ACCESSORY SECTION

 ALSO KNOWN AS ACCESSORY DRIVE.

 THIS ACCESSORY DRIVE USE TO POWER
BOTH ENGINE AND AIRCRAFT ACCESSORIES
SUCH AS :
a) ELECTRIC GENERATORS
b) HYDRAULIC PUMPS
c) FUEL PUMPS
d) OIL PUMPS
THE OTHER FUNCTION OF
ACCESSORIES DRIVE ARE
a) ACTING AS AN OIL RESERVOIR
b) HOUSING THE ACCESSORY
DRIVE GEAR AND REDUCTION
GEARS.

LOCATION OF THE ACCESSORY

DRIVE :
a) ENGINE’S MIDSECTION
b) THE FRONT OR THE REAR OF
THE ENGINE.

INLET OR EXHAUST LOCATION

USUALLY DETERMINES IF FRONT
OR REAR-MOUNTED.
 INLET OR EXHAUST LOCATION USUALLY
DETERMINES IF FRONT OR REAR-MOUNTED
ARE A DESIGN OPTION.

 REAR MOUNTED GEAR BOXES ALLOW THE

NARROWEST ENGINE DIAMETER AND LOWEST
DRAG CONFIGURATION.

 IN A FEW RARE INSTANCES, ACCESSORY DRIVE

GEAR LOCATED AT THE TOP OF ENGINE NEAR
THE COMPRESSOR.
ENGINE’S MAIN POWER
SHAFT GIVE THE POWER
NEEDED TO DRIVE THE
ACCESSORIES.

A SET OF BEVELED GEARS

DRIVE AN ACCESSORY
SHAFT WHICH IN TURN
DRIVE THE ACCESSORY
GEARBOX.

THEN, ACCESSORY
GEARBOX WILL
DISTRIBUTES POWER TO
EACH ACCESSORY DRIVE
PAD.
 IN SOME INSTALLATION, AN INTERMEDIATE
OR TRANSFER GEAR BOX IS USED TO OBTAIN
THE APPROPRIATE REDUCTION GEARING
NECESSARY FOR THE ACCESSORIES.

 REDUCTION GEAR USED TO PROVIDE

APPROPRIATE DRVE SPEED FOR THE
ACCESSORIES.

 THE MORE ACCESSORIES THE ENGINE HAS,

THE MORE POWER IT NEEDED TO DRIVE THE
ACCESSORY GEAR BOX.
 ENGINE STATION NUMBERING

 SIMILAR TO FUSELAGE STATION.

 PROVIDE A TECHNICIAN WITH A MEANS OF
RAPIDLY LOCATING CERTAIN ENGINE ARES
DURING MAINTENANCE.
 IT ALSO ESTABLISH LOCATION FOR TAKING
PRESSURE AND TEMPERATURE READING.
 Pt2-PRESSURE STATION 2
 Pt7-PRESSURE STATION 7
 NOISE SUPRESSION
 SOME ENERGY RELEASED FROM BURNING FUEL
IN JET ENGINE IS CONVERTED TO NOISE.
 MUCH OF THE NOISE PRODUCED BY A
TURBINE ENGINE RESULT WHEN HOT, HIGH
VELOCITY GASES MIX WITH COLD AND LOW
VELOCITY AROUND THE ENGINE.
 TURBOFAN ENGINE HAS PROBABLY DONE
MORE TO REDUCE ENGINE NOISE BECAUSE IT
MIX THE HOT AIR AND COLD AIR PRIOR TO
THEIR RELEASE INTO THE ATMOSPHERE.
 OLDER DESIGN OF TURBOJET ENGINES
REQUIRE ADDITIONAL NOISE SUPRESSION
EQUIPMENT.
 THIS EQUIPMENT INCLUDE A DEVICE THAT
BREAK UP AIRFLOW BEHIND THE TAIL CONE,
AND SOME NEW FORMS OF SOUND
INSULATING MATERIAL.
 SOME AIRFRAME COMPONENTS ARE
REDESIGNED AND INSTALLED AS NOISE
REDUCTION KITS TO MEET NEW FEDERAL
STANDARTS.12
 SOUND INTENSITY OF
ENGINE NOISE LEVELS
IS MEASURED IN
DECIBELS(db)

 A DECIBEL IS RATIO
OF ONE SOUND TO
ANOTHER.

 60 db IS COMFORTABLE FOR HUMAN.

 130 db ABOVE CAN CAUSE PHYSICAL PAIN.

 (FAA) HAS ESTABLISHED GUIDELINES FOR AIRCRAFT

OPERATORS THAT SPECIFY MAXIMUM NOISE LIMITS BASED
ON WEIGHT AIRCRAFT.
 ENGINE MOUNT
 ENGINE MOUNT DESIGN AND CONSTRUCTION
RELATIVELY SIMPLE.
 DOES NOT NEED HEAVY CONSTRUCTED MOUNT
BECAUSE HAVE AN ENGINE THAT PRODUCES LITTLE
TORQUE.
TYPICAL WING MOUNTED TURBOFAN ENGINE,
THE ENGINE IS ATTACHED BY 2 OR 4 MOUNTING
BRACKET.
 A TURBOPROP DEVELOPS HIGHER TORQUE LOADS, SO
ENGINE MOUNTS ARE PROPORTIONALLY HEAVIER.

 TURBOSHAFT USED IN HELICOPTER ARE EQUIPPED

WITH STRONGER AND MORE NUMEROUS MOUNT
LOCATION.
 BEARINGS
 COMBINATION OF COMPRESSOR AND TURBINE
ROTORS ON A COMMON SHAFT MAKE UP THE
ENGINE POWER,OR ROTOR SHAFT MUST BE
ADEQUATELY SUPPORTED.
 ENGINE BEARINGS ARE ASSIGNED FOR THAT
CRITICAL FUNCTION AND LOCATED ALONG
THE LENGTH OF ROTOR SHAFT.
 NUMBER OF BEARING IS DETERMINED BY
LENGTH, AND WEIGHT OF THE ROTOR SHAFT.
 EXAMPLE, SPLIT SPOOL AXIAL COMPRESSOR
HAVE MORE BEARING THAN CENTRIFUGAL
COMPRESSOR.
 USUALLY, BALL AND ROLLER BEARING USED
TO SUPPORT ENGINE’S MAIN ROTOR SHAFT.
 BOTH ARE ASSEMBLY IN STRONG HOUSINGS
WITH INNER AND OUTER RACES THAT
PROVIDE SUPPORT AND HOLD LUBRICATING
THE OIL.
 THIS IS BECAUSE:

a) OFFER LITTLE ROTATIONAL

RESISTANCE
b) ENABLE PRECISION ALIGNMENT OF
ROTATING ELEMENTS
c) TOLERATE HIGH MOMENTARY
OVERLOADS
d) ARE EASILY REPLACED
e) ARE RELATIVELY INEXPENSIVE
f) SIMPLE TO COOL, LUBRICATE AND
MAINTAIN.
g) ACCOMMODATE BOTH RADIAL AND AXIAL
LOADS
h) ARE RELATIVELY RESISTANT TO ELEVATED
TEMPERATURES
 SPECIAL TURBINES ENGINE THAT SOMETIMES
USED IN TURBINE ENGINE IS OIL-DAMPENED
BEARING.
 THIS BEARING IS ROUTED INTO CAVITY
FORMED BY THE BEARING HOUSING AND
BEARING RACE.
 OIL FILM WILL PRODUCED ONCE THE THE OIL
BETWEEN THIS CAVITY IS PRESSURIZED BY
THE ENGINE LUBRICATIONS SYSTEM.
 THIS OIL FILM EFFECTIVELY DAMPENS ROTOR
VIBRATION AND COMPENSATES FOR SLIGHT
MIS ALIGHTMENTS IN ROTOR SEGMENTS.
 DISADVANTAGES OF
BOTH BALL AND
BEARING IS THEIR
VULNERABILITY TO
DAMAGE CAUSED BY
FOREIGN MATTER
AND TENDENCY TO
FAIL WITHOUT
APPRECIABLE
WARNING.

 NEED PROPER LUBRICATION.

 COMMON TYPE OF OIL SEALS ARE LABYRINTH, HELICAL

THREAD, AND CARBON.
 DIFFERS FROM MOST LABYRINTH SEAL
SEALS IN THAT THE
SEALS DOES NOT
PRESS OR RUB
AGAINTS AN OUTER
SURFACE TO CREATE A
SEAL.

 EACH SEAL CONSIST

OF A SERIES
ROTATING FINS THAT
COME VERY CLOSES.

 THIS TYPE OF SEAL,IT DECREASING THE AIR PRESSURE AT

EACH FIN BECAUSE AIR PRESSURE ON ONE SIDE OF THE
SEALS PAST EACH OTHER.
 HELICAL SEALS ARE SIMILAR TO LABYRINTH
SELAS EXCEPT THE HELICALS SEALS DEPEND
ON THE REVERSE THREADING TO STOP OIL
LEAKAGE.
CARBON SEALS ARE COMPLETELY DIFFERENT.THEY ARE
SPRING LOADED TO HOLD THE CARBON RING AGAINTS THE
ROTATING SHAFT, MUCH LIKE CARBON BRUSHES IN AN
ELECTRIC MOTOR.
 TURBOPROP ENGINE
 DRIVE THE PROPELLER
TO GET TRUST
 85% POWER TO DRIVE
PROP
 MOST TURBOPROP EHG
USE FREE TURBINE OR
POWER TURBINE
 FIXED SHAFT ENGINE
USE TO DRIVE
PROPELLER USING  PROP PITCH ADJUST TO
REDUCTION GEAR MATCH ENGINE SO THE
PROP WIIL NOT DRIVE
ENGINE
TURBOSHAFT ENGINE

 ENGINE POWER DELIVER TO THE SHAFT

 IT USE ON HELICOPTER AND APU
TURBOSHAFT ENGINE
 AUXILIARY POWER UNIT
(APU)
 TURBINE POWERED TPT A/CRAFT REQUIRED
LARGE AMOUNTS OF POWER FOR STARTING &
OPERATION
 ELECTRICAL POWER
– PASSENGER AMENITIES-
LIGHTING,ENTERTAINMENT,FOOD PREPARATION
– ENGINE STARTING&GRD OPS-HIGH PRESSURE AIR
WHICH NOT AVAILABLE AT REMOTE AREA OR
AIRPORTS
– BLEED AIR –STARTING,HEATING,COOLING,ANTI-
ICING- BLEED AIR LOADS PLACE THE GREATEST
– ELECTRIC GENERATOR
 APU
 STARTING-OWN ELECTRIC STARTER BY A/C BATT
POWER
 FUEL-FROM ONE OF A/C MAIN FUEL TANK(AVTUR)
 SELF-CONTAIN-DO NOT REQUIRED ANY EXTERNAL
POWER
 APU FUEL CONTROL UNIT AUTOMATICALLY ADJUST
THE FUEL FLOW TO METERS ENOUGH EXTRA FUEL TO
SATISFY THE LOAD INCREASE
 HEAVILY LOADED APU-NEAR ITS MAX EGT IS
PROTECTED BY A LOAD CONTROL VALVE(PNEUMATIC
LOAD) THAT MODULATES THE PNEUMATIC LOAD—
MAINT SAFE OPERATING TEMPERATURE
 COOL DOWN PERIOD—BEFORE SHUT DOWN –BLEED
VALVE CLOSE AND LET EGT STABILIZED-ABOUT 3
MINS-
MINIMIZING POSSIBILITY OF THERMAL SHOCK WHEN
ABRUPTLY SHUTDOWN