-engine only).
Misalignment of the shaft causes vibration and possiblefailure.
Fire protection
The engine fire protection system is described in theaircraft manual.
Air tappings
Any air tapping affects the engine performance. Anexcessive air tapping reduces the power available ; orincreases the gas temperature for a given power rating.
15.31Edition : December 2000
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FAULT ANALYSIS - ENGINE INSTALLATION
AIR INTAKE ANDGAS EXHAUST
- Partial obstruction- Dirty atmosphere
ENGINE COMPARTMENT
- Lack of ventilation
ENGINE ATTACHMENT
- Incorrect adjustment- Abnormal clearance- Misalignment
POWER TRANSMISSION
- Shaft failure- Misalignment
DRAINS AND AIR VENTS
- Obstruction
AIR TAPPING
- Excessive air tapping
FIRE PROTECTION
- Refer to aircraft documentation- Detector anomaly
15.32Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
TROUBLE SHOOTING
General
Trouble shooting is a very important aspect of maintenance.
An "efficient" diagnosis reduces the extra maintenancecosts due to unjustified removals and additional diagnosistime.
In fact, even with a very high reliability product, failure isinevitable and required actions should be taken efficiently.
After the fault analysis which consists of finding the effectof a given failure, this section considers the case inreverse ; i.e. : finding the probable cause of a fault.
Repair procedure
The corrective maintenance actions should be guided bytwo main considerations :
- Minimum downtime
- Justified removal of components.
The procedure to be applied depends on the case but ingeneral, a good knowledge of the product and a methodicalresearch would permit a safe diagnosis and a quickcorrective action.
Generally, the procedure includes failure identification,its analysis, the isolation of the component, and the repairchoice.
15.33Edition : December 2000
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TROUBLE SHOOTING
Or otherperception
Symptoms (and other additional indications…)All factors should be taken into considerationas well as the interactions.
Analysis of the fault
Identification of the faulty component
Additionalchecks
Deduction Substitution
Remedy(adjustment, replacement, cleaning, repair...)
Fault(single, double,
dormant)
Inevitable Random
Trouble shooting
- Diagnosis- Remedy- Repair- Check
- Adequate means and procedures- Training of personnel
MTTR(Mean Time To Repair)
Total time requiredfor repairing
15.34Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
TROUBLE SHOOTING - STARTING FAULTS (1)
No effect after selecting startN doesn't increase
Is ventilationpossible ?
- Overspeed not rearmed- Starting circuit (circuit breaker, selector switch, relay …)
- Starter contactor- Electrical supply- Starter
Yes No
Note : Further tests (engaging noise of the contactor...) help locate the failure.
15.35Edition : December 2000
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TROUBLE SHOOTING - STARTING FAULTS (2)
The ignitionsystem operates
(noise of HE components)
- Start electro-valve- Injectors
- HE ignition units- Igniter plugs
Yes No
Note : Refer to the testprocedure fordiscrimination
Start is possiblewith one injector and one
igniter plug providedthey are on the same side
Note : It is also possible tocheck for a fuel flowthrough the combustionchamber drain.
Or fuel supply problem
Fuel flows
Ignition system - Start electro-valve- Fuel supply
Yes No
On selection of start, N increases, but no t4
15.36Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
TROUBLE SHOOTING - STARTING FAULTS (3)
Abnormal t4
t4 ≈ 200°
Variant : N and t4 increase, but the starting is not effective, so no N2
t4 > 200°but insufficient
t4 too high
Increase due to theinjectors, but themain fuel system isnot supplied
- FCU- Control lever- Procedures
- Overspeed drain valve- FCU- Control lever- Inadequate fuel supply (LP system, filters...)
- Pressurising valve- Overspeed and drain valve
Note : In all cases, check the electricalsupply (battery voltage)
Failure of the accessory drive shaft
15.37Edition : December 2000
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TROUBLE SHOOTING - FAULTS DURING SHUT-DOWN
Shut-down selected by movingthe throttle lever rearwards
N1deceleration
Control leverdisconnected
Yes
Stop selection
The engine stopsN1 , t4
No
Yes
Poor sealing ofthe fuel system
No
Abnormal friction of the rotating assembly
The engine shut-down can then beaffected by the manual controlsystem or by the fuel shut-off (fire)valve.Further checks required.
No
Normalshut-down
YesCorrect
rundown time
15.38Edition : December 2000
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FAULT ANALYSIS AND TROUBLE SHOOTING
TROUBLE SHOOTING - FAULT DURING VENTILATION
Ventilation selection(press and hold)
N1 indication
Yes
The gas generatoris driven
No
Accessory drive train"Normal"
ventilation
Note : 15 sec. max to avoid starter overheat
NoYes
The starter turns
NoYes
N1 indicationStarting ispossible
NoYes
- Starter contactor- Starter- Electrical supply
Ventilationselector
15.39Edition : December 2000
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TROUBLE SHOOTING - LUBRICATION FAULTS (1)
Abnormal oil pressure indication
FluctuationNo pressureLow High
- Oil condition- Sealing- Internal blockage- Pressure relief valve
- Filter blockage- Pressure relief valve
- Measuring system- Blockage of a jet
Min oil pressurelight illuminated
Yes No
- Failure of the pump shaft- Pressure relief valve- Internal blockage- Large internal or external leak
Pressure indicating system :- Transmitter- Indicator- Harness
15.40Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
FAULT ANALYSIS AND TROUBLE SHOOTING
TROUBLE SHOOTING - LUBRICATION FAULTS (2)
Abnormal oil temperature indication
HighLow
Yes No
- Measuring system- Insufficient cooling- Local lubrication problem (blockage of a jet)
Measuring system
Abnormal oil consumption
Visible leak
External leak Internal leak
Pipe oraccessory
Contamination of thebleed air Leak from the coldsection labyrinth seals(front section)
Smoke and oil in the exhaust pipeLeak from the hot sectionlabyrinth seals.(rear section)
General vent pipefailure (blockage,wrong indication)
P2 air pipe failure
Oil contamination
Corrective actionDetection
According to amount, originand rate of contamination...
- Magnetic plugs- Analysis- Color, aspect
15.41Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FAULT ANALYSIS AND TROUBLE SHOOTING
TROUBLE SHOOTING - FAULTS LEADING TO ENGINESHUT-DOWN IN FLIGHT
Uncommanded engine shut-down
Yes
Actual overspeed
No
- Loss of signal- Tachometer boxNote : Unlikely
NoYes
Engine internalanomaly
N2, N1, Tq, t4, oil pressure
Operation of thepower turbine overspeed
system
Abnormal fuelsupply :- Pump shaft failure- Pipe failure- Water in fuel- FCU
Water or iceingestion
- Failure of the power transmission shaft- FCU
Doubt
Rearming andcorrective actions
Note : In a twin-engine configuration, the engine which remains in operation supplies the required power within its limits.
15.42Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
FAULT ANALYSIS AND TROUBLE SHOOTING
TROUBLE SHOOTING - MISCELLANEOUS CASES (1)
Bleed valve(closed)
FCUacceleration controller
Abnormal gas temperature indication
Yes
Max N1 reached
No
Dirtycompressor Engine internal problemMeasuring system
Compressor surge
Engine anomaly (air intake,compressor...)
Loss of power
- Blockage of the injection system- Isufficient fuel supply (pumps, filters...)- FCU - temperature compensation device- Anticipator, adjusment
- Torque and gas temperature indication- Engine : dirty compressor, turbine creep,etc ...
Note : Particular attention : check of the max N1.
15.43Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FAULT ANALYSIS AND TROUBLE SHOOTING
TROUBLE SHOOTING - MISCELLANEOUS CASES (2)
Gas generator rotation speed N1
Incorrectresponse time
- FCU- Anticipator- Gas generator internal problem
Overspeed
FCU
FCU
FluctuationUncommandeddeceleration
Uncommandedacceleration
- Abnormal fuel supply- FCU- Abnormal operation of one of the fuel system accessories (refer to the chapter "fuel system")- Loss of P2 supply to FCU
- Air in the fuel system- Dirt in the fuel system- Constant ∆P valve- Blockage of the centrifugal wheel- FCU
15.44Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
FAULT ANALYSIS AND TROUBLE SHOOTING
TROUBLE SHOOTING - MISCELLANEOUS CASES (3)
Power turbine rotation speed N2
Overspeed
- Failure of the transmission shaft- Control system failure
Incorrect speed
- Indicator- FCU- Anticipator adjustment
Vibration
Gas generatoror power turbine
rotating assembly
Engine attachmentPower transmissionshaft
Engine - aircraftalignment
15.45Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FAULT ANALYSIS AND TROUBLE SHOOTING
TROUBLE SHOOTING - MISCELLANEOUS CASES (4)
Instruments
Note : Failures which cause abnormal indication.
- Inaccurate indication (transmitter / receiver)- Systems associated with the engine
Refer to other cases
Fire "failure"Unjustified illumination Refer to aircraft documentation
No illumination in test mode Refer to aircraft documentation
Fire warningUnjustified illumination Detector failure
No illumination in test mode Test system
Lights
Justified illumination
No illumination in the event of overheat
Overheat or fire
Detection circuit
Chip detection Unjustified illumination Sensor "sensibility"
No illumination despite particles Electrical magnetic plug orwiring failure
Justified illumination Deposit of particles
Low oil pressure
Oil filter pre-blockageFuel filter pre-blockage(according to version)
Unjustified illumination Pressure switch
No illumination despite effective pressure drop Pressure switch
Justified illumination Pressure drop
Unjustified indication Indicator
No indication despite thedifferencial pressure increase
Indicator
Justified indication Blockage
15.46Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
FAULT ANALYSIS AND TROUBLE SHOOTING
TROUBLE SHOOTING - CONCLUSION
Despite the high reliability of the product failures remaininevitable and happen at random. But their rate and effectscan be reduced if the "enemies" of the engine are taken intoconsideration.
When the failure occurs, you have to be in a position tocorrect it.
"Enemies" of the engine
The traditional adverse conditions for this type of engineare :
- Supply (air, oil, fuel, electricity)
- Operation ("non respect" of instructions and procedures)
- Maintenance ("non respect" of inspection frequenciesand of the strict application of the procedures).
15.47Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 FAULT ANALYSIS AND TROUBLE SHOOTING
TROUBLE SHOOTING - CONCLUSION
MAINTENANCE
- "Non respect" of inspection frequencies- Various mistakes- Wrong logistics.
OPERATION
- "Non respect" of instructions and procedures- Severe operating conditions.
AIR
- Sand- Salt- Miscellaneous pollution.
OIL
- Not in conformity with specifications- Miscellaneous contamination.
FUEL
- Not in conformity with specifications- Water in fuel- Sulphur + salt in the air = sulfidation.
ELECTRICITY
- Too low voltage during starting- Interference.
16.1Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
16-CHECKING OF KNOWLEDGE
- Introduction .................................................................. 16.2
- Questionnaire 1 ............................................................. 16.3
- Questionnaire 2 ............................................................. 16.6
- Questionnaire 3 ............................................................. 16.12
- Questionnaire 4 .............................................................. 16.15 to 16.30
16.2Edition : December 2000
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Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
INTRODUCTION
Method
Continuous checking helps to ensure the information isassimilated. It is more a method of work than a testing inthe traditional sense.
Objectives of the questionnaires
The questionnaires permit a progressive assimilation andlong term retention. The questionnaires are a subject fordiscussion (effects of group dynamics). They also permitstudents to consider important subjects several times un-der different aspects.
Integration into the training programme
- First hour every day for revision of the subjects previ-ously studied
- After each chapter (or module) of the course
- At the end of the training course.
Types of questionnaires
Several types of questionnaire can be employed during acourse :
- Traditional written questionnaire
- "Short answer" questionnaire
- Multi Choice Questionnaire (MCQ)
- Oral questionnaire
- Learning Through Teaching (LTT ; the student has toexplain a given subject).
Examination
The final examination at the end of the course consists ofthree tests : written, oral and practical. A certificate and anapproval card are given to the student if the results aresatisfactory.
16.3Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
QUESTIONNAIRE 1
This traditional questionnaire is established according tothe same plan as the training manual in which the answerscan 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 standardatmosphere) :
• Power on the shaft
• Output shaft rotation speed
• Mass of the engine with specific equipment
• Main overall dimensions of the power plant
4 - Explain the principle of engine adaptation to helicopterpower requirements.
5 - Give a definition of the operating ratings.
6 - How do temperature and altitude affect the engineperformance.
Engine1 - List the main components of the gas generator.
2 - State the following characteristics :
• Compression ratio
• Turbine entry temperature
• N2 speed at 100 %
• N1 speed at 100 %
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 maincomponents.
16.4Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
QUESTIONNAIRE 1 (continued)
Oil system1 - Draw a simplified diagram of the oil system.
2 - Explain the general operation of the oil system.
3 - Describe the oil filter assembly.
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 compressorbleed valve.
Fuel system1 - What is the purpose of the Booster pump.
2 - Describe the fuel pump.
3 - Describe the fuel metering unit.
4 - What is the purpose of the constant ∆P valve.
5 - Explain the principle of fuel injection (main and startinginjection).
6 - Explain the operation of the overspeed & drain valve.
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 anticipatorcontrol.
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 turbineoverspeed system.
8 - Describe the principle of load sharing in a twin engineconfiguration.
Indicating system and manual control1 - Describe the manual control system.
2 - Describe the power turbine speed indicating system.
3 - Explain the operating principle of the torquemetersystem.
4 - Describe the gas temperature indicating system.
16.5Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
QUESTIONNAIRE 1 (continued)
Starting1 - Describe the cranking function of the engine.
2 - Describe the ignition system (ignition unit and igniterplugs).
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 powertransmission.
3 - List the various engine / aircraft interfaces.
4 - Describe the fire protection system of the engine.
Limitations and engine handling1 - List the main operating limitations of N1.
2 - Describe the engine starting procedure.
Various aspects of maintenance1 - List the main practices of a periodic inspection.
2 - List the methods used for "on condition monitoring".
3 - List the technical publications used for enginemaintenance.
Maintenance procedures1 - Describe the compressor cleaning procedure.
2 - Name the LRUs of the air system.
3 - Explain the attachment of each of the modules.
Fault analysis and trouble shooting1 - Carry out the fault analysis exercises.
2 - Carry out the trouble shooting exercises.
16.6Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
Questions Answers
1 - ARRIEL 1 power class ?
2 - Power turbine rotation speed at100 % ?
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 altitudeincreases ?
9 - Specific fuel consumption at350 kW ?
10 - Flight envelope - Max altitude ?
11 - Flight envelope -Max temperature ?
12 - Start envelope - Max altitude ?
13 - Engine air flow at 100 % N1 ?
14 - Overall compression ratio ?
15 - Max turbine entry temperature ?
16 - Gas generator rotation speed at100 % N1 ?
17 - Direction of rotation of the gasgenerator ?
18 - Direction of rotation of the powerturbine ?
19 - Manufacturing material for theaxial compressor ?
20 - What type of bearing is the axialcompressor bearing ?
QUESTIONNAIRE 2
The following questions require short and accurate an-swers.
The student can answer orally or in the space provided forthe answers.
Questions Answers
16.7Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
30 - Type of power turbine frontbearing ?
31 - Type of gas generator rear bearing ?
32 - To which module does the powerturbine nozzle guide vane belong ?
33 - Type of power turbine ?
34 - Does the exhaust pipe belong to onemodule (yes or no) ?
35 - Type of exhaust pipe attachment ?
36 - Number of gears in the reductiongearbox ?
37 - Rotation speed of the intermediategear of the reduction gearbox ?
38 - Number of driven accessories onthe accessory gearbox ?
39 - Manufacturing material for theaccessory gearbox casing ?
21 - How is the axial compressormounted on the gas generatormodule ?
22 - Axial compressor compressionratio ?
23 - Manufacturing material for thecentrifugal compressor wheel ?
24 - Number of stages of the centrifugalcompressor diffuser ?
25 - Type of combustion chamber ?
26 - Manufacturing material for thecombustion chamber ?
27 - Type of main fuel injection ?
28 - Pressure drop in the combustionchamber ?
29 - Number of stages of the gasgenerator turbine ?
QUESTIONNAIRE 2 (continued)
Questions Answers Questions Answers
16.8Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
50 - Setting of the low oil pressureswitch ?
51 - Max oil temperature ?
52 - Location of the centrifugal breather ?
53 - Air tapping for the pressurisation ofthe power turbine front bearing ?
54 - Air pressure at the centrifugalcompressor outlet ?
55 - Temperature at the centrifugalcompressor outlet ?
56 - When does the start injectorventilation begin ?
57 - Max air tapping flow ?
58 - Type of compressor bleed valve ?
59 - Position of the bleed valve duringstarting ?
40 - Is the oil pressure adjustable ?
41 - Number of pumps in the oil pumppack ?
42 - Type of oil pumps ?
43 - What is the setting of the checkvalve at the pressure pump outlet ?
44 - Filtering ability of the oil filter?
45 - Setting of the oil filter by-passvalve?
46 - Which bearings are ball bearings ?
47 - Type of seal for the gas generatorrear bearing sealing ?
48 - Max oil consumption ?
49 - Type of oil pressure transmitter ?
QUESTIONNAIRE 2 (continued)
Questions Answers Questions Answers
16.9Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
60 - What are the bleed valve controlsignals ?
61 - Where is the bleed valve fitted ?
62 - Type of fuel filter ?
63 - Filtering ability of the fuel filter ?
64 - Setting of the fuel filter by-passvalve ?
65 - Type of fuel pump ?
66 - Position of the pump pressure reliefvalve in normal engine running ?
67 - Type of fuel metering device ?
68 - Position of the constant ∆P valvewhen the engine is stopped ?
69 - Type of manual fuel flow control ?
70 - Type of valve for injectorventilation ?
QUESTIONNAIRE 2 (continued)
Questions Answers Questions Answers
71 - How is the anticipator signaltransmitted ?
72 - Setting of the fuel pressurisingvalve?
73 - Fuel flow through the startinjectors?
74 - Number of start injectors ?
75 - Position of the combustion chamberdrain valve when the engine isstopped ?
76 - Type of fuel control system ?
77 - Signals for the accelerationcontroller
78 - Average response time of thecontrol system
79 - Is the static droop compensated
80 - Position of the main valve withlever in emergency plus
16.10Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
91 - Where is the oil pressure transmitterlocated ?
92 - How are the thermocouplesconnected (parallel or series) ?
93 - Location of the torquemeter ?
94 - Type of torque sensor ?
95 - Type of signal output by the torquesensor ?
96 - Is the torque transmitter associatedwith a particular module ?
97 - Type of starter ?
98 - Type of ignition system ?
99 - Gas generator rotation speed atstarter cut-off ?
81 - Meaning of OEI ?
82 - Type of N2 controller ?
83 - Position of the auxiliary valve withthe lever in the emergency minusrange ?
84 - Closing threshold of the reinjectionprohibition switch
85 - What keeps the metering needleclosed when the control lever isclosed ?
86 - Position of the manual control leverin normal engine running ?
87 - Type of speed sensors ?
88 - What is the average torque pressureat 100 % torque ?
89 - How does the low oil pressureswitch sense the pressure ?
90 - Number of thermocouple probes ?
QUESTIONNAIRE 2 (continued)
Questions Answers Questions Answers
16.11Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
111 - Max gas temperature duringstarting ?
112 - Low oil pressure switch setting ?
113 - Max oil temperature ?
114 - Min electrical supply voltagebefore starting ?
115 - Type of recommended lubricant ?
116 - Meaning of IPC ?
117 - Meaning of TBO ?
118 - Is borescopic inspection of thecombustion chamber possible ?
119 - Procedure in case of operation insuper contingency rating ?
120 - Is there an adjustment of thetorquemeter ?
100 - Number of igniter plugs ?
101 - Max duration of a ventilation ?
102 - Is the ignition cable integral withthe 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 ; minand max altitude pressure?
109 - Max starting altitude ?
110 - Power turbine max overspeed ?
QUESTIONNAIRE 2 (continued)
Questions Answers Questions Answers
16.12Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
QUESTIONNAIRE 3
This multi-choice questionnaire is used to review, in arelatively short time, certain important points and to testthe acquired knowledge.
Answers to the questions can be found at the end of thequestionnaire.
1 - The ARRIEL 1 engine is :a) a free turbine turboshaft engineb) a turbo-jet enginec) a fixed turbine turboshaft engine.
2 - Section of passage of the compressor diffusers :a) regularb) divergentc) convergent.
3 - Type of combustion chamber :a) annular with centrifugal injectionb) annular, reverse flowc) annular, indirect flow.
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 - Setting of the oil filter pre-blockage indicator :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 maxi.
16.13Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
QUESTIONNAIRE 3 (continued)
12 - The air tapped at the centrifugal wheel outletpressurises :a) some labyrinth sealsb) the tankc) the pumps.
13 - Position of the bleed valve during flight ?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 & the fork :a) represents the instant flow stepb) 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.
16.14Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
QUESTIONNAIRE 3 (continued)
22 - The torque indicating system :a) is hydraulicb) is not usedc) is of phase displacement type.
23 - Number of thermocouple probes :a) 3b) 4c) 5.
24 - Max oil pressure ?a) 3 barsb) 6 barsc) 8 bars.
25 - Bleed valve position is transmitted by :a) a pressure switchb) a micro switchc) an RVDT.
26 - The starter is supplied via a :a) relayb) micro switchc) transistor.
27 - Starting is possible with one igniter :a) yesb) noc) yes, in emergency.
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.
1 - a6 - c
11 - c16 - b21 - b26 - a
Answers
2 - b7 - b
12 - a17 - a22 - a27 - a
3 - a8 - a
13 - c18 - b23 - a28 - b
4 - b9 - a
14 - b19 - c24 - c29 - b
5 - a10 - b15 - c20 - c25 - b30 - abc ?
16.15Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
2 - Name the reference stations :
0 - ................................. 3 - ..................................
1 - ................................. 4 - ..................................
2 - ................................. 5 - ..................................
Max take-off power ........................
Compression ratio .......................
Engine air flow .......................
N2 speed at 100 % ......................
N1 speed at 100 % .......................
QUESTIONNAIRE 4
This questionnaire is a sort of drill which is also used to testand perfect the knowledge acquired.
1 - Complete this table (with values) :
G
Q
C T 1 T 2
CC
10 2 3 4 5
16.16Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (continued)
3 - Engine description - Complete the legend of thediagram :
1 - ................................................... 2 - ...................................................... 3 - .................................................
4 - ................................................... 5 - ...................................................... 6 - ................................................
7 - ................................................... 8 - ...................................................... 9 - ................................................
1
7
2 3 4 5
68
9
16.17Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (continued)
4 - Oil system - Complete the legend of the diagram :
1 - ................................................... 2 - ...................................................... 3 - .................................................
4 - ................................................... 5 - ...................................................... 6 - ................................................
ENGINEAIRFRAME
1 2
6
3
4 5
16.18Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (continued)
5 - Complete the following table :
Injector ventilation
Acceleration control unit
Bleed valve control pressure
Injection wheel pressurisation
Axial compressor bearing pressurisation
Gas generator rear bearing cooling
Power turbine bearing chamber labyrinth pressurisation
Gas generator turbine disc cooling
P0 P1' P2
16.19Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (continued)
6 - Complete the legend of the compressor field diagram :
A - ................................................... B - ...................................................... C - .................................................
A
B
C
COMPRESSIONRATIO P2 / P0
AIR FLOW G
16.20Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (continued)
7 - Fuel system - Complete the legend :
1 - ................................................... 2 - ...................................................... 3 - .................................................
4 - ................................................... 5 - ...................................................... 6 - ................................................
7 - ................................................... 8 - ...................................................... 9 - ................................................
10 - ................................................... 11 - ...................................................... 12 - ................................................
1 2 3 4 5 6
7
8
9
101112
16.21Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (continued)
8 - Control system - List the components :
1 - ................................................... 2 - ...................................................... 3 - .................................................
4 - ................................................... 5 - ...................................................... 6 - ................................................
7 - ................................................... 8 - ......................................................
1
2 3
P2
Q
+
+
+
N1*
4
N2
N2*
N1
5
6
8
7
16.22Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (continued)
9 - Complete the following table :
Fuel pump ..........................................................
Pump pressure relief valve ................................
Constant ∆P valve ..............................................
Metering needle .................................................
Start injector electro-valve.................................
Overspeed electro-valve ....................................
Pressurising valve ..............................................
Main valve .........................................................
Combustion chamber drain valve ......................
Engine stopped Engine in stabilisedflight
16.23Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (continued)
10 - Complete the following graphs during a load C increase :
Power turbinespeed N2
Fuel flowQ
Gas generatorspeed N1
time
time
time
time
Load C
16.24Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (suite)
11 - Fuel system - List the components :
1 - .......................... 2 - .......................... 3 - ......................... 4 - ..........................
5 - .......................... 6 - .......................... 7 - ......................... 8 - ..........................
9 - .......................... 10 - .......................... 11 - ......................... 12 - ..........................
13 - .......................... 14 - .......................... 15 - ......................... 16 - ..........................
17 - .......................... 18 - .......................... 19 - ......................... 20 - ..........................
21 - .......................... 22 - .......................... 23 - ......................... 24 - ..........................
11
12
13
14
15
16
17
18
19
21 22 20 23 24
1
2
3
4
6
5
7
9
8
10
16.25Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (continued)
12 - Drain system - List the drains :
1 - .......................... 2 - .......................... 3 - ......................... 4 - ..........................
5 - .......................... 6 - .......................... 7 - ......................... 8 - ..........................
4 3
5
6 7
8
1 2
16.26Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (continued)
13 - Complete the following table :
14 - List the main resources for on condition monitoring :
1 - ..............................................................................................................
2 - ..............................................................................................................
3 - ..............................................................................................................
4 - ..............................................................................................................
5 - ..............................................................................................................
6 - ..............................................................................................................
7 - ..............................................................................................................
8 - ..............................................................................................................
Number of lifting points ?
Type of fire detectors ?
Number of drain points ?
Air used for intake anti-icing ?
Max air tapping flow for aircraft use ?
Loss of power due to aircraft tapping ?
16.27Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (continued)
15 - Define of the following documents :
Maintenance manual
Spare parts catalogue
Tool catalogue
Service bulletin
Service letter
Engine log book
Flight manual
16.28Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (continued)
16 - Maintenance procedures
1 - List 2 advisory notices of "warning"category.
2 - Time of non operation requiringlong term storage.
3 - Compressor washing - Product andprocedure.
4 - Procedure to rotate the powerturbine for borescopic inspection.
5 - Location of the vibration sensorInstallation.
6 - Type of attachment of thecompressor bleed valve.
7 - Type of attachment of the fuelcontrol unit.
16.29Edition : December 2000
Training Manual ARRIEL 1
For training purposes only© Copyright - TURBOMECA - 2000 CHECKING OF KNOWLEDGE
1 - Dirty compressor.
2 - Fracture of the power shaft.
3 - Fracture of the accessory drive shaft.
4 - Obstruction of the power turbinepressurisation pipe.
5 - Blockage of the fuel filter element.
6 - Partial clogging of the centrifugal fuelinjection wheel.
7 - Jamming of the constant ∆P valve.
8 - No electrical supply of the startinjector valve.
9 - Fracture of the P2 pipe to the FCU.
10 - Fuel leak from the start purge valve.
QUESTIONNAIRE 4 (continued)
17 - Fault analysis. Indicate (briefly) the effects of the following faults.
16.30Edition : December 2000
For training purposes only© Copyright - TURBOMECA - 2000
Training Manual ARRIEL 1
CHECKING OF KNOWLEDGE
QUESTIONNAIRE 4 (continued)
18 - Trouble shooting. Indicate the probable cause(s) of the following faults.
1 - On start selection, N increases butnot the gas temperature.
2 - On start selection, N and t4 increasebut not sufficiently to obtain start.
3 - Surge of the compressor.
4 - Max power not obtained.
5 - On stop selection, the engine doesnot completely shut-down.
6 - Incorrect speed of the helicopterrotor.
7 - Power turbine overspeed.
8 - Drop of oil pressure.
9 - Abnormal t4 temperature.
10 - N1 overspeed.
END
but not the END of your t ra iningwhich must be cont inued,
harmonizing knowledge and experience.
THANK YOU for your kind at tent ion.
of this manual and (maybe also) of the course
Au revo i rGood bye
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TURBOMECA Training Centre
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