ag 7 2» Helicopter A Textron Company Powerplant Training Academy COPYRIGHT 1995, 2003 Bel Helcapter Textron Inc. Adlisicn of Textron Inc. All Rights Reserved For Training Purposes OnlyPOWERPLANT SUBJECT General Compressor Compressor Bleed System Antice System Combustion Section Turbine Section Turbine Outlet Temperature Power and Aocessory Gearbox Torquemeter Engine Accessories Oil System Fuel System N2 Droop Compensator System Engine Start Engine Shutcown Servicing TABLE OF CONTENTS PAGE 64 6-3 65 66 67 67 6-9 6-9 ott 6-13 6-17 6-20 6-23 6-24 6-25 6-26 COPYRIGHT 1998, 20:3 Bo Holesper Teuton Ine” Avion cl Teron Inc. All Rigs Rovaros For Training Purposes OnlyPOWERPLANT ) General A The Rolls Royce Model 250- C20J is a 420 shaft horsepower engine that provides 317 shaft horsepower for takeoff and 270 shaft horsepower for continuous ‘operation. The principle of the C20J engine is_—_ continuous combustion that produces a steady supply of power. Air is supplied to the engine through air scoops on either side of the fuselage immediately aft of the transmission cowling. Prior to the air reaching the engine inlet and compressor, it will pass through a protective screen or particle separator to prevent the induction of large particulate matter. The titanium compressor is a six-stage axial and single-stage centrifugal unit that both compacts and increases the velocity of the incoming air. The compressed air is discharged into a pair of external ducts where it is directed to the combustion section of the engine. An automatic bleed air system is incorporated in the compressor that allows some air to vent overboard during the start cycle. As the compressor speed increases, the pneumatically controlled bleed valve will gradually close. The combustion section consists of an outer case and liner, spark igniter, and a fuel injector. Itis a prechamber combustion system designed to bum fuel at peak efficiency and to minimize emissions. Fuel is sprayed into the chamber at a precisely controlled rate. When the igniter is energized, the fuel and air mixture ignites. Combustion is even and continuous as long as the proper air to fuel mixturo is maintained. Combustion gases move forward out of the combustion liner to accelerate and sustain the gas producer turbine section. The turbine section includes a two-stage gas producer turbine mechanically linked to the compressor and gas coupled to the two-stage power turbine. The gas producer turbine will rotate at approximately 50,970 RPM at 100% N1 speed. The combustion gases, after passing both stages of the N1 gas producer turbine, will pass through and drive the two stages of the power turbine, which fumish the output power of the engine and which rotate at a constant 33,290 rpm at 100% N2. The gases then exit through two exhaust stacks which direct them upward and clear of the fuselage surface. 61 2000 PS Power 9-1-2009 COPYRIGHT 1906, 208 Ba Hetcapie Texan he. Advgonof Toston Ine. AIIRIghs Reserved For Training Purposes OnlyPOWERPLANT $3SV9 NOILSNaWo> a @) SASVS ISNWHXA UV JOUWHISIG YOsswdWOD C) = indino ‘WOLDIS HOLLSNEWOD ay NI a | ‘Por Training Purposes Only 62 2185 2G Powerplant 84-2008, ‘COPYRIGHT 1998, 2008 Bol HileepaeTearonine"& dhsion of Toxton I. ARGhts Resened 4311N0 ty LSAVHXS WOUDSS INIA, Woua3s Korava9 wOUDaS aOssieewo> ‘AuOSSIDDY DILVWAHDS MOT UIVPOWERPLANT The engine is horizontally mounted aft of the transmission and above the fuselage to simplify the drive system, improve the inleVexhaust arrangement, reduce cabin noise, and to provide better structural integrity. It is supported by three bipod mounts on the service deck and is coupled to the main transmission through the freewheeling unit and main drive shaft. The major engine components are compressor, combustion section, turbine section, and power and accessory gearbox. Compressor ‘The airframe-mountad intake ducting and the engine ‘compressor front support offer minimum restriction to air flow, and they are designed so that ice formations cannot result in compiete blockage of air flow to the compressor. The intake also incorporates a means to Prevent the entry of large objects that can damage the engine. The compressor consists of a front support, case assembly, rotor wheels with blades, centrifugal impeller, front diffuser assembly, diffuser vane assembly, and compressor discharge tubes. Air enters through the compressor inlet and is compressed by six axial and one centrifugal stage to increase air pressure. The ‘1st stage rotor blades accelerate air rearward into the 1st stage vane assembly. This 1st stage vane assembly slows down the air and directs it onto the 2nd stage compressor rotor blades. The 2nd stage compressor rotor blades accelerate air rearward onto the 2nd stage vane assembly, etc, until air enters the impeller where it is accelerated into the scroll which collects and delivers it to two compressor discharge air tubes. As air is pumped through: the compressor, pressure and temperature increase due to compression. At standard conditions and 100% N1 rpm, the temperature and pressure increases across the compressor are approximately 500°F and 7 to 1 respectively. The compressor rotor requires a considerable amount of shaft horsepower to pump air. On a standard day at 100% N1 tpm approximately 600 shp is used. This power requirement varies directly with air density and N1 rpm. Air pumped by the compressor is required for the combustion of fuel, internal cooling, and mass flow for power development. Approximately 20% to 25% of the air pumped by the compressor is required for the combustion process. The remaining 75-80% is utilized for cooling. This cooling air enters the combustion liner in such a manner that the flame pattern is prevented from impinging on the wall of the combustion liner. As the hot gases leave the combustion chamber and prior to entering the turbine sections, they remix with the cooling air to decrease the temperature of the gases passing tho turbine section to within desired limits. 63 2088 PG Powerplant 9-12008 ‘COPYRIGHT 1006, 2009 Ret Hetzepler Tenan ne "Acton ol Textron le ARIQNS Roser For Training Purposes OnlyPOWERPLANT succo Nozze veut COMPRESSOR ZL DISCHARGE LEZ incu" Af ee fe yy, Sy Yo nvm VA se Py sae a oe ie eee cher 3 100, 3 Madd 2 oo] : | - | Q 3 7 PEN BLEED al RASS (51) C40) (29) (-10K-4.7) (4A) (18) (27) 4B). 49)_ (60) 7H AMBIENT TENPERATURE— °F (°C) 64 2168 9 Powerpant 31.2008, COPYRIGHT 1988, 008 Bal HicoparTewronine. Aduson of Taxon nc. A Rigs Reuened For Training Purposes OnlyPOWERPLANT Compressor Bleed Air System Compressor blades are airfoils. If the angle of attack is too great or if the velocity of air flowing cover an airfoil is too low, flow separation occurs and the airfoil stalls. In order to produce engines with superior fuel consumption and rapid acceleration characteristics, it is necessary to operate as close to the stall region as possible. The ability of the compressor to pump air is a function of rpm. At low rpm, the compressor does ais not have the same ability to pump as it does at i Es = higher rpm. In order to keep both the angle of attack and air velocity within desired limits, it is necessary to "unload" the compressor. This is accomplished during starting and low power operations to make the compressor sense less restriction to the airflow by using a compressor bleed air system. This compressor bleed air system is an entirely automatic system which bleeds air from the 5th stage of the compressor during engine starting, acceleration, and at low compressor pressure ratio operation. The system includes a bleed air control valve attached to the compressor case and the necessary plumbing between the diffuser scroll and the bleed air control valve. The contro! valve is a modulating, pneumatic control that bleeds this air pressure over a specific range of the ratio of compressor discharge pressure to ambient pressure. This valve bleeds 5th stage pressure at low pressure ratios to unload the compressor in order to prevent compressor stall and surge. Compressor discharge air pressure sensing for air bleed control valve operation is obtained at a sensing port on the right front side of the diffuser scroll, The air bleed control valve is open during starting and flight idle operation. It remains open until a predetermined pressure ratio is obtained, whereupon the valve begins to modulate from the open to the closed position. When the engine is not in operation, the bleed valve is positioned fully open by means of a spring located inside of the vented piston chamber. The spring, along with th stage pressure directed onto the bleed valve end, are used during engine starting and acceleration to position the bleed vaive fully open. ‘The bleed valve is positioned open during engine starting and acceleration until the modulating pressure (Px) increases sufficiently to overcome the combined value of the spring and the ambient pressure (Pa). The bleed valve then closes, and it remains closed at all N1 speeds above the closing pm. 65 2000 FO Powerplant 942009 COPYRIGHT 1008, 209 Bat Heteopiee Toon Ie Adlvon of Toxin Inc. AIRights Reserved For Training Purposes OnlyPOWERPLANT Anti-leing System __ The anti-icing system provides hot air to the compressor front support areas that are subject to the formation of ice during icing conditions. This system is entirely separate and independent of any other bleed air system. it is activated from the pilot's position by manually moving the ANTLICE (marked DE-ICE on helicopters prior to SIN 3567) switch, located in the miscellaneous control panel, to the ON or OFF position. In case of electrical failure. the system will remain in the position selected at the time of failure. ‘The compressor inlet guide vanes and front bearing support hub are the only engine components with anti-icing provisions. Anti-icing is provided by the use of compressor discharge air that is taken from a fitting at the twelve o'clock position on the front face of the compressor scroll. An air shutoff valve and electrically controlled actuator are mounted on top of the gear case and mechanically linked to the valve. The stainless steel compressor front support consists of a double wall outer skin, seven hollow radial struts, and a double wall hub (bullet nose). During anti-icing operation, the tubes deliver hot 2ir from the antiicing valve to the two enti-icing inlet ports on the compressor front support. These ports deliver hot air into an annular passage formed by the double wall outer skin. Hot air flows from the annular passage through the hollow struts into the bullet nose. Some of the air flowing through the struts is ‘exhausted out of slots on the trailing edge of the struts. The remaining air is exhausted out of holes in the bullet nose. All surfaces of the compressor front support that come into contact with the compressor inlet air are heated and the formation of ice cannot occur. 6-6 12058 PG Poweniant 31.2008 ‘COPYRIGHT 1995, 209 BallHaicote Taxon re AdivsonofTexton ine. A Rghts Reward For Training Purposes CnlyPOWERPLANT Combustion Section The combustion section consists of an outer combustion case and a combustion liner. The combustion liner is located inside the outer case. The fuel nozzle and igniter plug are mounted in the aft end of the outer combustion case. Compressor discharge air (P3 air) enters the combustion case through two air tubes connected to the diffuser scroll, Air then enters the combustion liner through vanes and holes in the liner dome and skin. The air is mixed with fuel Bi sprayed from the fuel injector and combustion takes place. Most of the cooling air enters the combustion liner in such a manner that the flame pattem is prevented from impinging on the wall of the combustion liner. Combustion is even and continuous as long as the proper air/fuel mixture is maintained. Approximately 20% to 25% of the air delivered to this section is used to support combustion. The remaining 75% to 80% of the airis used to expand the gases and cool the intemal engine components. Approximately 2% of the air is used to seal oil passages, Turbine Section ‘As the gas stream leaves the combustion chamber, it passes to the turbine section. This high-energy gas stream powers the two turbine sections to sustain the airflow through the engine and provide output power. The turbine section consists of a gas producer turbine support, power turbine support, a two-stage gas producer turbine rotor, a two-stage power turbine rotor, and an exhaust collector support. The gas producer turbine drives the compressor and certain engine accessories through the N1 drive train. At 100% N1 the turbine rotates at approximately 50,970 rpm. ‘The power turbine drives the power output shaft, and certain engine accessories. The two stage power turbine at 100% N2 rotates at a constant 33,290 rpm. 67 2068 PG Poworlar_ 31.2008, COPYRIGHT 1865, 2009 Dat HeleaperTexton I=. /A chin of Teton Ins. A Rights Raceed “For Training Purposes OnlyPOWERPLANT Power Turbine (N2) and Drive Train 68 210 9G Powerpant_ 3.2008 COPYRIGHT 1966, 009 Bat HecoptrTeszonine. Adlvsion of Texron Ine. AF Right Resend ‘For Training Purposes OnlyPOWERPLANT The turbine takes advantage of the impact and reaction of the gases passing through the gas producer and power turbines. The turbines are considered to be of an impact, reaction type. Varying fuel flow changes the temperature of the gases passing through the turbine section and the amount of energy in the gas stream. This variation of gas ‘energy will result in a change in the expansion rate of the gases as well as a change in gas velocity through the turbines. Any increase in gas temperature will result in a Corresponding increase in the torque developed by the turbines. Turbine Outlet Temperature (TOT) The temperature of the gases passing through the turbine is sensed by means of four thermocouples located between the N1 and N2 turbine wheels. Each thermocouple produces a voltage proportional to the gas temperature. An average of the four voltages is displayed on the cockpit TOT gage. Power and Accessory Gearbox The main power and accessory drive gear trains are enclosed in a single gear case. The gear case serves as the structural support of the engine. All engine components are attached to the case. There are two independent drive trains in the gearbox, gas producer (N1), and power turbine (N2), ‘The gas producer N1 gear train drives (5 items) the N1 Tachometer Generator, Engine Driven Fue! Pump, Fuel Control Unit, the Starter/Generator, and the Oil Pump (inside ‘the gearbox). A two-stage helical and spur gear set is used to reduce N2 rotational speed from 33,290 rpm at the power turbine to 6016 rpm at the output drive spline The N2 gear train drives (4 items) the N2 Tachometer Generator, the Power Turbine Governor, the Torquemeter Gearshaft Assembly, and the Freewheeling Unit. 69 2008 6 Powerplant 3-1-2008 COpWrRGi 1906, 2060 Bat cpte Tanto Ine A Gita ef Taxon Ine. A Rights Rawewe For Training Purposes OnlyPOWERPLANT nassiea wamineaor QO) auissna te Q) (une aon) ‘sah WHE > isnt carro! 40% DILVWAH)S YILIWINOYOL Ine. AIRGHS Revened 6-10 208826 Poverpant 3.12003 Por Trating Purposes Only COPYRIGHT 1996, 2009 Bat Heiconar Tex inc ison of TaxonPOWERPLANT Torquemeter The torquemeter in the 250 series engine gearbox is a hydraulic type that uses the engine lubrication system as its oil (hydraulic) pressure source. In order to minimize friction effects and provide accurate measurement of torque, the axial gear thrust on the helical torquemeter gearshatt is high. Engine oil systam pressure must always be greater than the torquemeter oil pressure and is regulated to a value of 115-130 psi. The power turbine gear train has two stages of helical gearing. The helical powertrain drive gear driving the larger diameter gear on the helical torquemeter gear shaft accomplishes the first stage reduction. The smaller diameter gear on the helical torquemeter gearshafi driving the helical power takeoff gear-shaft accomplishes the second stage reduction. The helix angles on the gears are engineered to insure that both stages of reduction produce a forward axial thrust on the helical torquemeter gear shaft. If friction is neglected, this axial thrust is directly proportional to the torque transmitted through the gears. A ball bearing transmits helical gear thrust from the rotating helical torquemeter gear shaft to the nonroteting torquemeter piston. This piston has an antirotation pin that contacts a second antirotation pin on the flange of the support shaft. The piston is free to slide axially on the nonrotating and axially retained support shaft. This sliding piston serves as a variable position vaive that will admit regulated engine pressure cil from the ‘support shaft to the oil chamber formed by the piston and the flange on the support shaft. The flange also has an external groove that houses a piston ring and expander. The support shaft and piston are arranged in such a manner that an increase in gear thrust increases the piston inlet port opening. Since the outlet openings of the piston femain constant, the pressure inside the oll chamber is directly proportional to torque. Pressure in the oil chamber is directed to the torquemeter pressure sensing port on the front side of the accessory gearbox. The chamber oil is transferred through the support shaft antirotation pin and filter screen that is located in this passage. During a stabilized power condition, the axial thrust force acting on the piston is counter balanced by the torquemeter pressure in the oil chamber. When the torque output of the engine is increased, the result is an increased axial thrust acting on the piston and an unbalanced condition on the piston. The piston moves forward slightly to increase the piston inlet port opening. With a larger opening, there is less restriction to the flow of oil into the oil chamber. As a result, the pressure in the oil chamber increases. The pressure in the oil chamber continues to increase until its force acting on the piston counterbalances the axial thrust acting on the piston, When the two forces are equal, the piston stops moving and the pressure in the oil chamber will be higher than it was prior to the torque increase, The torquemeter indicating system, sensing a higher pressure, registers the increased torque. 6-11 2008 PG Poworpart s-1-2008 COPYRIGHT 1006, 2088 Bat Heleapar Texan eA Gon ol Tedon la Al its Reserve For Training Purposes OnlyPOWERPLANT ACCESSORIES LOCATION Om FILTER ASSEMBLY CAS phooucte FACHOMEtER GINEEATOR tAD GAS propucen FUEL CONTIOL Fue PUMP ueNee DRAIN VALVE FOWLE TUIBINE TACHOMETER ‘CENGATOR PAD M THERMOCOUMLE HARNESS ‘ASSEMBLY STANT COUNTER 612 2088 PG Fommplnt 3.2003, ‘COPYRIGHT 1005, 2003 Sell HelcoperTexton edison of Texto inc AURIghs Reserved er Training Purposes OnlyPOWERPLANT Engine Accessories The pressure discharge (Pc) air fitter is located in the compressor discharge air line that furnishes both the power turbine governor and gas producer fuel control with pressure discharge air for operation. The gas producer tachometer/generator generates an electrical signal that is a function of N1 gas producer turbine rotor rpm. The output of this tachometer generator is delivered to the gas producer tachometer and reflects gas producer turbine (N1) RPM The power turbine _tachometer/generator generates an electrical signal that is a function (9 Of N2 power turbine rotor rpm. The output of this tachometer generator is delivered to the power turbine tachometer indicator and refiects Bia power turbine (N2) RPM. = 6.13 zoe ro rowepant COPYRIGHT 1008 2018 Nat Helena Ton Ie i ind ren te A Rights Rovers For raining Purposes OPOWERPLANT a “ae The igniter coil converfs 28V DC energy into high temperature/nigh amperage arcs at the spark igniter gap and is required during the starting cycle. The igniter is threaded into the combustion outer case. It extends into the combustion liner providing Ignition sparks that ignite the fueliair mixture during start. Once the start is complete, the combustion is continuous and the ignition source is no longer required. Electrical power is supplied from the electrical bus and is protected by a 6 amp C/B marked IGNTR. The start counter is energized by the ignition system and is used to record the number of starts or attempted starts. The oil pump supplies a pressurized volume of of for proper lubrication and cooling of the bearings and gears. The pump also has the capacity to scavenge oil from the various sump cavities and to return this oil to the supply tank. The fuel nozzle atomizes and injects fuel into the combustion liner at the proper spray angle. The bumer drain valves drain any unburned fuel from the combustion section following an engine shutdown. During start, the drain valves close when the air pressure within the combustion section exceeds the air pressure on the outside of the combustion section by a predetermined value. The valves open on shutdown by means of spring action. etd 2088 PG Fomestant, 91-2009 (COPYRIGHT 1005, 208 Ball HelcorterTexton ne Adhvson of Toston he. A Rights Reserved Por Tralning Purposes OnlyPOWERPLANT The starter/generator is used as a do motor to crank the engine during the starting cycle. Once the start is completed the de generator supplies all the electrical needs of the helicopter and to keep the battery charged. The engine-criven fuel pump assembly is a single element gear type pump that produces approximately 600 psi. This high pressure is needed to operate the fuel control system. The pump receives filtered fuel from the airframe mounted fuel filter, increases the pressure, and delivers that high pressure fuel into the fuel controt unit. The gas producer fuel control and power turbine governor serve as the fuel control system to provide speed governing of the power turbine rotor and overspeed protection for the gas producer turbine rotor. The fuel control system senses Nt and N2 rpm, compressor discharge pressure, fuel control lever position, and collective position to regulate and maintain fuel flow between established limiting values. The system regulates the engine functions during starting, acceleration, governing, deceleration, and shutdown. 615 2008 PG Powentant 3-1-2003 COPYRIGHT 1908, 2018 Bot Holeaper Texan Ines cl Teron Ine. A ihts Raservoe For Training Purposes OnlyPOWERPLANT 9029- '079-057. DILVWHS W31SAS NOWLVOIEENT on 10Vve, syanawa id 6-16 2088 26 Powersant 94-2009 ‘COPYRIGHT 1065, 2002 Bol HelcovtrTexromine.AdWsir of Textron Inc. ALRIphisRevenes Por Training Purposes OnlyPOWERPLANT Oil System Tho engine incorporates a dry sump oil system with an exiemelly mounted supply tank and an oil cooler located on the top aft section of the fuselage. Oil is supplied from the tank to pressure and scavenge pumps mounted within . the engine accessory drive gearbox. The cil filler assembly, consisting of an oil filter, filter bypass valve, and pressure regulating valve, is located externally in the upper left-hand side of the gearbox. Magnetic chip detectors are installed at the bottom of the gearbox and at the engine oil outlet connection. All engine oil system lines and connections are internal except the pressure and scavenge lines to the front compressor bearing and to the bearings in the gas producer and power turbine supports. The system is designed to furish adequate lubrication, scavenging, and cooling as needed to the bearings, splines, and gears, regardless of the helicopter attitude or altitude. Jet lubrication is provided to all compressor, gas producer turbine, and power turbine rotor bearings, and to the bearings and gear meshes of the powor turbine gear train, with the exception of the power output shaft bearings. The power output shaft bearings and all other gears and bearings are lubricated by oil mist. 6.17 2065 PG Powoman| 3-4-2008, ‘COPYRIGHT 1905, 2003 Bot Helape: Tern IneA dis cf Textron Iz. igs Rocorved or Training Purposes OnlyPOWERPLANT The oil pump and filter assembly supplies a pressurized volume of oil for proper lubrication and cooling of the bearings and gears. Tho pump also has the capacity to scavenge oil from the various sump cavities and to retum this oil to the supply tank. Oil from the tank is delivered to the pressure ~ pump. The pressurized oil will pass through the filter and pressure regulator and then to various points of lubrication. Return oil is routed from ‘ i — the engine oil outlet port to the cooler and from there to the tank. A cooler blower assembly is mounted on the tail rotor drive shaft and provides cooling air to the oil cooler. The system oil pressure is regulated to 115-130 psig by the pressure regulating valve in order to balance the high axial gear thrust in the torquemeter. This high thrust value is necessary to minimize friction offects and provide accurate measurement of torque. The normal capacity of the engine oil tank is 6.5 eeipecclliees., U.S. quarts. The oil level is checked by means of a dipstick mounted on the cap and adapter assembly. The oil tank provides port openings for the supply tube, vent tube, scavenge tube, temperature bulb, and drain valve. The oil cooler is mounted on top of the duct on the oil cooler blower. Retum oil from the engine flows through the oil cooler bypass valve or through the oil cooler core and returns to the oil tank. Routing regulated oll pressure through an extemal line to the engine oil pressure gage in the cockpit monitors oil pressure. Oil temperature ic monitored by the use of a temperature bulb mounted in the oil line at the base of the oil tank. That signal is delivered to the temperature side of the engine oil gage through the aircraft 28 volt electrical system and is protected by a 3 amp circuit breaker labeled ENG XMSN TEMP IND. 618 2088 FG Fomeciant, 9-4-2009, ‘COPYRIGHT 1005, 2009 BellHetcopier Teton eA divin of Texton In. AIIRght Reserves For Talning Purposes OnlyPOWERPLANT sTUNSS3¥d JOUYHOSTO WOSSTEAWOD > 7 lesa eWnd 13nd Rod YONYIAOD want INIGEAL YIMOd ‘WONEEADD e any JOUNOD 13nd WINGO’ SVD JINSSA¥d YONIEAOD 04 ‘bal saint ranssiid Per) vorsmuwo> DILVWAHDS WALSAS 13nd For Training Purposes Only 619 2008 PS Powerpant3-12009 COPYRIGHT 1006, 208 Bal Hazon Tesan ne "Aviso of Test Inc. AlRIghs ReservasPOWERPLANT Engine Fuel System The principal components of the engine fuel system are the engine driven fuel pump, gas producer fuel control, power turbine govemor, two accumulators and a double check valve, and a fuel nozzle. The engine driven fuel pump incorporates a single gear type pumping element and a bypass pressure regulating valve. When the engine is in operation, the gas producer fuel control bypasses fuel not required for operation back to the pump assembly. The regulator valve controls the bypass fuel pressure. The gas producer fuel control and the power turbine governor provide for a fuel metering system. To regulate and to maintain fuel flow, this system senses gas producer rpm, power turbine rpm, compressor discharge pressure, and twist grip position, The double check valve and accumulators, located in the pneumatic line between the power turbine governor and the governor reset section of the gas producer fuel control, are incorporated to dampen torsional oscillations encountered in helicopter rotor systems. The fuel nozzle has a single entry and a dual outlet orifice. This nozzle provides an atomized spray of fuel at all flow conditions that are required by the engine. It is designed to provide an optimum spray angle for starting the engine, plus even distribution of fuel into the combustion liner. The fuel nozzle Is equipped with a filter to minimize the possibility of contamination. The fuel control system controls engine power output by controlling the gas producer speed. These speed levels are established by the action of the power turbine governor, which senses power turbine speed. The power turbine speed is selected by the pilot through the use of the governor RPM increase/decrease switch on the collective, The power required to maintain this speed is automatically maintained by power turbine govemor action on metered fuel flow through the gas producer fuel control. The power turbine governor lever schedules power turbine govemor requirements. The power turbine governor schedules the gas producer speed (N1) change to maintain a constant output shaft (N2) speed. Fuel flow for engine control is established as a function of compressor discharge pressure, engine speed (N1 gas producer andior N2 power turbine), gas producer lever angle and power turbine governor lever angle. Fuel flow is a function of compressor discharge pressure as sensed in the fuel control The engine controls consist of the N1 gas producer controls and the N2 droop compensator controls. The gas producer controls are operated by a twist grip on the collective stick. The droop compensator controls are operated from a bellcrank in the collective system. 6-20 2168 2G Powerlant_ 91-2008, ‘COPYRIGHT 1906, 2008 Bal HeicapaeTeuronine "A dsin of Texton Ine. ARGS Reserved ‘For Training Purposes OnlyPOWERPLANT The N1 gas producer controls operate the gas producer fuel control. They consist of a flexible control cable which extends from the throttle arm on the rear of the collective stick to a belicrank assembly mounted on the engine deck. A control tube is connected between the bellcrank and a lever mounted on the fuel control shaft. as racouers eeanot 6.21 2008 Po Powapiart 3-1-2008, COPYRIGHT 1905, 2009 fat Haleaper Teton eA duicon of Teton In. A Rights Raed For Training Purposas OnlyPOWERPLANT ws ay og = AEE in cts / QR (MARK ALLONARLE POSmTON Qo? Na on NOTE TOOBTAN CONSISTANT AND ACCURATE REROINGSALWAYS ‘VIEW THE QUADRANT#ROM betas SQUanE AWar. aca STARTACCELERATION JOSTMAENT " @) a - L euonn | | serine Fon at 20, |” Het, ‘START OEREHMENT ADJUSTMENT ‘ioe ee MAC 6-22 12068 PG Powarniant 81.2008 (COPYRIGHT 1005, 2003 8a HeiconarTexronine. Adivsion of Taxron Inc. A Rights Resoros For Training Purposes OnlyPOWERPLANT Droop Compensator System The N2 droop compensator control system consists of a mechanical linkage between an idler in the collective system and a lever mounted on the power turbine governor shaft. Movement of the collective stick results in a repositioning of the governor shaft. This action provides droop compensation to prevent rpm variations as power changes are made. The system incorporates a linear actuator which is controlled electrically by a GOVernor rpm INCrease/DECRease switch mounted on the collective head. The droop compensator maintains N2 engine rpm as power demand is increased. It is a direct mechanical linkage between the collective stick and the speed selector lever on the N2 governor and will maintain N2 tpm when properly rigged. Droop is defined as the speed change in N2 engine rpm as power is increased from a no load condition. This characteristic is designed into the governor system to prevent instability from developing as engine output is increased. Without this characteristic, N1 speed would overshoot or hunt the value necessary to satisfy the new power condition. Also, if N2 is allowed fo droop other than momentarily, the reduction in rotor speed could become critical. 107 re N2 transient overspeed limits 15 a bs) seconds maximum. Shaded area 103 BeAr Ae ee represents allowable overspeed, ENGINE RPM % ENGINE TORQUE % 6-23 2008 PG Powerlent 9-12060, (COPYRIGHT 1996, 003 Bol HeicopiorToxion Pe. A dvon of Ton Inc. ANRigts Reserved or Training Purposes OnlyPOWERPLANT ENGINE START Peet xo, ES AS BAT switch - ON for battery start; ON for GPU; OFF for battery cart start. WRN HORN MUTE button (if installed) - Press to mute. Collective pitch - Full down, Throttle - Full closed. Rotors - Clear. Starter - Engage (observe Engine Starter Limitations, Section 3). Engine oil pressure - Indication of increase. Throttle - Open to flight idle between 12 to 15% gas producer RPM with Turbine Outlet Temperature (TOT) at or below 150°C. Use the following guide for desired N1 starting speed versus outside air temp: 15% N1 RPM above 45°F (7°C); 13% N1 RPM at 0°F to 45°F (-18°C to 7°C); 12% N1 RPM below O°F (-18°C). A start should not be attempted at N1 speeds below 12%. Verify that rotor is turning by 25% N41. Starter - Release at 58% gas producer RPM (N1). Engine and transmission oil - Check pressures increasing. If the engine has been shut down for more than 15 minutes, stabilize at idle speed for one minute before increasing power. 6-24 2088 PG Powerpiont 34-2003 COPYRIGHT 1986, 2009 Bal Helicopter Texzen ine. Adivson of Texron ne. AF RURts Resoned For Tring Purposes OnlyPOWERPLANT Gas producer RPM (N1) - Check for 60 to 62%. Throttle - Open to 70% gas producer RPM. GEN switch - On. Power turbine (N2) governor - Check range 97 to 100% RPM. Collective - Full down, friction removed. Rotor RPM (Nr) - Set to 100%. ENGINE SHUTDOWN Throttle - Flight idle. Check engine deceleration time. Full RPM to 65% N1 should take 3 to 5 seconds. Consult Allison Engine Operation and Maintenance manual if these times are exceeded. WRN HORN MUTE button (if installed) - Press to mute. Flight controls - Position for shutdown; apply friction. ENGINE DEICING or ENGINE ANTH-ICING switch - OFF. TOT - Stabilized at flight idle speed for two minutes. IDLE REL button - Depress and roll throttle firmly to full closed position. To ensure engine cutoff, hold throttle in closed position until N1 decelerates to 0 and TOT is stabilizing, Do not tum BAT ewitch off until N1 is 0 and TOT stabilized TOT - Check decreasing. During rotor coast down, apply cyclic to minimize static stop contact. FUEL VALVE switch OFF. GEN switch - OFF. BAT switch - OFF after N1 is zero and TOT stabilized. Pilot should remain at flight controls until rotor has come to a complete stop. 2008 PS X 9-12003 ‘COPYRIGHT 1008, 2009 Bal Helzopae Toston Aclvaon of Tesron Inc. ARIghs Reserved For Tralning Purposes OnlyPOWERPLANT Servicing Certain oils conforming to following specifications are approved for use in engine: Spectfication OAT Range MAL-L.7808 (NATO 0-148) Any OAT MIL-L-23699 (NATO 0-156) OAT above ~40°C(-40°F) DOD-L-85734 OAT above -40°C (-40'F) NOTE Because of availabilty, reduced coking and better lubricating qualities at higher temperatures, qualified MIL-L-23699 oils are preferred by engine manufacturer. The best suited oil for operation in the 250 series engines are, Mobile Jet Oil 254 and Aeroshell 560. NOTE Long tem use of DOD-L-85734 oil may increase probability of seal leakage in accessory gearbox. Refer to BHT-206B-3-FM-1 for engine oil limitations. Capacity: 5.5 U.S. quarts (5.2 liters). Engine oil tank is located under aft fairing, and access doors are provided for filing and draining oll tank. A dip stick attached to the filer cap is provided to determine quantity of oil in tank. 6-26 16 Pownplant COPYRIGHT 105, 2109 Bal Hecate: Texsan fe. ‘nd een re. AL RightsReserved For Traning Purposes Onl