Maintaining Turboprop Power

MAINTENANCE TRAINING MANUAL
Chapter 71 - Powerplant
Table of Contents
Powerplant 4 Turboprop Operation 54

Forward Side Door Assembly 6
Aft Side Door Assembly 6 Main Airflow 56
Lower Cowl Assembly 12 Component Identification Left Side 58

Lower Cowl Attachment Bolts 15
Lower Cowl Hinge Pins 16 Component Identification Right Side 60
Intake Bypass Door 17
Cold Section 62
Function / Operation
Spine Cowl Assembly 22 Air Inlet and Compressor Section 64
Front Inlet Case
Engine Vibration Isolation System 24 LP Compressor Case
(EVIS) Inter – Compressor Case 66
Hydraulic Torque Compensation System 26
(HTCS) Compressor Section 68
RGB Side Vibration Isolators 30
RGB Top Vibration Isolator 32 P2.2 Interstage Bleed Valve 70
Aft Engine Vibration Isolators 34 Purpose and Operation
P&W Main Features 46 P2.2 IBOV Logic 72

Main Modules 48 Steady State
Flanges & Stations 50 Response to Failure
Main Engine Bearings 52 P2.2 IBOV (Summary) 74
Issue Dec 12 FOR TRAINING PURPOSES ONLY Chapter 71 Page 2

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Table of Contents (Cont’d)
P2.7 Handling Bleed – Off Valve 76 HP Vane Assembly 90

Operation Purpose
Construction
P2.7 HBOV Logic 78 Effect of Vane Area……
Steady State Logic
Transient HP Turbine Assembly 90
Slam Deceleration Purpose
Reslam Construction
Response to Failure
P2.7 HBOV (Summary) 80 LP Vane Assembly 92
Function
Cabin Bleed System Supply 82 Construction
Operation Effect of Vane Area……
P2.7 Check Valve 84 LP Turbine Assembly 92

Purpose Function
Operation Construction
Hot Section 86 Power Turbine Section 94

Purpose Inter Turbine Vane (ITV)
Operation Function
Power Turbine Vane Ring
Combustion Chamber Liner 88 Function
Purpose Construction
Construction Power Turbines 96
Function
Construction
Power Turbine Shaft
Function

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Reduction Gearbox (RGB) 98 RGB Oil Supply System 120

Front Housing
Rear Housing Oil Cooler 122
Accessory Drive Cover 100 Oil Cooler Bypass Valve 126
Components Mounted on RGB Oil Cooler Ejector 127
Oil Cooler Ejector Valve 128
Secondary Air System 104 Oil Cooler Outlet Flap 130
General Airflow Oil Cooler Temperature Chart 131
Secondary Airflow Remote Oil Level Indication 134
Air used for…….
The Engine Indicating System 138
Air / Oil Separators 106
Function Speed Indicating / T1.8 Sensor 140
Construction HP Rotor Speed (Nh)
Operation LP Rotor Speed (NL)
Propeller Speed (Np)
Bearing Sealing / Hot Section Cooling 108 T1.8 Temperature Sensor 140
Sealing
Cooling 110 Indicated Turbine Temperature 144
Brush Seals Function
Construction
Oil System 114 Operation 146
Function
System Description ITT Trim System 148
Function
Pressure System 116
Scavenge System 118 MOT / Cold Junction Sensor 150
Vent / Breather System

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Torque Measurement System 152 Fuel Heater 184

Function Function
Construction Description
Torque Shafts Operation 186
Torque Processing 156 Fuel Pumps 188

Torque Trim Bias / Gain Function
Characterization Plug 158 Description / Operation
Power Indicating System 160 Fuel Metering Unit 190

Powerplant Indicating Overview 163 Operation 192
Engine Ignition System 166 Fuel Flow Divider & Dump Valve 194
Function Function
Construction Operation
Operation
Starting Sequence 170 Fuel Manifold / Nozzles 198
Electrical Operation 172 Function
Abort Start Conditions 176 Description
Engine Fuel Control System 180 Powerplant Electronic Interface 201
Mechanical Interface 180 FADEC 202

PLA Functions General Overview 204
CLA Functions Description 206
Inputs / Outputs 208
Fuel System 182
Function Permanent Magnet Alternator 212
Construction Function
Operation Description

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Power Levers 214
Condition Levers 220
Powerplant Rig Trimming 226
Engine Rating 230

Emergency 232
MTOP
NTOP
MCL
MCR
Np / Nh Governing 236
Power Request Logic 240
Bleed Selection effect on Rating 244
Engine Cockpit Interface Unit 248

Purpose
Description
ECIU Interfaces 251
Exhaust System 256
Engine Monitoring Unit 266

EMS Description
Flight Compartment Display
Menu Layout

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Intentionally Left Blank

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Abbreviations
ADC – Air Data Computer MCL – Maximum Climb Power

A/F – Autofeather MCR – Maximum Cruise Power
AGB – Accessory Gearbox MCT – Maximum Continuous Power
ARINC – Aeronautical Radio Inc MFD – Multi Function Display
ARCDU – Audio Radio Control Display Unit MOP – Main Oil Pressure
AUPC – Automatic Underspeed Protection Circuit MOT – Main Oil Temperature
MPU – Magnetic Pulse Unit
BETA – Propeller Non - Governing Mode of Operation
NH – High Pressure Rotor Speed
CDS – Central Diagnostic System NL – Low Pressure Rotor Speed
CDU – Cockpit Display Unit NP – Propeller Speed
CLA – Condition Lever Angle NPT – Power Turbine Speed
NTOP – Normal Take Off Power
ECIU – Engine Cockpit Interface Unit
ECS – Environmental Control System OAT – Outside Air Temperature
ED – Engine Display
EEPROM – Electrically Erasable Programmable Read Only Memory Pamb – Ambient Pressure
EMU – Engine Monitoring Unit PCU – Propeller Control Unit
ESHP – Equivalent Shaft Horsepower PEC – Propeller Electronic Controller
ESFC – Equivalent Specific Fuel Consumption PLA – Power Lever Angle
PMA – Permanent Magnet Alternator
FADEC – Full Authority Digital Engine Control PRV – Pressure Regulating Valve
FDV – Flow Divider Valve Ps0 – Ambient Static Pressure
P3 – High Pressure Compressor Discharge Pressure

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Abbreviations (Cont’d)
FMEA – Failure Mode Effect Analysis Q – Torque

FMU – Fuel Metering Unit
RGB – Reduction Gearbox
HBOV – Handling Bleed-Off Valve RTD – Resistive Temperature Device
RVDT – Rotary Variable Differential Transformer
IBR – Integrated Blade Rotor
IFC – Integrated Flight Cabinet SHP – Shaft Horsepower
ISA – International Standard Atmosphere
ITT – Indicated Turbine Temperature T1.8 – Total Inlet Temperature
ITV – Inter Turbine Vane Tamb – Ambient Temperature
LP – Low Pressure UART – Universal Asynchronous Receiver

LRU – Line Replaceable Unit and Transmitter
LVDT – Linear Variable Differential Transformer
Wa – Air Mass Flow Rate
Wf – Fuel Mass Flow Rate

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Powerplant
The PW150A engine has three front mount ing pads, two side and one top, mounted on the Reduction Gearbox (RGB). The engine also has two
aft mounting pads located on the left and right sides of the Intercompressor Case.
The front mounting pads transmit axial, vertical and lateral loads. The front side pads transmit most of the engine torque loads. The
aft mount -ing pads transmit vertical and lateral loads, and the remaining engine torque loads.
The bottom of the RGB also has two pads for a torsion bar type torque restraint system, but these are not used in this installation.
The Engine Vibration Isolator System (EVIS) and the Hydraulic Torque Compensation System (HTCS) work together, to provide a load path
from the engine mounting pads to the nacelle Engine Mount Structure (EMS). The EVIS has a vibration isolator, soft isolation mount, for each
engine mounting pad.

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Forward Side Door Assembly
The purpose of the forward side door assembly is to provide aerodynamic smoothness, in flight and access to engine components when
opened.
The left and the right forward side door assemblies give access to the equipment in zones 4123 (left nacelle) and 4223 (right nacelle).
The doors are made from carbon epoxy composite, bonded around a honeycomb core. A layer of copper mesh bonded around the
outer surface protects against HIRF and lightning strike.
Each door has:
 Three hinges.
 One door support strut
 Four door latches
The hinges are attached onto the spine cowl with nuts, bolts and washers. The door support strut is telescopic and locks the door in the fully
open position. The bottom of the strut is bolted to a fitting on the door. The top of the strut is attached to a pedestal fitting on the mid frame of the
engine mount structure (EMS). The door latches are of the pin type.
When the door is closed and locked, the pins engage with latch fittings on the engine mount structure and on the lower cowl. One latch is on the
forward edge, one is on the aft edge and two are on the bottom edges of the door. Each latch has an internal (to the cowl) cover to constrain
leakage of flammable fluids. The left door has a NACA air-duct bonded to the inner skin. The duct is made from carbon epoxy.
The right door has an inlet duct and an outlet duct which cools the DC starter-generator. The outlet duct is made from titanium and the inlet duct
is made from carbon epoxy. The ducts are attached to the door with rivets. Bellows type seals are attached to the ducts with clips. The seals
interface with the DC starter- generator.

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Aft Side Door Assembly
The aft side door assemblies provide access to engine components.
The left and the right aft door assemblies give access to the equipment in zones 412 (left nacelle) and 422 (right nacelle).
When the doors are closed, they are attached to the EMS on three sides with quick release fasteners. The doors hinges are attached to the top
edge of the door with rivets. The hinges are bolted to the EMS.
Peripheral seals are bonded around the edges of each door.
Each door has two support struts which give support to the doors when they are fully open. They are installed in fittings on the front and rear
edges of each door. Each fitting is attached to the door with bolts. The bottom of the strut is bolted to a slot in the fitting, and the top of the strut
is attached to a pedestal fitting on the EMS.
When the door is opened the struts lock the door in fully open position.
The doors are made from titanium with Z type stiffeners on the inner surface. A cover plate is attached to the bottom, front left of the door with
two quick release fasteners.
The cover plate is removable for compressor washing access.

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Lower Cowl Assembly
The lower cowl assembly forms part of the primary structure of the nacelle. The lower cowl also directs air from the airframe intake to the -
engine intake - to the bypass system (and to the oil cooler)
The lower cowl assembly is a primary structure cowl. It gives support for the propulsion system load during flight.
The cowl skin is made from the carbon epoxy composite, and the structure is made from titanium. The cowl contains the engine air intake, a
lower intake duct and a foreign object door (FOD) assembly.
The FOD door assembly is also known as the engine intake bypass door or debris door.
The duct engages with the engine front inlet case duct through a large flanged hole in the upper surface of the cowl. The hole has an air intake
seal around the inner surface of the flange. A wing inspection light is on the outboard side of each cowl. The drain mast is bolted on the left side
of the cowl and an inflatable deicer boot is bonded around the intake area.
The cowl is bolted (through fittings) to the bottom of the engine mount structure. The (expandable) bolts have special locking arms, which can
only lock when the bolts are correctly installed through the fittings. The bolts are attached to the structure with lanyards.
The cowl has hinge assemblies attached to its rear structure with bolts. When it is necessary to do maintenance, the six expandable bolts are
removed and the cowl is lowered at the front using ground support equipment. Two quick release pip pins that engaged through the hinge
assemblies, give support to the rear of the cowl. To remove the cowl, disengage the pip pin.

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Spine Cowl Assembly
The spine cowl assembly forms part of the engine mounting structure between forward and mid frames and is bolted to the top of the nacelle
between the forward and the mid frames.
The cowl is manufactured from titanium and has three hinges on each side. The hinges support the forward side doors. The spine cowl also
contains installation mounts for the propeller electronic controller (PEC).
A heat shield assembly for the pneumatic pre-cooler is bolted to the spine, and a louver in the skin (aft of the heat shield assembly) is the
exhaust outlet from the pneumatic system pre-cooler.

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Engine Vibration Isolation System (EVIS)
The Engine Vibration Isolator System (EVIS) and the Hydraulic Torque Compensation System (HTCS) work together to give a load path from
the engine mount pads to the nacelle Engine Mount Structure (EMS).
Each engine has three front mounting pads (two side and one top) mounted on the Reduction Gearbox (RGB). The engine also has two aft
mounting pads located on the left and right sides of the inter-compressor Case.
The Hydraulic Torque Compensation System provides high torsional stiffness to react against engine torque loads. It also provides
low translational stiffness to minimize the transmission of vibrations.
The Reduction Gearbox (RGB) top mount pad transmits axial, vertical and lateral loads. The RGB side pads transmit most of the engine torque
loads. The turbo machinery aft mounting pads transmit vertical and lateral loads and the remaining engine torque loads.

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Hydraulic Torque Compensation System (HTCS)
The HTCS has: Two hydraulic actuator cylinders, Hydraulic fluid reservoir, Restrictor, Check valve and Connecting tubes
The HTCS is located on the forward face of the font frame. The HTCS gives the EVIS high torsional stiffness for engine torque loads. It also
gives low translational stiffness to minimize the transmission of vibrations to the engine mount system.
Under a counter-clockwise positive torque load, the actuators compress the hydraulic fluid into the reservoir through an orifice. Fluid
pressure against a piston through the actuator cover indicates piston position (and therefore system pressure). A high torsional
stiffness is created by the trapped fluid.
The system has zero torsional stiffness under a clockwise, negative, torque load. Negative torque will be reacted to by the side and rear
isolators into the engine mounting structure. In this condition fluid will transfer rapidly from the reservoir into the actuators through the check
valve.
A high transient negative torque may rotate the engine to the snubbing limit of the side isolators. At the snubbing limit the HTCS actuators will
not bottom out.
Under a vertical load, the HTCS acts as a hydraulic damper by transferring fluid from one actuator to the other. The magnitude of the dampening
is a function of the fluid pressure drop.
The system contains approximately 10 in³ (163.9cm³) of MIL-H 5606 hydraulic fluid. The system is pre-pressurized against the reaction from the
mounts, to 211 psig (1455 kPag). This is to avoid the possibility of cavitation during a rapid transition to negative torque.
The pressure can be determined by measuring the stand-out of the indicator at the end of the reservoir. The nominal pressure at take-off is
3140 psig (21650 kPag).
The cylinder, reservoir and supply tubes are made of stainless steel. In the event that fire causes leakage of the hydraulic fluid, the front mounts
will snub and react to the engine torque.

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RGB Side Vibration Isolators
The RGB side vibration isolators react to axial, lateral and vertical loads. They are linked to the HTCS to react to torque loads.
The vibration isolators are installed on the left and right side mount pads of the Reduction Gearbox. They use identical hardware and can be
assembled in either a left or right configuration.
They are linked to the HTCS to react torque loads. The mounts are redundant, so that system integrity is maintained after loss of one mount.
The isolator has a bracket assembly, two isolator plates and a HTCS link. The isolator plates have a single plate with two elastomer pads
bonded to one side. The bracket is installed to the engine mount pad by four bolts.
The HTCS link has a spherical bearing at each end, with the lower end bolted to the bracket on the engine. The upper end is bolted to the HTCS
actuator on the front frame. A single bolt and core assembly attaches the isolator plates to the front and rear sides of the bracket. The bolt then
passes through the front frame and is secured with a nut and cotter pin.
The bracket assembly, link, core and all bolts are stainless steel. The forward isolator plate is titanium and the rear plate is aluminium, and
must be assembled in this manner. In the event of an engine fire burning out the elastomer pads, the metallic components of the isolator will
snub and still react to engine loads.

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RGB Top Vibration Isolator
The RGB top vibration isolator reacts to axial, lateral and vertical loads. It also gives engine restraint in the event that both aft mounts fail.
The vibration isolator is installed on the forward top mount pad of the engine Reduction Gearbox.
The isolator reacts to axial, lateral and vertical loads and gives engine restraint in the event that both aft mounts fail.
The isolator has a titanium bracket and two isolator plates that have elastomer pads bonded to each inner surface. The forward plate is titanium
and the aft plate is aluminum and must be assembled in this manner The bracket is bolted to the engine mount pad by four stainless steel bolts.
A single steel bolt and core assembly, attaches the plates to the fore and aft sides of the bracket and fastens the compete assembly to the front
frame. Clearance between the core and the bracket gives the snubbing envelope.
In the unlikely event of an engine fire burning out the elastomer pads aluminum plate, the titanium bracket, front plate and stainless
steel bolt and core assembly will remain in place.
The mounts will snub and allow increased fore and aft motion of the engine, but the load carrying capacity will not be impaired.

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Aft Engine Vibration Isolators
The aft vibration isolators react to vertical and lateral engine loads and a small percentage of the engine torque loads.
The aft vibration isolators are installed on the left and right aft mount pads of the engine. They use identical hardware and can be assembled in
right or left configuration.
The isolator has an engine bracket, mid-frame bracket, two outer plates and a link. The outer plates have elastomer pads bonded to their inner
faces. The engine bracket is bolted to the engine mount pad by four bolts. A single through bolt attached spigots on the outer plates to a
spherical bearing in the engine bracket.
The inner surfaces of the elastomer pads key to the faces of the mid frame bracket. The mid-frame bracket attaches to the mid-frame at the top,
using a spherical bearing and bolt and at the bottom, using a link, spherical bearing and a bolt.
The arrangement of link and spherical bearings allows for differential expansion of the engine and structural components, without affecting load
transmission. Clearance between the pad spigots and the mid-frame bracket gives the snubbing envelope. The engine bracket and all the bolts
are made of steel. The centre bracket and isolator plates are titanium. In the event of an engine fire burning out the elastomer pads, the metallic
components of the isolator will snub, but still react to engine loads.

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P & W 150A Main Features
 5071 SHP (MTOP)  Electronic Torque Measurement System
 2 Modules  Dual Channel Propeller Electronic

Turbomachinery Module Controller (PEC) with Autofeather System
Reduction Gearbox Module
 Propeller Reverse Thrust Capability
 Twin Spool Compressor (HP – LP):
3 Stage Axial Compressor (LP)
1 Centrifugal Compressor (HP)
 Triple Shaft
 Free Turbine
 Straight Flow
 Reverse Flow Combustion Chamber
 Dual Channel Full Authority Digital

Electronic Controller (FADEC)
 Fuel Metering Unit (FMU) controlled by FADEC
 Reverse Power Capability

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P&W 150A Main Modules
Reduction Gearbox (RGB)
Turbomachinery

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Flanges & Stations
A. RGB Front Case to Rear Case

PW150A Station Temperatures
B. RGB Rear Case to Front Inlet Case (Take –0ff Conditions at Standard Day)
C Front Inlet Case to Low Pressure Compressor Case Station Temperature

1 15
E. Low Pressure Compressor Case to Inter Compressor Case 2 16
2.2 172
F. Inter Compressor Case to Gas Generator Case 2.5 222
2.7 287
K. Gas Generator Case to Turbine Support Case 3 449
4 1396
J. Turbine Support Case to Exhaust Case 4.1 1302
4.4 839
6 593
Note: 7 593
A.C.E.F = Overhaul Level Only (Written Authorization Only)
B.K.J = Overhaul and Field Level (No Written Authorization Req’d)
(Flange “D” is internal)

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Main Engine Bearings
Ball Bearings () Absorb Axial and Radial Loads
Roller Bearings ( ) Absorb Radial Load only and allow for Shaft Expansion
The following table shows the Bearings that support each shaft in the Turbomachinery
Power Turbine Shaft

No.1 Ball, No. 2 Roller, No.6.5 Roller, No.7 Roller
Low Pressure Shaft

No.2.5 Roller, No.3 Ball, No. 6 Roller
High Pressure Shaft

No. 4 Ball, No.5 Roller
Of the Nine Main Bearings, No.1, No.3 and No.4 are Thrust Load Bearings.
No’s 2, 2.5, 5, 6, 6.5 and 7 are Radial Load Bearings which also allow for Thermal expansion.

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Turboprop Operation
The PW150A is a turbine engine driving a propeller via a two stage reduction gearbox. Three major rotating assemblies compose the heart of
the engine. One assembly consists of the low pressure compressor and its low pressure compressor turbine, another assembly consists of
the high pressure compressor and its high pressure turbine, the other consists of the two power turbines and the power turbine shaft.
The three rotating assemblies are not connected together and rotate at different speeds and in opposite directions. This design is referred to as
“Free Turbine Engine”. This configuration allows the pilot to vary the propeller speed independently of the compressor speed. Starter cranking
torque is also lower since only the high-pressure rotor is initially rotated on start. Activating the starter mounted on the accessory gearbox starts
the engine.
The compressors draw air into the engine via the inlet case, it then increases its pressure across an axial (3 stages of LP) and a single stage HP
centrifugal impeller and delivers it around the combustion chamber. Air enters the combustion chamber via small holes and, at the correct
compressor speed (NH), fuel is introduced into the combustion chamber. Two spark igniters located in the combustion chamber ignite the
mixture.
The generated hot gases are then directed to the turbine area. At this point, ignition is turned off since a continuous flame now exists in the
combustion chamber. The hot expanding gases accelerate through the high and low pressure compressor turbine vane rings and cause the
compressor turbines to rotate, driving the HP and LP compressors. The still expanding gases travel across the 1st and 2nd stage power turbines
(NP), and provide rotational energy to drive the propeller shaft.
The reduction gearbox reduces the power turbine speed (17501 RPM) to one suitable for propeller operation (1,020 RPM)
Gases leaving the power turbines are expelled out to the atmosphere by the exhaust duct. Engine shutdown is accomplished by cutting fuel
going to the combustion chamber. An integral oil tank located in the bottom of the low-pressure compressor case provides oil to bearings and
other systems, e.g. propeller. A fuel-metering unit mounted on the accessory gearbox regulates fuel flow to the fuel nozzles in response to
power requirements and flight conditions.
The propeller electronic controller (PEC) controls the speed of the propeller through the propeller control unit (PCU), mounted on the reduction
gearbox by varying blade angle depending on power requirements, pilot speed selection and flight conditions.

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Main Airflow
Straight Flow:
 Front Intake
 Exhaust at Rear
 Recuperates 100% Jet Thrust
Reverse Flow Combustion Chamber:
 Makes for a shorter & lighter engine
Free Turbine:
 Easier Starting
 Variable Propeller Speed

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Component Identification View from LEFT Side
1. Propeller Shaft 21. RGB Module Data Plate

2. Propeller Shaft Drain 22. A.C. Generator Drive Pad
3. RGB Mounting Pad 23. EDP Drive Pad
4. A.C. Generator Chip Detector 24. Fuel Metering Unit (FMU)
5. NpTq Sensors 25. Fuel Heater Filter Bowl
6. FADEC 26. Nh Sensors (x2)
7. Oil Sight Level 27. MOP Filter, Impending Bypass Switch
8. Oil Pressure Regulating Valve 28. Gas Generator Case
9. Low Oil Pressure Switch 29. P2.7 Cooling Air for Turbine Support Case
10. Oil Pressure Transducer 30. ITT Trim Cable
11. Main Oil Pressure Filter 31. Impending Bypass Indicator (Pop – Out)
12. P2.2 Interstage Bleed Off Valve 32. Bull’s Eye Oil sight glass
13. No.5 Bearing Oil Feed Transfer Tube
14. Rear Engine Mount
15. P3 Port
16. Borescope Port
17. Spark Ignitor
18. Fuel Nozzle Adaptors
19. Fuel Nozzle Manifold
20. ITT Probes

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Component Identification View from RIGHT Side
1. AGB Breather Pipe

2. P3 to ECS
3. Angle Drive Gearbox
4. P2.7 to ECS
5. Cyclonic Deaerator
6. Turbomachinery Chip Detector
7. Starter Generator
8. Propeller Overspeed Governor Pad
9. Fuel Metering Unit (FMU)
10. Auxiliary Feather Pump Pad
11. RGB Chip Detector
12. RGB Scavenge Oil Filter, impending bypass switch
13. RGB Scavenge Oil Filter Bowl
14. Ignition Box
15. Oil Pump Pack
16. P2.7 Handling Bleed Off Valve
17. Fuel Flow Divider
18. Spark Ignitor
19. Borescope Port
20. Borescope Port
21. Turbine Support Case

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COLD SECTION
Function / Operation:
To supply correct air mass flow and pressure necessary for different needs, this Compressor Section pulls air into the Engine, where it
increases air pressure before it is supplied to the Combustion Chamber.
The Compressed Air is used to sustain combustion that gives energy necessary to rotate the Compressor and (Propeller) Power
Sections. It cools Main Hot Section components and is the source of compressed air for the ECS (Air Conditioning and De – Icing). Its
Secondary Air is utilised to seal Bearing Cavities and assist with Oil Scavenging.
FADEC, utilizing compressed air from the Cold Section via the P2.2 Interstage Bleed – Off Valve and the P2.7 Handling
Bleed – Off Valve, control the mass flow of the Cold Section.

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Air Inlet & Compressor Section
The Air Inlet Section directs air to the Compressor Section. It consists of, the Inlet Case and the LP Case, made of Magnesium and
the Intercompressor Case, that is made from Titanium.
Front Inlet Case:
The Front Inlet Case houses the Power shaft coupling. The Intake inner lip is Anti – Iced with RGB Scavenge Oil and also includes a
Compressor Wash Port. It also provides installation for the following:
 FADEC
 Turbomachinery Data Plate
 Access Plate (De – coupler)
 MOT and ITT Trim System
 NL Speed Sensor
 NpTq Sensors
 T1.8 Probe
LP Compressor Case:
The LP Case houses an Integral Oil Tank and the Accessory Gearbox with Deaerator. It also contains the No.3 Forward Thrust
Bearing for the LP Shaft and provides installation for the following:
 2 Nh Speed Sensors
 Oil Level Sight Glass
 Oil Pressure Regulating Valve

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LP Compressor Case (Cont’d)
 Main Oil Filter Housing

 Ignition Exciter Box
 Fuel Heater
 Turbomachinery Chip Detector
 Oil Pump Pack
 Deaerator (Cyclonic)
 Retimet Breather (in AGB)
 P2.2 Intercompressor Bleed – Off Valve and adaptor
Intercompressor Case:
The Intercompressor Case forms a path that allows air to flow from the LP to the HP Compressor. The Intercase casting contains the
No.3 and No.4 Bearings, which support the LP and HP compressors. It directs air to the HP Compressor and supplies support for:
 P2.7 Check Valve (ECS supply)

 P2.7 Handling Bleed – Off Valve (HBOV)
 Angle Drive Gearbox
 Rear Engine Mounts
 Drain Valve

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COMPRESSOR SECTION
The compressor section consists of two independent compressors:
an axial (3 stages) Low Pressure compressor (LP)

and a centrifugal impeller High Pressure compressor.
Each compressor is moved separately by its own single-stage turbine.
Bearings No. 2.5 and No.3 support the LP axial compressor. The HP impeller is supported by bearings No. 4 and No. 5.
The dynamic pressure (air velocity) supplied by each compressor is transformed into static pressure by the 3 stators
in the axial compressor and diffuser pipes after the impeller to feed the:
 Combustion chamber area

 Environment control system (ECS)
 Hot section cooling
 Bearing cavity sealing
 Oil system scavenging
 Bleed valves operation

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P2.2 INTERSTAGE BLEED OFF VALVE
The PW150A engine has two Bleed Off Valves. The first one is named P2.2 Interstage Bleed Off Valve (IBOV) and the second one is P2.7
Handling Bleed Off Valve. (HBOV)
Purpose:
 To match the first and second stage axial compressor with the third stage to prevent compressor stall,
mainly at low speed.
Operation:
The P2.2 Interstage Bleed Off Valve (IBOV) is used to bleed the low-pressure stage compressor. The valve is positioned to maximum bleed flow
during start, and then is modulated in the closing direction during normal engine operation, per FADEC schedule.
The valve is sized to provide 15% of engine core flow-bleed air on the running line and 20% bleed air on the surge line.
The valve is positioned by a command signal from the FADEC to the valve’s torque motor, and electrical feedback is sent back to the FADEC
via an LVDT to close the feedback control loop.
The current input to the torque motor strokes the flapper rod. This changes the control pressure to the valve, modifying the force balance, and
begins to move the valve. When the FADEC receives the LVDT position feedback signal, which correlates to its schedule, it commands the
torque motor back to its null flapper rod position. This puts the valve back into force balance and it remains stationary in its new position until the
next FADEC command is received. The polarity and magnitude of the torque motor current signal determines the direction and rate of travel of
the valve, for given pressure conditions.
When the valve reaches the closed position portion of the bleed schedule, a hard over positive current signal is supplied to the torque motor to
“deadhead” servo supply pressure. This will keep the valve in its closed position and prevent “hot” servo air from constantly flowing through the
torque motor and valve, which has temperature limited materials. During engine shutdown, the valve is commanded to the open position.
The valve is positioned on the engine such that gravity will hold the valve open for the next start.

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P2.2 IBOV Operation (Cont’d)
System redundancy is provided for failure protection. Each of the two FADEC channels controls one of the torque motor
coils. Feedback is sent to each channel from one of the redundant LVDT core assemblies and the wiring for each
channel is handled through separate electrical connectors.
In the event of power loss to the torque motor, its null bias will cause the valve to open to its full bleed flow position. The valve is also
designed to fully open in the event of loss of servo supply pressure.
In order to prevent contamination damage of the P3 servo inlet port, a centrifugal separator is used to remove dirt and dust form the P3 air.
P2.2 INTERSTAGE BLEED VALVE LOGIC
Steady state logic:
 Bleed valve is fully opened from 0 to »14700 RPM NLC* (* Corrected NL speed)
 Bleed valve starts to close at »14700 RPM NLC
 Bleed valve is fully closed at »22600 RPM NLC and above
Response to a failure:
 Electrical failure: P2.2 Bleed valve opens

 P3 supply failure: P2.2 Bleed valve opens
When a compressor stall is detected, the ignition system is turned on, the bleed valves are opened and the acceleration rate is reduced.

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P2.7 HANDLING BLEED VALVE
Purpose:
To improve compressor surge margin (compressor stall) mainly during sudden power lever movements such as slam decelerations
and reslam manoeuvers. It is also commanded open when the engine requires more air bleed from its core flow than can be bled from the
P2.2 Intercompressor Bleed Off Valve.
Operation:
The current signal fed to the valve torque motor (0-150 mA) makes the valve to close or open. Increasing current closes the servo supply (P3.0)
and increases the vent area causing actuator control pressure (Px) to drop. Compressor bleed pressure (P2.7), acting on the underside of the
valve poppet, causes the valve to move open. The aforementioned servo valve is a “shear seal” design that is essentially insensitive to control
pressure forces (unlike a conventional poppet nozzle configuration).
Supply pressure (P3.0) ported to the actuator control chamber produces a valve closing force, overcoming the P2.7 opening force.
Loss of P3.0 supply pressure will cause the valve to “fail open”. Loss of electrical power will cause the valve to “fail closed”.
A centrifugal separator cleans the P3 air before entering the servo ports of the valves.

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P2.7 HANDLING BLEED VALVE LOGIC
Steady state logic:
 Bleed valve is fully opened when the P2.2 IBOV cannot solely handle the amount of air required for the engine.
 Bleed valve is fully closed otherwise.
 Bleed valve is opened during handling manoeuvres (slam deceleration or reslam).
Transient:
Slam acceleration:
 Bleed valve is held shut.
Slam deceleration:
 1000 RPM/sec and faster, Bleed valve opens.

 1000 RPM/sec and slower, Bleed valve is held closed.
Slam deceleration followed by a slam acceleration (reslam):
 If flagged (set by FADEC), Bleed valve opens.

 If no flag, Bleed valve is held shut.
Response to a failure:
 Electrical failure: P2.7 Handling Bleed valve closes
 P3 supply failure: P2.7 Handling Bleed valve opens

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CABIN BLEED SYSTEM SUPPLY
The environmental control system (ECS) provides bleed air for the aircraft pneumatic system, the air conditioning system, pressurisation system,
deicing systems, etc.
P2.7 P3
 For high power use  For low power use
 Maximum 5.5% of engine air mass flow  Maximum 5.5% of engine air mass flow
Operation:
The engine provides air bleed extraction ports from both compressors, the low pressure (LP/P2.7) and the high pressure (HP/P3), since the two
bleed ports are connected to the same duct. A P2.7 check valve is installed in the low-pressure port to prevent back flow from the high-pressure
compressor (P3) to the low-pressure compressor (P2.7).
In general the ECS (or de-icing system) is supplied with low-pressure air (P2.7). At low engine power, the Bleed Stage Pressure Switch
(airframe supplied) opens allowing P3 air to feed the airframe system. At a pre-determined pressure (P2.7or P3), the pressure switch
closes the P3 supply allowing the P2.7 check valve to open and feed the airframe air system with P2.7 air pressure.

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P2.7 CHECK VALVE
Purpose:
 Prevent P3 bleed from flowing back into LP compressor

 Supply P2.7 to ECS
 Flow limiting venturi limits airflow to 5.5% maximum
Operation:
The P2.7 check valve is installed on the Intercompressor case. At high power, P2.7 is supplied to the ECS. When power is reduced,
(P3 < 77 PSIA), P3 bleed opens and flows back to P2.7 check valve. Because P3 is greater than P2.7, the 2 flappers are moved down, causing
the valve to close. When power is increased (P3 > 80 PSIA), P3 bleed closes, P2.7 is then the only force applied on the flappers, thus causing
the valve to open.

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HOT SECTION
Function:
Extract energy from the hot expanding gases to:
 Turn the compressor turbines

 Turn the power turbines and the propeller
Operation:
The hot section of the engine has components downstream of the gas generator. Hot expanding gases leaving the combustion chamber are
directed towards the high-pressure turbine blades by the high-pressure turbine vane ring and towards the low-pressure turbine blades by the
low-pressure turbine vane ring.
The gases travel across the power turbine vane rings and hit the power turbine blades. Turbines turn the propeller via the power turbine shaft
and the reduction gearbox.
The exhaust duct expels the gases from the power turbine to the atmosphere.

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COMBUSTION CHAMBER LINER
Purpose:
Provide an area for the combustion of air/fuel mixture.
The annular reverse flow combustion chamber is contained in the gas generator case. The fuel manifold is mounted around the exterior of the
turbine support case, with spray nozzles, which protrudes into the combustion chamber liner. Two igniter plug bosses are provided on the
gas generator case, with corresponding basses in the liner.
Construction:
 Annular, reverse flow machine part.

 Heat resistant alloy.
 Ceramic coated (inside).
 12 fuel nozzle bosses.
 2 spark igniter bosses.
 Z shape cooling rings type to provide cooling to the combustion chamber walls.
 6 combustor retention bosses (can be used for Borescope access ports).

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HP VANE ASSEMBLY
Purpose: Directs hot gases to the HP turbine and changes static pressure into velocity.
Construction:
 7 Classed air cooled quadruplet vane segments.
 Showerhead cooling holes.
 Small exit duct.
 TOBI nozzle housing.
Effect of the vane area on engine parameters:
 Decrease area: NH UP
 Increase area: NH DOWN
HP TURBINE ASSEMBLY
Purpose: Extract energy from the hot gases to turn the HP compressor and the accessory gearbox.
The HP turbine rotates in a clockwise direction (pilot view) to a maximum speed of 31150 RPM (100%).
Construction:
 41 air cooled blades secured to the disk via fir-tree serrations and 2 blade retaining covers.
 Showerhead, tip and platform cooling holes.
 Trailing edge ejection.
 Single Crystal Nickel alloy.

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LP VANE ASSEMBLY
Function: Directs hot gases to the LP turbine and changes static pressure into velocity.
Construction:
 7 Classed air-cooled quadruplet vane segments assembled into a squirrel cage outer housing.
 Bolted baffle with a brush and an abradable seal.
Effect of the vane area on engine parameters:
 Decrease area: NL UP
 Increase area: NL DOWN
LP TURBINE ASSEMBLY
Function: Extract energy from the hot gases to turn the LP compressor rotor unit.
The LP turbine rotates in a counter clockwise direction (pilot view) to a maximum speed of 27000 RPM (100%).
Construction:
 41 air-cooled blades secured to the disk via fir-tree serrations and integral rear face disk lugs with a blade retaining cover on the
front face.
 Trailing edge ejection.
 Single Crystal Nickel alloy.

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POWER TURBINE SECTION
Inter Turbine Vane (ITV)
Function:
 Support No. 6 and 6.5 bearing housing

 Provide bosses to support no. 6 and 6.5 bearing oil transfer tubes
 Integrated airfoil to form the 1st stage power turbine vane ring
Power turbine vane rings (2)
Function: Directs hot gases to the power turbines and changes static pressure into velocity.
Construction:
 1st stage: Single piece classed integral to ITV.

 2nd stage: Single piece vane ring (not classified) sandwiched between the 2 power turbines.

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Power turbines
Function: Extract energy from the hot gases to turn the propeller through a reduction gearbox.
The Power turbines rotate in a clockwise direction (pilot view) to a maximum speed of 17501 RPM (100%).
Construction:
 72 uncooled shrouded blades secured to the disk via fir-tree serrations and rivets for both PT disks.
 1st stage blades are single Crystal.
 2nd stage blades are Inconel alloy.
 Curvic coupling to attach the 2 PT’s together.
Power turbine shaft:
Function:
 Links power turbines to the reduction gearbox

 Supported by bearings No. 1, 2, 6.5 and 7
 High-speed balance

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REDUCTION GEARBOX (RGB)
The Reduction Gearbox (RGB) has 2 housings which are: Front and Rear housing which together make up a housing set and an accessory
drive cover on the Rear housing. The function is to reduce the power turbine input speed into a suitable output speed for propeller operation via
a two-stage reduction gear train (reduction ratio: » 17.158 to 1). The RGB also turns various accessories.
Front Housing
The front housing holds the front roller bearings for the two-second stage pinion gearshafts. The front roller and ball bearings for the propeller
shaft are also in the front housing. The propeller shaft seal is under a cover on the front housing. A mounting pad is provided on the rear housing
underneath the overspeed governor to accommodate the auxiliary electrical feathering pump. The pad has oil ports that are connected to an
internal oil reservoir, which is part of the rear housing. The reduction gearbox module data plate is secured to the left side of the front
housing.
Rear Housing
The rear housing supports the second stage reduction bull gear and pinion gears, propeller shaft rear roller bearing, second stage reduction
pinion gear roller bearing, roller bearings of the input driveshaft and the roller bearings of both first stage helical gears. The three main front
mounting pads of the engine are located as follows: one on each side of the housing and the third at the top center. The accessory drive is
mounted on the top rear face. The Propeller Control Unit (PCU) is mounted on a pad behind the propeller shaft.

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RGB (Cont’d)
Accessory Drive Cover
The overspeed governor and pump are mounted on the right pad driven by the second stage bull gear. The hydraulic pump mounted on the
center pad and the A/C generator mounted on left pad, are driven by the idler gear, which is turned by the second stage bull gear.
Components mounted on RGB
 2 Chip detectors
 Propeller overspeed governor and PCU pump
 Auxiliary electrical feathering pump
 A/C generator
 Hydraulic pump
 Propeller Control Unit (PCU)
 Propeller

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ACCESSORY AND ANGLE DRIVE GEARBOXES
The AGB is integral to the Low Pressure Compressor case and located on its top. It provides drive pads for the starter generator, the fuel
pump and the Fuel Metering Unit.
The AGB turns the main oil pressure and scavenge pumps. It supports the Cyclonic Deaerator on its top that acts like an oil separator allowing
oil free to return to the tank and air to the AGB.
The angle drive gearbox transmits the rotation from the HP rotor to the AGB. A bevel gear secured on the front of the HP rotor meshes with
the angle drive gearbox that in turn connects with a gearshaft inside the AGB. That gearshaft meshes with the starter generator gearshaft
and the fuel pump gearshaft.
The starter generator gearshaft is also meshed with the main oil pressure and scavenge pumps drive shaft.

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SECONDARY AIR SYSTEM
General Air Flow:
Engine airflow comes in from the nacelle intake duct and into the air inlet section where the air is directed onto the LP compressor. The
compressed air is then directed to the HP compressor impeller for further compression and into the combustion section.
At the combustion section the air is mixed with fuel for combustion and also used for cooling. The hot expanding gases are then directed past
several turbine stages for energy extraction and out through the exhaust.
Secondary Air Flow:
Air from the low-pressure compressor (P2.5), high pressure compressor inlet (P2.7), high pressure compressor split vane (P2.8) and high
pressure compressor (P3) is used for sealing bearing cavities, to assist oil scavenging and for internal engine cooling.
Bleed air is also used for the aircraft pneumatic system; the air conditioning and de-icing systems.
Air is used for:
 Cabin pressurization, heating, cooling and de-icing application.
 Cooling of hot section components such as combustion chamber liner, vane rings, turbines, etc.
 Bearing sealing. Carbon seals are used throughout the Turbomachinery to seal bearing cavities and other areas. Air flow through the
carbon seals prevents oil from leaking onto gas path or cabin bleed system.
 Scavenging of No. 2, 2.5, 3, 4, 5, 6, and 6.5 bearing cavities. Air flows through carbon seals, pressurizes these cavities. At high power,
the scavenge pumps capacity is not sufficient. Differential pressure between bearing cavities and the AGB will force the air/oil mixture to
return to the AGB through the relief valves (blowdown valves) to assist the pumps.
 Cooling the Turbine Support Case (TSC) and Inter Turbine Vane (ITV) flange bolts.

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AIR/OIL SEPARATORS
Function:
To separate oil particles from oil mist before discharging air to atmosphere.
Construction:
 Retimet breather steel wool like in a block mounted on the PMA/fuel pump gearshaft.
 Cyclonic Deaerator mounted on top of the AGB.
Operation:
Oil/air mixture scavenged from the bearing cavities and AGB, by the scavenge pumps is directed to the Cyclonic Deaerator. The Deaerator is
basically a scroll. The air/oil mixture (oil mist) passing through the scroll accelerate causing the oil particles to follow the wall and return back to
the oil tank and air through the centre is directed to the AGB.
The pressure in the AGB being greater than atmosphere, the only path for the high pressure air in the AGB to evacuate to atmospheric pressure
is through the Retimet breather. The Retimet breather is a steel wool like material in a closed cup with holes mounted on the PMA/fuel pump
gearshaft in the AGB.
The Retimet breather centrifuges the oil out of the air/oil mixture. The oil is then returned back into the AGB and is then scavenged by the AGB
scavenge pump. The air is evacuated through orifices in the breather shaft and directed to the engine exhaust through the external breather
pipe.
A chip detector is mounted on the Deaerator to catch the ferrous metal contamination in the oil.

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BEARING COMPARTMENTS SEALING AND HOT SECTION COOLING
Sealing:
 The No. 2 and 2.5 bearing cavity is sealed using 3 different types of seal. A face carbon seal seals the front end, the rear end is sealed by
a double carbon seal ring and the clearance left between the PT shaft and the LPC rotor is sealed by a single carbon seal ring mounted in
the LPC rotor. The 2 carbon seal rings are pressurized with P2.5 (LP compressor outlet) directed through internal passages in the LP
compressor section.
 The No. 3 and 4 bearing cavity is sealed on each end using a double carbon seal ring and the clearance left between the LPC and the
HPC rotors is sealed by 2 single element carbon seal ring. All seals are pressurized with P2.8 (HP compressor split vane impeller level)
directed through internal passages in the Intercompressor case.
 The No. 5 bearing cavity is sealed on each end using a single carbon seal ring. These seals are pressurized with P3 (after HP impeller)
directed through internal passages in the gas generator case.
 The No. 6 and 6.5 bearing cavity is sealed on each end using a double carbon seal ring and the clearance left between the LPT rotor and
the PT shaft is sealed by 2 single carbon seal rings. All seals are pressurized with P2.5 (LP compressor outlet) directed through internal
passages in the turbine support case.

 The No. 7 bearing cavity is sealed on the front end using a double carbon seal ring. The seal is pressurized with P2.5 (LP compressor
outlet) directed through the PT shaft.

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BEARING SEALING / HOT SECTION COOLING (Cont’d)
Cooling:
 The HP vane, HP turbine disk and blades and HP shroud segments are cooled with P3 (from gas generator case).
 The LP vane and LP shroud segments are cooled with P3 (from gas generator case).
 The LP turbine disk and blades are cooled with P2.8 (from HP shaft).
 The PT disks are cooled with P2.5 (from PT shaft).
 The Turbine Support Case (TSC) and Inter Turbine Vane (ITV) are cooled with P2.7 (HP compressor inlet).
Brush seals:
Wire type air restrictors; ensure proper air distribution between turbine stages. Also ensure proper air distribution to cool HP turbine blades.

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OIL SYSTEM
Function:
The oil system supplies clean, filtered oil to the engine for lubrication and cooling of bearings and gears and removes any unwanted material. It
also supplies oil to the Propeller System
The oil system is a wet sump system with the oil cooled by an aircraft mounted air-cooled oil cooler. The oil system supplies a constant flow of
clean filtered oil to the Turbomachinery and reduction gearbox bearings to cool and lubricate the running shafts, gears and component surfaces.
This flow of oil also carries away any contamination. A Cyclonic Deaerator, located at the top of the oil pump pack, removes air that is
trapped in the oil from the system.
Filters in the pressure and scavenge systems remove contaminants from the oil. The filter housings contain impending bypass switches, which
sense pressure differential. When a filter is becoming blocked, the switches send a signal to the related Full Authority Digital Electronic Control
(FADEC), the Engine Monitoring System (EMS) & CDS to warn of an impending bypass.
System Description:
The oil used in the system is contained in a tank that is integral to the LP compressor case. The tank has a sight glass, for viewing the oil
quantity, a “Bull’s Eye” sight glass to ensure sufficient oil available if the engine has not been run for some time and a filler neck and cap for
replenishing the oil supply.
A second, smaller, tank is located in the reduction gearbox. This tank is supplied with oil from the main tank and is used to supply the Alternate
Feather Pump.
The oil pumps are assembled together as one unit and the entire assembly is installed in a bore located on the LP compressor case right hand
side.
The Oil system consists of the three sub−systems that follow:
 Pressure system that supplies oil to the Reduction Gearbox (RGB) and the Turbomachinery
 Scavenge system that returns the used oil to the tank
 Vent and breather system that vents the bearing cavities and removes any air trapped in the scavenged oil.
Engine Oil Level Check – 15 to 20 minutes after shutdown.

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Pressure System
A vane type pressure pump is installed in a pack with the scavenge pumps, on the right side of the Low Pressure (LP) compressor case. Integral
passages connect the oil tank to the inlet side of the pump. Oil, under pressure, flows from the pump to the Pressure Regulating Valve (PRV)
and to the Air Cooled Oil Cooler (ACOC). A pressure relief valve (cold start valve) returns oil to the tank to prevent a pressure surge during cold
engine starting.
The PRV consists of a piston valve and spring in a ported sleeve. The PRV keeps a constant oil pressure (61 – 72psi) - above and in relation to
the air pressure from the No.5 bearing cavity.
If oil pump output pressure overcomes the air pressure plus spring pressure, the valve opens a port. Oil is bled from the main pressure line
through the port and returned to the inlet side of the pump, reducing the output pressure. Air pressure plus spring pressure overcomes the
reduced oil pressure, closing the bleed port at the correct pump output pressure.
Airframe supplied tubes connect the outlet to the airframe ACOC. From the oil cooler the oil flows to the pressure oil filter. The pressure filter
removes contaminants from the oil and has a bypass valve to ensure adequate flow if the filter is blocked.
From the filter the oil flows to the fuel heater, where it warms the fuel to prevent the formation of ice crystals. From the fuel heater the oil goes to
the bearings, air intake anti−icing passages and to the Reduction Gearbox (RGB). Strainers located before the bearings collect any
contaminants that may be present in the oil.

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Scavenge System
Oil from the No. 1 bearing is scavenged by gravity and a Jet Pump, to the Reduction Gearbox (RGB) cavity. Bearings 2, 2.5, 3, 4, and 5 are
scavenged by dedicated scavenge pumps through internal oil passage’s; while, bearings 6, 6.5 and 7 are scavenged by dedicated scavenge
pumps through external oil tubes.
Oil located in the Accessory Gearbox (AGB), geartrains and bearings, is also scavenged by a dedicated pump. The scavenged oil is collected
and sent to the Cyclonic Deaerator located at the top of the pump pack. The oil then returns to the tank.

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Scavenge Oil System cont’d……
Scavenge oil from the RGB accessories, gears and bearings drains into a cavity in the bottom of the RGB rear housing. A chip detector is
located in this cavity, and traps magnetic contaminants that can be used as an indication of RGB wear. From the RGB cavity, oil flows through
the inlet duct lip for anti−icing of the intake and then to the RGB scavenge pump.
Oil from the ac generator flows past another chip detector, through a screen and then to the ac scavenge pump, which is part of the pack on
the Turbomachinery.
Oil from the AC generator and RGB scavenge pumps flows up through the scavenge filter to the Cyclonic Deaerator, past the Turbo-machine
chip detector and then back to the tank. The scavenge filter housing is equipped with a valve to bypass oil around the filter in the event of
blockage. An indicator warns of an impending bypass.
If a chip detector is contaminated by material, a message is logged into the CDS pages.
Vent and Breather System
A Cyclonic Deaerator, located at the top of the pump pack, removes any air that is mixed in with the oil. Oil from the Deaerator drains into the
AGB and then back to the oil tank. The Cyclonic Deaerator housing contains a chip detector, which traps magnetic contaminants. These
contaminants can be used as an indication of engine wear.
Reduction Gearbox (RGB) Oil Supply
Oil flows to the RGB auxiliary tank from the Turbomachinery. The auxiliary tank is part of the RGB casting and is pressurized when the engine is
running. This tank is always full of oil, even when the engine is not running.
Oil, from the auxiliary tank, is distributed through internal galleries to the reduction and accessory geartrains, bearings and to the AC generator,
where it is used for cooling. Oil also flows, by internal passages and tubes, to the components that follow:
 Auxiliary feathering pump

 Overspeed governor
 Pitch Control Unit (PCU) pump

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When it is necessary for the engine oil to be cooled, the oil cooler air outlet flap is open at one of three positions. This lets the necessary air flow
exit to atmosphere. When the oil temperature is more than 120°C and air speed is < 170 KIAS, the cooler air outlet flap is fully open at 32
degrees.
The flap is fully closed when the oil temperature is less than the limit, on the ground.
When the oil temperature is between 85°C and 95°C, the oil cooler flap is open at 5 degrees.
When the oil temperature is more than the limit 98°C, the oil cooler flap is open at 10 degrees.

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Door Test
The oil cooler flap door can be tested using a similar procedure to this:
 PLA at flight idle

 Maintenance Mode Discreet ON
 Select RDC TOP Reset. (simulates oil temp of 107°C and displays it on ED)
 Select DEC for 2% decrease
 Observe flap door and solenoid operate at correct indicated temperature

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ENGINE INDICATING

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The Engine Indicting System
General.
The Indicating system gives data on vital engine parameters for use by Flight Crew and Maintenance Personnel to monitor Engine Health and
Performance.
The parameters are:
 High Pressure Rotor Speed (NH)

 Low Pressure Rotor Speed (NL)
 Propeller Speed (Np)
 Torque (Tq)
 Air Intake Temperature (T1.8)
 Inter – Turbine Temperature (ITT)
Note: Power Turbine Rotor Speed (NPT) is sensed by the Torque Sensor and derived to Propeller RPM.

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SPEED INDICATING AND T1.8 SENSOR
The speed of the major rotating assemblies is monitored by magnetic pulse pickup probes, which are installed in the engine at various locations.
These probes sense high-pressure rotor speed (NH) and Low pressure rotor speed (NL). Power turbine rotor speed (NPT) is sensed by the
torque sensor and derived to propeller speed (NP). Electromagnetic pulses are generated when associated gear teeth or lugs pass through the
magnetic field created at the probe or sensor tip. The pulse frequency is transmitted to the FADEC and PEC and then to the aircraft avionics on
Cockpit Display Unit (CDU).
High-pressure rotor speed (NH):
Two dual coils speed sensors installed on top of the AGB. These sensors pick up high-pressure rotor speed signals from the fuel pump and
PMA gearshaft teeth. The signals are sent to the FADEC channel A and B. One coil is used to provide a NH speed signal to the FADEC for use
in the control logic; the other is used to provide a NH speed signal to the FADEC for use in the overspeed logic. FADEC then provides the NH
signal to the CDU for flight deck indication via the ARINC 429 digital data bus.
Low-pressure rotor speed (NL):
One dual coil speed sensor is installed on top of the front inlet case. The sensor picks up low pressure rotor speed from a toothed sleeve
against the no. 2.5 bearing. The signals are sent to the FADEC channel A and B. NL speed is used for controlling the Interstage Bleed Off Valve
(IBOV) and flight deck indication (CDU) via the ARINC 429 digital data bus.
Propeller speed (NP):
The propeller speed is derived from the power turbine shaft speed picked up by the 2 torque sensors and processed by the FADEC channel A
and B, before it is sent to the CDU, for flight deck indication, via the ARINC 429 digital data bus. The two torque sensors (NpTq) are located
on the Left side of the Front Inlet Case and take their signals from the left hand First Stage Reduction Gear Shaft of the RGB. Correction for
Torque shaft stiffness is done by FADEC utilizing MOT and Characterization Plug data.

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T1.8 temperature sensor:
The T1.8 Temperature Sensor measures the engine inlet air temperature.
 The sensor is comprised of stainless steel housing, a dual element temperature element and a connector receptacle.
 The signal is proportional to the temperature.
 It is used in calculating engine ratings to automatically set rated power and display the rated torque in the flight deck.
 The signal is also transmitted to the opposite FADEC. If the temperature is different, by no more than 2°C, the FADEC will compensate
to ensure that Rated Torque displayed in the flight deck is the same for both engines.
 T1.8 is the primary source of intake temperature to the FADEC for MTOP, NTOP and MCP. For the other selections, the T1.8 is a
back up of the ADC.

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INDICATED TURBINE TEMPERATURE
Function:
Measure gas path temperature in the exhaust.
Construction:
 8 triple probes (24 measurement points) thermocouples of Chromel Alumel are connected in parallel and installed on the turbine
support case.
 1 positive/negative cable harness.
 1 MOT probe containing the following:
 Dual channel ITT thermocouple cable.

 Dual channel thermocouple (RTD).
 ITT trim resistor mounting studs.
 Electrical connectors for mating with engine harness.
 1 trim resistor installed on the MOT probe.
 1 trim terminal block and a cable.
 1 engine control harness.
 1 FADEC.

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ITT (Cont’d)
Operation:
Each ITT probe has 2 conductors of different material; Chromel and Alumel that are joined at one end (the bimetal junction) and covered by a
protective sheath. As temperature increases, each thermocouple generates a voltage. Uneven heat distribution within the gas path causes
individual probes to see different temperatures. To obtain an average reading, the thermocouples are connected in parallel. The signal is
then sent to the thermocouple reference junction via the ITT thermocouple cable located on the MOT sensor.
Within the MOT sensor, the thermocouple wire is converted to a regular wire at the reference junction where in turn the temperature is monitored
by 2 platinum Rhodium RTD’s. The signal then passes through the engine control harness and into the FADEC channel A and B. Within the
FADEC the ITT temperature is compensated using the reference junction temperature as measured by the MOT probe and trimmed in
accordance to the trim resistor value. This value of ITT is then forwarded to the flight deck for indication (CDU) over ARINC 429 digital
data bus.

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TRIM SYSTEM
Function:
To keep constant relationship between calculated ITT (true average temperature in the engine) and indicated ITT in the flight deck.
 The actual temperature is calculated at engine test and compared with the indicated ITT from engine. A trim system (trim resistor, MOT
probe and terminal block) is connected in parallel with the thermocouples.
 A trim resistor of the appropriate class (resistance value) is installed on the MOT probe to trim the differences between the measured
test cell exhaust gas temperature (EGT) to actual engine temperature measurement.
 The FADEC processes, computes and sends the calculated ITT to the cockpit indication. The ITT indication represents the
temperature at the inlet of the power turbines based on exhaust gas temperature and ambient conditions.
 Selection of the trim resistor class is done at engine test and can only be carried out by an authorized overhaul facility.
 At field level, a defective trim resistor can only be replaced by one of the same part number and class number. The resistance value of
the trim resistor is indicated on the engine (Turbomachinery) reference data plate.
 Loss of the T6 Resistor would only be registered by the FADEC as a fault. The FADEC itself would continue to calculate and signal the
correct ITT to the cockpit by using the pre-recorded known good T6 Resistor value, recorded in its memory, and MOT compensation.
NOTE:
If the MOT probe and harness are replaced, the Trim Resistor must be removed from the old harness and fitted to the new
one. (The trim Resistor belongs to the Engine).

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MAIN OIL TEMPERATURE/COLD JUNCTION SENSOR
The engine is fitted with one “Main Oil Temperature (MOT) Probe” connected on top of the Front Inlet Case (FIC). The MOT probe consists of
two sensing elements; each sensing element measures the main oil temperature and provides an independent signal to each channel of the
FADEC.
 The FADEC uses this signal as a cold junction reference for the measurement and calculation of Indicated Turbine Temperature (ITT),
 Estimation of the torque shaft temperature and therefore the calculation of the shaft’s Modulus of Rigidity.
 Indication of MOT to the cockpit.
 The unit also has an integral cold junction. The ITT Chromel Alumel wires are connected to copper wires. The signal to the FADEC will be
on Copper wire.

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TORQUE MEASUREMENT SYSTEM
Function:
 Provide torque reference for the FADEC and PEC.

 Provide torque indication for the flight deck (CDU).
Construction:
 2 torque shafts located in the RGB (only one is used).

 2 reference shafts inside the torque shafts.
 2 torque sensors installed on the FIC (left hand side ports).
 FADEC channel A and B.
 Characterization plug on the FADEC box.
Torque shafts:
There are 2 torque shafts located in the RGB. Each shaft links the first stage lay shaft to the second stage pinion gear. As the engine produces
power, the torque shaft twists and the amount of twist provides a means to measure engine torque.
The torque shaft is made of 2 concentric tubes (shafts), each carrying a toothed wheel. Both tubes are attached together at the front end only.
The torque tube is connected at both ends and will twist when torque is produced, while the reference tube connected only at the front end to the
torque tube cannot be twisted.
The gap between the teeth on the torque tube and the teeth on the reference tube will change in proportion of the produced torque.

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Torque Measurement System (Cont’d)
There are 2 torque sensors installed on the Front Inlet Case (FIC) left hand side. The torque sensors are magnetic pulse pick-up types; single
coil with dual transform coupled output. Each torque sensor protrudes into the FIC and picks up on teeth of the same torque shaft wheels.
Each sensor detects the phase difference between the teeth on the torque tube and the teeth on the reference tube. The electromagnetic pulses
(sine waves) generated when the teeth pass through the sensor’s magnetic field, are transmitted to the FADEC and PEC channel A and B.
The FADEC processes the signals for its own control logic and for the flight deck indication (CDU) while the PEC processes the signals for the
Autofeather logic.
A characterization plug assembly is connected to the FADEC. The plug contains resistors, the values of which are determined during engine
test. The FADEC uses these resistors to trim the torque signal from the torque sensors to correlate with actual measured torque
(dynamometer).
The MOT probe provides the engine internal oil temperature to the FADEC to compensate for change in metal elasticity of the torque
shaft due to temperature change.

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TORQUE PROCESSING
FADEC:
The FADEC channel A and B processes the torque signals transmitted by the 2 torque sensors to manage the power control system logics.
PEC:
The PEC channel A and B processes the torque signals transmitted by the 2 torque sensors to manage the Autofeather logic when activated.
Torque trim Bias and Gain:
Bias (offset):
Correction required to bring indicated torque to zero when engine is not producing any power.
Gain (slope):
Correction required to bring the rate of change of indicated torque identical to the rate of change of the engine produced torque.
This trimming allows for a unique output for any given torque shaft. During acceptance testing, the FADEC torque is compared to a reference
torque set on a dynamometer and the trim bias and gain correction values are added to the FADEC to read the dynamometer torque.

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Characterization (trim) plug:
Provide the FADEC with the necessary torque correction information as determined during engine acceptance test.
 It contains two resistors: one for Gain (slope) and one for Bias (offset) corrections.
 There are 121 different classes available.
 Selection of the trim plug class is done at engine test and can only be carried out by an authorized overhaul facility.
 At field level, a defective trim plug can only be replaced by one of the same class number.
 The values of the trim plug are indicated on the reduction gearbox (RGB) data plate.
 There is only one trim plug for both channels. It is connected on channel “A”. Information is also transmitted to channel “B”
 Loss of the resistor would only be registered by the FADEC as a fault. The FADEC itself would continue to calculate and signal the
correct torque to the cockpit by using the pre-recorded known good resistor value, recorded in its memory.

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Power Indicating System:
The Power Indicating System provides data on the engine high-pressure rotor speed (NH), torque (NpTQ), and low-pressure rotor speed (NL).
The NH, NpTQ, and NL sensors provide signals, which are passed, to the Full Authority Digital Electronic Control (FADEC) by the controls,
electrical wiring harness. Each FADEC display channel (channel not in control) sends the signals on an ARINC 429 bus direct to the Engine
Display.
The power indicating system has the components that follow:
 High Pressure Rotor Speed Sensors
 Torque Sensors (NpTQ)
 Low Pressure Rotor Speed Sensor
The engine parameters collected by the sub-systems are shown on the Engine Display. The parameters are also sent, to the Engine Monitoring
Unit (EMU) for use by the maintenance personnel, when they access CDS on the Audio Radio Control Display Unit (ARCDU)

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ENGINE IGNITION

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IGNITION SYSTEM
Function: provide the spark to ignite the fuel/air mixture.
Construction:
 Ignition box installed on the LPC Case right hand side.

 2 high tension leads
 2 air-cooled spark igniters
Operation:
The ignition system is available in flight and on the ground. For ground starts, the engine is lit up with one igniter plug and alternates to the
opposite igniter on the next start. For in-flight starts, the FADEC commands both igniters to spark.
The Ignition System will be switched ON automatically in the event a Power Interruption or Compressor Stall is detected. In the OFF position,
the Ignition System is always off. On ground, to check for the proper operation: PLA detent, CLA fuel off, MCL selected on Engine Control Panel
and Normal selection.
Ignition Exciter:
The ignition exciter is a dual channel unit contained in a single enclosure. It features state of the art electronics. The ignition exciter is supplied
with aircraft 28 VDC through a single electrical connector, for both channels. It outputs a high-tension signal to the igniter plugs when selected
on.
High tension leads:
The high tension leads are flexible cables that provides a shielded electrical connection between the ignition exciter and ignition plug. It is
constructed from a 5mm silicon jacketed conductor wire enclosed by an inner braid of nickel-clad copper wire. This is further enclosed by an
inner core braided with nickel wire. The end fittings are stainless steel for EMI protection. The inner core of the cable is hermetic which helps
EMI protection.

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IGNITION SYSTEM (Cont’d)
Air-cooled spark igniters:
There are 2 ignition plugs per engine. The plug is a drop in type which means that the plug is secured to the engine by sandwiching it
between the gas generator case and the ignition cable fitting. This reduces the time required to replace the plug since only one operation is
required.
Specifications:
 Input voltage .....................................................28VDC
 Spark rate at 28 VDC .........................1 to 1.4 spark/sec
 Output voltage...................................... 15 to 20 KVDC
Selection Mode of operation:
Selection Response
Off ---------- -------------------------------------The FADEC disables ignition regardless of ground or flight status.
Normal ----------- ------------------------------FADEC activates ignition during engine starts (ground or flight starts). FADEC commands both Ignitors
On during flameout and surge accommodation.
Note: In the event of lost of communication from the

ECIU, by default the FADEC selects NORMAL ignition.
Ensure ignition system is off at least 10 minutes before
starting removal procedure.

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STARTING SEQUENCE
 PLA at DISC, CLA at FUEL / OFF

 IGN at NORM, Select 1 or 2, Push SELECT
 CLA AT START/FEATHER AT 8% NH
 When the starter has increased the gas generator speed (NH) to 8%, the FADEC commands ignition ON, and schedules fuel flow as
a function of NH, ambient conditions and Main Oil Temperature.
 Only one of the two igniters is turned on (this is to identify any failures in the dual channel ignition system). If the engine does not light
within 8 seconds of fuel flow on, the FADEC turns on both igniters and logs a fault against the faulty igniter. Light off of the engine is
defined as an increase of 20 degrees C in ITT.
Should the engine still not achieve “lite off” when the second igniter is activated, after a further 8 seconds, FADEC will shut off fuel flow
and terminate the start.
 During run up to idle (approx., 59% NH), the FADEC switches channels to test the health of the opposite channel.
 When NH is greater than 50%, the igniter(s) are automatically turned off.
 The FADEC controls engine run-up to the requested NH idle speed.
 During ground starts, to ensure that the engine start does not cause over temperature, the FADEC has active ITT limiting to reduce the
fuel flow if required (below the standard start schedule).

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Electrical Operation:
With the Ignition Switch set to NORM, the ignition exciter is armed and will start to fire the igniters when it receives a signal from FADEC that Nh
is greater than 8%.
The SELECT switch S1 is a three-position switch, spring-loaded and lever locked in the centre off position and receives 28Vdc from the Left
Essential Bus.
When No.1 engine is selected, 28Vdc is supplied through switch S1 contacts 4 and 6 to send 28Vdc through the normally closed contacts C2
and C3 of Relay K1 and Diode CR1 to the hold coil of switch S1. The hold coil magnetically holds the SELECT switch in the No.1 position until
the start sequence is complete.
Diode CR1 also supplies 28Vdc to pin C1 of Time Delay Relay K3. this energises the amber SELECT light and applies voltage to current limit
pin HH of the No.1 GCU. This enables the GCU to limit starting current to approximately 400 amps during the start cycle (plus 15
seconds after completion).
Time Delay Relay K3 remains energised until the voltage is removed from pin C1.

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Electrical Operation: (Cont’d)
The START switch, armed by S1, supplies 28Vdc to the start control pin N of No.1 GCU, to energise contactor K1.
The No.1 Starter / Generator now starts to rotate the engine. The coil of control relay K1 is also energised. Contacts B1 and B2 close to keep
power on K1 coil and to supply a sustaining voltage on GCU pin N. Contacts C1 and C2 close to energise the START light.
Contacts A1 and A2 close to give a ground on signal to the Electrical Power Control Unit (EPCU), which verifies the status of contactor K1, when
the system reverts to generator mode. An output from pin Q of the GCU keeps Relay K3 in the energised condition
When the Starter has accelerated the engine to 8% Nh, the FADEC signals the Ignition Exciter which fires the igniter to start No.1 Engine. When
the engine reaches a steady acceleration the FADEC terminates ignition. As the engine becomes self – sustaining, the GCU field current
reduces the starter / generator torque, to keep a positive starting torque. This equates to a steady input current of approximately 400 amps.
At 50% Nh the speed sensor in the starter, signals the GCU to terminate the output from pin Q. this removes power from the hold coil of START
SELECT switch S1. The switch returns to the OFF position and the START light goes off. Power is also removed from pin C1 of the Time Delay
Relay; it retains current limiting for a further 15 seconds. The SELECT light then goes off.
This is to prevent a high current inrush to the batteries, due to the partial discharge following an engine start.

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ABORT START CONDITIONS
The FADEC will automatically abort the start and shutdown the engine if any one of the following conditions occur:
 if the engine does not light within 16 seconds of fuel flow On, the FADEC shuts down the engine and logs the appropriate fault.
 the ITT limit of 920 degrees. C for 20 seconds is exceeded. Fault code logged.
 NH does not reach 50% within 70 seconds (i.e.: hung or slow start). Fault code logged.
AUTOMATIC STARTS IN FLIGHT
In-flight starts are similar to ground starts except for the following:
 Both igniters are commanded ON during the start.

 The auto-abort features are disabled.
 The FADEC does not actively limit ITT.
 There are no channel transfers during the start.
The system determines Ground Mode and Flight Mode in two ways:
1) Primary: Flight Mode exists is calibrated air speed (CAS) is greater than 75 knots.
2) Backup: If CAS is not available; the Weight on Wheels discrete is used.
During IN-FLIGHT start, the FADEC reverts to “monitor mode” only and cannot abort the start even if limitations
are exceeded.
ENGINE FLAME OUT

 A flame out will be noticed by a reduction in ITT, torque, and rotor speeds.
 Normally, the FADEC will initiate an immediate automatic re-light using both igniters.
 Upon engine recovery from flameout, the FADEC will return the engine to the initial conditions before flameout.

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FUEL SYSTEM

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ENGINE FUEL CONTROL SYSTEM
The Engine Control System controls the engine Powerplant by supplying fuel flow, scheduled as a function of the selected PLA, engine ratings,
measured torque and speed. The fuel flow is controlled by an electronic system.
MECHANICAL INTERFACE
Power Lever Angle (PLA):
The flight deck mounted power lever is linked electrically to the engine via the FADEC to operate the fuel metering system. Through an electrical
signal the FADEC receives the PLA position (demand). The PEC also receives PLA.
Main functions:
 Control power in the forward mode as a function of PLA.

 Control power in reverse mode as a function of PLA.
 Control propeller blade angle in the Beta range.
Condition Lever Angle (CLA):
The flight deck mounted condition lever is linked to the FMU via the FADEC to operate the fuel shut off valve. Through an electrical signal the
PEC receives the CLA position.
Main functions:
 Send signal to FADEC for engine power setting

 Control fuel “on” or “off”.
 Control propeller feathering or unfeathering.
 Control NP speed from min. to max.

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FUEL SYSTEM
Function:
Provide fuel at the required pressure and flow to control the engine power.
Construction:
 Fuel heater
 Fuel pump and Fuel Metering Unit (FMU)
 Flow divider
 Fuel manifold
 Fuel nozzle adapters
 Associated fuel pump and filter, sensors and wiring harnesses complete the Engine Fuel System
Operation:
From the aircraft tanks, via the airframe boost pumps, fuel is directed to the engine filter, fuel heater then to the fuel pump and FMU assembly.
Fuel flow is available to the airframe to drive the airframe motive flow system as soon as the fuel flow is sufficient. The FMU features electrical
and hydraulic valves to modulate the engine fuel flow over the entire operational envelope of the engine.
The metered fuel output from the FMU is directed to the airframe flow meter, flow divider and fuel nozzle adapters. Remaining fuel flow not used
by the engine is returned to the motive flow system fuel pump inlet. During shut-down operation, residual fuel from the fuel nozzles and
manifolds, is returned to the Manifold Drain Reservoir and will be burnt during the next following run.

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FUEL HEATER
Function:
 Pre-heat fuel to prevent ice crystal formation.

 Low pressure filter prevents engine fuel pump contamination from airframe tank.
Description:
The fuel heater has a filter housing and a heater housing in an integral assembly. The filter housing contains a bypass valve that allows fuel to
bypass a blocked filter and a pressure differential switch to warn of impending blockage. The heater housing is divided into 2 circuits. Lubricating
oil flows through one circuit and heat is transferred to the fuel which flows through the other circuit. A thermal sensor in the fuel circuit
operates a valve which regulates the oil flow to ensure the require fuel temperature is maintained between 32.2°C (90°F) to 48.8°C
(120°F).
Low pressure fuel filter:
 Inlet: 150 micron.

 Outlet: 10 micron nominal/25 micron absolute non-cleanable filter.
Thermal Element and Control Valve:
 Both can be changed on wing.
Impending bypass switch:
 Differential pressure switch indicates fuel flow impending bypass at 18-21 PSID.
Bypass valve:
 In the event of blockage of the fuel filter, fuel filter bypass is achieved by diverting the outlet fuel flow through the
bypass valve when its triggering pressure (28 PSID) is exceeded.
 A pop -up valve on the filter bowl indicates when bypass valve is opened.

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Fuel Heater (Cont’d)
Operation:
Fuel from the aircraft boost pump or ejector pumps enters the fuel heater assembly and is filtered by the low pressure fuel filter to prevent
contamination of the fuel heater core and engine fuel pump.
Cold fuel from the fuel filter enters the fuel heater core and at the outlet surrounds the thermal element. The cold thermal element contracts and
allows oil to travel across the heater exchanger. Heat from the oil transfers to the fuel and fuel temperature starts to rise. Hot fuel makes the
thermal element to expand and push the sliding valve toward fully open bypass position.
In this position oil progressively bypasses the fuel heater exchanger and fuel temperature begins to drop. A spring located at the back of the
sliding valve pushes it back when fuel temperature drops. During operation the thermal element constantly reacts to adjust fuel outlet
temperature.
 Fuel out temp. below 32.2 °C (90 °F) = full oil flow max, heating.
 Fuel out temp. above 48.8 °C (120 °F) = full bypass, no heating.

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FUEL PUMPS
Function:
Provide filtered high-pressure fuel flow to the FMU to meet engine fuel requirements at any operating conditions.
Description and operation:
 The low-pressure pump is an engine driven regenerative pump upstream the high-pressure pump to provide positive pressure.
 The high-pressure fuel pump is an engine driven spur gear type positive displacement pump.
 The 2 pumps are integral to the FMU.

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FUEL METERING UNIT
Features:
 Integrated fuel pump.
 Provides metered flow for engine requirements.
 Provides motive flow for airframe ejector pumps.
 Assists FADEC to limit acceleration and deceleration rate.
 Dual channel for back up controlled by the FADEC.
 Automatic fuel flow shut off if loss of electrical power or FADEC failure.
 Provide an electrical indication to FADEC of Metering Valve Position.
 Automatic fuel flow shut off if Fire Handle is activated

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FMU Operation:
Fuel enters the Inducer and Regenerative Pump Stage of the Integral 2 Stage Pump where it is immediately pressurised to provide flow to the
Fuel Oil Heat Exchanger (FOHE) From the FOHE, fuel is returned to the FMU. Fuel Temperature is sensed and a signal is sent to the Flight
Deck (ED). The fuel then enters the High Pressure stage of the pump, HP Fuel now passes through Coarse & Fine filters, and as a washing
action prevents accumulation of deposits, cleaning is not required.
The Servo Pressure Regulator (PR) supplies the Metering Valve with a pressure source that is maintained at a constant 220psid above the
pumps Interstage Pressure. The flow then divides with engine flow passing through the Metering Valve and excess flow going through the
Pressure Regulating and Motive Flow Valve (PRV/MFC). The PRV/MFC senses upstream Metering Valve pressure (P1) and
downstream pressure (P2) and maintains a differential of 40psid across the Metering Valve. This will keep the mass flow constant at a
fixed valve position regardless of fuel density change due to temperature.
The Metering Valve is a half area type servo valve. Regulated Servo Pressure (PR) acting on the half area servo piston is balanced by
Modulated Pressure (MV) acting on the valve area. Engine fuel flow is scheduled by FADEC through a command signal to the Torque Motor.
The current input to the Torque Motor modulates the flapper, allowing fuel to flow either into or out of the Metering Valve. In this manner,
Metering Valve velocity is controlled by current input to the Torque Motor. As the Metering Valve changes position, the fuel flow metering
window area changes with a known relationship. Torque Motor LVDT position is utilised by FADEC to close loop around the Metering Valve
Servo.
The Torque Motor is designed with a Null Bias so that in the event of loss of current from FADEC, it will drive the Metering Valve
to Shut – Off.
From the Metering Valve, engine fuel flow then passes through the Minimum Pressure Shut – Off Valve (MPSOV) The MPSOV provides the
minimum control inlet pressure for correct operation across the FMU. The MPSOV opens when Metering Valve downstream pressure (P2)
is sufficient to overcome spring force in the valve. In addition, the MPSOV, upon shut – down, provides for Motive Flow shut – off and a drain
feature for the fuel manifold on the engine.
A dual coil solenoid is provided to shut – off metered flow to the engine when energised by FADEC for either NORMAL shut – down or
OVERSPEED (> 106% NH). Another solenoid, operated via the Fire Control “T” Handle will also shut the MPSOV in the same manner.
When either solenoid is opened, downstream metering valve pressure is ported to the spring side of the MPSOV through the PRV damping
orifice.
When this occurs, the higher pressure plus the spring force closes the MPSOV.

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FLOW DIVIDER AND DUMP VALVE
Function:
 Divides the fuel flow between primary and secondary fuel manifold for starting and steady state operation.
 The ecology system keeps the fuel located in the Manifolds, Drain Reservoir.
Operation:
During start, metered fuel from the fuel metering unit enters the minimum pressurizing valve (in FMU) moving it to the open position by fuel
pressure. Fuel flows into the FDV and goes to the divider valve. Once the pressurizing valve is opened, fuel stored in the manifold drain
reservoir is returned to the manifold under fuel force by mixing with the main fuel flow.
The divider valve begins to open under fuel pressure and initially allows fuel to flow into the primary manifold. This provides the correct fuel
quantity and atomization for starting. After the engine is lit and spooling up, fuel pressure increases to open the divider valve more and allow
fuel to flow into the secondary manifold for steady state operation. By the time the engine reaches idle, both primary and secondary
manifolds are operating. At a defined pressure during normal engine operation, both primary and secondary fuel pressure equalizes.
During shutdown, as fuel pressure drops, the pressurizing valve and divider valves begin to close. As pressure in the FDV drops, the manifold
drain reservoir expands under spring force to pull fuel from the manifold into the reservoir. The manifold drain reservoir is sized to have a volume
equal to the total fuel manifold so that all fuel is collected.

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FLOW DIVIDER AND DUMP VALVE (Cont’d)
Primary flow:
 The valve primary cracking pressure of 76 PSID allows the fuel to supply the primary manifold and the primary fuel nozzle orifices to light
up the engine.
Secondary flow:
 The valve secondary cracking pressure of 165 PSID allows the fuel to supply the secondary manifold and the secondary fuel nozzle
orifices as well as maintaining the primary flow to run the engine. It corresponds to sub-idle condition.
Dump position:
 Drain the fuel manifolds to prevent carbon build-up at the fuel nozzle tips (especially bottom nozzles) which changes the flow pattern and
causes hot starts.
 The manifold drain reservoir is filled up on the shutdown by a spring pushing down the piston, which causes suction in the 2 manifolds
toward the reservoir. On the following start the reservoir will be drained by the fuel pressure pushing up the piston and forces the fuel via
the 2 manifolds to be burnt in the combustion chamber.

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FUEL MANIFOLD ADAPTERS AND NOZZLES
Function:
 Atomize and deliver fuel to the combustion chamber.
Description:
The fuel nozzles are duplex unit (dual orifice adapter) with primary and secondary passages. There are 12 nozzle adapters on the engine.
There are 2 manifolds on the engine. They link the 12 equally spaced fuel nozzles together and allow fuel from the FDV to be distributed evenly
around the engine. The fuel manifolds are constructed with flexible tubing crimped to titanium adapters. The adapters are machined to accept
each fuel nozzle.
Sealing of each fuel nozzle to the manifold is by means of one packing for each of the primary and secondary manifolds. A secondary seal
consisting of a back up packing sits between the manifold adapter and gas generator case.
NOTE: The seals are ONCE USE ONLY! Reusing an old seal will cause fuel leaks.
Primary orifices:
 12 orifices.
 Orifice in the center.
 Fuel pressure atomizer.
Secondary orifices:
 12 orifices.
 Orifice surrounding the primary orifice.
 Airblast atomizer.

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INTENTIONALLY LEFT BLANK

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POWERPLANT CONTROL SYSTEM

ELECTRONIC INTERFACE

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FULL AUTHORITY DIGITAL ELECTRONIC CONTROL (FADEC)
Main Features:
Control:
 Control SHP via power logic.  Control Np via Np underspeed governing logic.
 Power ratings.  Control P2.2 and P2.7 bleed off valves.
 Automatic power uptrim.  Fault detection logic
 Fault indication logic.  Starting and shutdown supervision (control Ignition Exciter).
 Control acceleration and deceleration rate.  Control engine oil temperature through door position
and ejector on ground.
Flight deck indication:
 Display rated and output torque.  Display speeds (NH, NL and NP) output.
 Display MOT and ITT  Display some warnings
 Display rating  Display fault information
Protection:
 Overspeed protection (NH and NP).

 Automatic fuel shut off if loss of electrical power, FADEC failure or fire handle activated.
 Abort ground start if ITT exceeds operating limitations.
 Allows in-flight start to proceed, even if ITT exceeds operating limitations.

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FULL AUTHORITY DIGITAL ELECTRONIC CONTROL (FADEC)
General overview:
The PW150A Full Authority Digital Electronic Control (FADEC) controls the engine powerplant by supplying an electrical signal to the FMU, to
schedule fuel flow as a function of the selected PLA, engine ratings and measured torque and speed. The FADEC and its relationship to
the propeller and aircraft system are illustrated in the next figure. The engine control system is comprised of the following major engine
mounted components:
 A Fuel Metering Unit (FMU).
 A Full Authority Digital Electronic Control (FADEC).
 Associated fuel and oil pumps, filters, sensors, wiring harnesses and ancillary components complete the Engine Control System.

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FADEC (Cont’d)
Description:
The FADEC is a dual channel full authority device. Each channel contains identical hardware and software. The hardware in each channel
incorporates a central processor and I/O gate array, appropriate I/O interfaces and a fully independent overspeed system. Each channel is
isolated and protected against electronic failure propagation between channels. Hardware Discretes utilized for channel control and a
crosstalk serial data bus are the only links between channels.
The FADEC calculates the maximum rated power available for each rating from various inputs: altitude, temperature and airspeed
data from the Air Data Computer (ADC), Outside Air Temperature from engine inlet temperature sensors (T1.8), and ambient pressure
from the FADEC mounted pressure sensor, bleed mode selected and rating selected.
From the above inputs and in conjunction with propeller speed, the FADEC displays, “Bug” torque (target) on the ED (Engine
Display). The FADEC via the FMU modulates the fuel flow to match the indicated torque to the rated torque (Bug). FADEC Channels A
and B control inputs are also modified (corrected torque) by inputs from the Characterization Plug.
Specifications:
 Dual channel.
 Power requirements: 28 VDC.
 Convection air cooled.
Maintenance:
 No field maintenance.

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INPUTS:
 28VDC: Electrical power from PMA and airframe.

 NH1 & NH2: Signals from speed sensors.
 NPT & Q: Signals from torque sensors.
 TQ: Torque shaft environment temperature from MOT probe.
 PLA: Signal from dual channel RVDT in pedestal on flight deck.
 T1.8: Total Inlet temperature from engine intake.
 ADC: Provides FADEC with Tamb and Pamb as back up for engine sensors. It also provides FADEC with airspeed data through ARINC
429 digital data bus.
 Chip detectors and pressure switches
 MOT probe:
 Oil Temperature indication
 Oil temperature reference to control airframe oil cooler
 Torque system correction.
 Cold junction for ITT system
 ITT: For the calculation of the ITT.
 P3: Used for the stall detection logic and the ECS. Measured by a dual pressure transducer mounted on the AGB.
 LVDT (in FMU): Transmits the metering valve position to the FADEC.
 PLA/CLA (RVDT’s) on flight deck: Transmit the PLA and CLA position to the FADEC.
 Characterization plug: For torque correction values.
 P2.2 bleed valve (LVDT): Indicates position of the poppet valve for feedback to the FADEC for precise control.
 Shutdown and other A/C discretes.
 PEC: Autofeather logic and digital inputs.
 Data node inputs: Through ARINC 429 (data analogue discrete transfer to digital).
 Rating selection: Transmit the selected power either from panel or CLA to FADEC.

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FADEC (Cont’d)
OUTPUTS:
 P2.7 Handling Bleed Valve: Control the opening of the valve to prevent a surge during handling.
 P2.2 Intercompressor Bleed Valve: Control the opening of the valve at low power to prevent a compressor stall.
 FMU Metering Valve dual Torque motor: Control the fuel flow.
 FMU dual Overspeed and shutdown solenoid: Prevent an overspeed.
 Ignition Box: Starting and shutdown supervision.
 Oil Cooler. Signal sent to the airframe cooler for oil temperature control.
 Fault detection and indication logic.
 UART, ARINC, Laptop and EMU.
 ECIU and ED.
 28VDC: Supply voltage to PEC.

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FADEC ELECTRICAL POWER SUPPLY
Permanent Magnet Alternator (PMA)
Function:
The Permanent Magnet Alternator (PMA) provides the primary power source for the Full Authority Digital Electronic Controller
(FADEC) and the Propeller Electronic Controller (PEC) during engine running.
Description:
The PMA is an integral part of the FMU and is driven by the accessory gearbox. The PMA can be replaced without necessarily replacing
the FMU (it can be separated from the FMU).
 It provides electrical power to FADEC at Nh above 20%

 It provides electrical power to PEC at Nh above 40%
Specifications:
 Provides 80 Watt per channel at 29.5 VDC minimum.

 During operation the normal voltage after rectification is 31.5 VDC.
 Speed: 8200 RPM at 100% NH
 Overspeed limit: 10700 RPM or 130%
 Minimum voltage to operate FADEC and PEC: 10 VDC
 Minimum voltage to recovery: 16 VDC
 If PMA voltage falls below aircraft power supply voltage, the aircraft is selected.

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Power Levers
Power lever movement is limited by fixed stops at the ends of the quadrant. Each lever has these settings:
 RATING (rated power detent)

 FLIGHT IDLE (detent and gate)
 DISC (detent)
 MAX REVERSE (detent and stop)
RATING (80° ±2° PLA): With the power lever in the RATING (or rated power detent), the engine will deliver the horsepower demanded by the
rating selections. The rating is selected by the Condition Lever Angle (CLA) or by the rating select switches on the engine control panel.
FLIGHT IDLE (35° PLA): The flight idle gate prevents the power levers from moving rearwards below 35° until first the release levers
(triggers) are lifted. A warning tone is generated if the triggers are lifted during flight.
Each lever has an over travel margin beyond the RATING detent to 100° PLA so that the pilot can select 25% extra power for emergency
operation only.
DISC (20° PLA): With the power lever in the DISC detent the engine will supply minimum power.
MAX REVERSE (0° to 5° PLA): With the power lever at or below 5° the engine will supply a maximum of approximately 1000 SHP.
A friction knob for both power levers is located in the centre pedestal below the power levers. Turning the knob in the FRICTION INCREASE
direction progressively increases friction and prevents movement.
Turning the knob in the opposite direction can reduce the friction load. An Aileron CONTROL LOCK handle is located forward of the power
levers. When the handle is in the ON position the levers cannot be advanced to the take off position.

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Condition Levers
Each condition lever has five distinct settings in the pedestal slot. The positions are marked on the quadrant to indicate:
 Propeller control range

 Engine start and propeller setting
 Fuel shut-off position
The condition lever detents are:
 MAX (1020)
 900
 MIN (850)
 START FEATHER
 FUEL OFF

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Condition Levers (Cont’d)
MAX 1020 With the CLA in this position and the PLA in the RATING detent, Normal Take Off Power (NTOP) is demanded.
900 RPM With the CLA in this position and the PLA in the RATING detent, Maximum Climb Power (MCL) is demanded.
850 RPM With the CLA in this position and the PLA in the RATING detent, Maximum Cruise Power (MCR) is demanded.
START FEATHER With the CLA in this position, the propeller is in the feathered position.
FUEL OFF With the CLA in this position, fuel to the engine metering unit (FMU) is cut off.
As the condition lever is moved rearwards (toward the FUEL OFF position) it meets a gate at the MIN position. The lever knob must be lifted (to
remove the gate) and allow the lever to move past it.
There is also another gate at the START FEATHER position. The condition lever knob must be lifted to allow the lever to reach the FUEL OFF
position. Lever movement at FUEL OFF is limited by a fixed stop at the rear of the quadrant.
A friction knob for both condition levers is located in the centre pedestal below the power levers. Turning the knob in the FRICTION INCREASE
direction progressively increases friction and prevents movement. Turning the knob in the opposite direction can reduce the friction load.

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ENGINE RATING
The selected Engine is displayed at the top of the ED in Green. The engine indications are provided via ARINC 429 from FADEC. The display is
electronic and the Main Displayed Engine Ratings are:
 Maximum Take – Off Power (MTOP).
 Normal Take – Off Power (NTOP).
 Maximum Climb Power (MCL)
 Maximum Cruise Power (MCR)
Ratings can be selected in 2 ways:
1. With the CLA at 1020 and the PLA at the Rating Detent. NTOP is automatically set
Leaving the PLA at the Rating Detent and just moving the CLA to 900 will automatically set MCL
Again, leaving the PLA at the Rating Detent and moving the CLA to 850, automatically sets MCR
2. With Push buttons on the Engine Control Panel, if a High Np cruise or Low Np climb is desired, the pushbuttons for MCL and MCR will
override the automatic setting of rating from CLA position. Therefore Climb and Cruise can be done at 900 or 850 rpm.

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Engine Rating (Cont’d)
Emergency:
In an emergency situation 125% of Maximum Take-Off Power (MTOP) can be obtained by moving the Power Lever all the way forward, past the
Rating Detent into to O/T (Over Travel). This power level is available in all ratings
Maximum Take-Off Power (MTOP): (5071 SHP)
MTOP is defined as a power level of about 10% higher than the Normal Take-Off Power (NTOP). MTOP rating is intended to be used during
engine failure or shutdown during take-off. In the event of loss of thrust from the opposite engine during take-off, the system commands a power
increase to max take-off (MTOP). This is known as an UPTRIM signal.
Note: That there is no push-button selection for NTOP. This is set solely, by the CLA position (1020) with the PLA in detent.
Note: In the event of Single Engine operation following an UPTRIM, with the ECS Bleed switch selected and the ECS Flow Selector away from
MIN, the Engine Rating will be MCP. (Maximum Continuous Power) not MTOP
Normal Take-Off (NTOP): (4580 SHP)
Nominal Take-Off power which the engine will deliver for a 2 engine take-off. This is achieved at the PLA in the detent and CLA to 1020.
Maximum Climb (MCL): (4058 SHP)
Maximum approved power in the climb rating. The engine power will automatically adjust to this power by retarding the CLA to 900.
Maximum Cruise (MCR): (3947 SHP)
Maximum approved power in the cruise rating. The engine power will automatically adjust to this power by retarding the CLA to 850.

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On the Engine Control Panel, there’s an Option for a MTOP pushbutton. Where, if the PLA is at, or near, the Detent and CLA is at 1020, then
Maximum Take – Off Power can be selected.
There’s another Option available, for an RDC Np LDG pushbutton, which will allow a Low Np approach to be flown with a Propeller Speed of
850 instead of 1020.
Prior to moving the CLA to 1020 for a Normal approach, the pilot would select the Reduced Np LDG pushbutton. This would hold the
Propellers at 850. Within 15 seconds, he would then move the CLA to1020, but the propellers remain at 850, unless the PLA is moved
towards the Detent (>60), where 1020 will be regained and RDC Np LDG cancelled.
The Engine Control Panel also has RDC TOP pushbuttons to enable a Power Derate Function. Whereby, the pilot can reduce take - off
power in approximately, 2% steps, to a maximum derate of 10% prior to take–off. Pressing the RDC TOP Reset Button returns the settings
to NTOP.
The EVENT MARKER Button, when pressed, will instruct the Engine Monitoring Unit (EMU) to record a 3 minute “snapshot” i.e. A data trace
covering 2 minutes before and 1 minute after the selection.

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The FADEC schedules fuel so that the power (SHP) is a linear relation with Power Lever Angle (PLA). When the PLA is put into the detent, 80°,
maximum rated power is scheduled. The crew can select different ratings from pushbutton switches, and there is no need to adjust PLA from
rating to rating. This is done automatically.
Nh/SHP GOVERNING
Ground handling is achieved at PLA's below 35 degrees.
Ground idle = 64.2%Nh
Flight Idle = 70% Nh ; NH speed varies with ambient condition and aircraft speed
Above 35 degrees, the power request increases linearly with increasing PLA until the Rated Power detent, where there is a flat between 77.5
and 82.5 degrees.
Between 35° and 55° PLA there is a transition to NH governing, which depends on the aircraft forward speed. NH governing on approach (low
PLA's) is a preferred method to Power governing for very low power levels.
Moving the power lever in the Overtravel (Emerg’) region
(Above the Rated Power detent position) results in an increase in requested power of up to 125 % of the maximum takeoff rating and an
increase in the engine software limits. In this region, the propeller control system will automatically set propeller speed to 1020 rpm. This is an
area not meant to be used in normal operation, but available should extreme circumstances arise and to be followed up with the appropriate
maintenance action.

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NP/PROPELLER UNDERSPEED GOVERNING SCHEDULE
Function:
 Maintain a minimum NP speed to maintain A/C generator

 Avoid the propeller speed from falling into any critical region (restricted speed range) during the approach and on ground operation.
Operation:
The schedule quiet taxi is used primarily on the ground for moving the aircraft. The schedule requests a minimum of 660 rpm NP for all PLA
positions.
 The control system closes loop on propeller speed and determines the gas generator speed to set the required NP.
 Thrust is then controlled through the minimum blade angle schedule in the PEC that gives a direct relationship between the power lever
position and the propeller blade angle.
This loop is normally active during ground handling and taxiing. High Power, High Torque or High Airspeed will cancel NPT U/S Governing. As
will, Propeller feathering (CLA or Autofeather)

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Power Request Logic
The Control Philosophy of the P&W 150A is to close loop on power, where FADEC attempts to eliminate the difference between Requested
Power and Actual Power. The Power Request is initiated by PLA, which inputs to the FADEC Outer Control Loop. This in turn is modified by,
the Intermediate and Inner Control Loops within the Selection Logic. The Engine Control Logic is structured into the following Governing Loops:
 Outer Control Loop, (modifies signals for, Power Governing, Torque Limiting, Gas Generator Limiting, NPT Over Speed & Under Speed)
 Intermediate Control Loop, (modifies signals for, NL Limiting, Acceleration / Deceleration (Wf & Nh), Surge Detection)
 Inner Control Loop (modifies signals for, Fuel Flow Acceleration Rate Limits (Wfdot, Nh Max / Min, FMU Max / Min)
FADEC will calculate the maximum rated power available for each rating based upon the following inputs:
 Ambient Temperature and Pressure from Air Data Unit

 Air Temperature from T1.8 Probe (Engine Inlet)
 Ambient Pressure from FADEC’s own Pressure Sensor
 Selected Bleed Mode (ECS)
 Selected Rating
Using the above FADEC will Limit and Govern Engine Power to maintain the following:
 Mechanical and Thermal Limits

 NPT Underspeed / Overspeed and Power Governing
 NH Overspeed
 Torque Limits (Forward and Reverse)
 Gas Generator Limits
 Rate or Acceleration / Deceleration
 NL Overspeed Limits
 Fuel Flow

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Engine Cockpit Interface Unit (ECIU)
Purpose:
The ECIU is a signal conditioning interface between the FADEC and aircraft systems.
Description:
The ECIU is installed vertically (with anti – vibration mounts) in the pilot, (Captain’s) circuit breaker console (lower shelf).
The ECIU provides:
 Connection between the Engine Control Panel and both FADEC’s

 Connection between FADEC and the Caution & Warning Panel for, Engine Oil Pressure, Engine Fuel Pressure and
Fuel Filter Bypass Indications.
 Output drivers to the FADEC, for Oil Cooler Flap Door Actuator and the Oil Cooler Ejector.
 Isolated data exchange between FADEC’s 1 & 2 for, sharing T1.8 temperature value to equalize Rated Power.
The ECIU sends and receives ARINC 429 data from both FADEC’s. All Flight Compartment Discretes connected to the ECIU are
converted into ARINC data and inserted into the data stream when the correct gap is detected.
FADEC channel A of Engine 1 communicates with FADEC channel B of Engine 2, through ECIU channel A
FADEC channel B of Engine 1 communicates with FADEC channel A of Engine 2, through ECIU channel B

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EXHAUST SYSTEM

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Exhaust system
The jet pipe assembly contains the engine exhaust gas as it moves rearward from the engine.
The routing of the jet pipe is under the wing box and over the main landing gear stowage bay. The exhaust gas goes through the jet pipe and
into the atmosphere at the top rear surface of the nacelle. Heat insulation blankets cover the outer surface of the jet pipe.
The primary ejector is located between the exhaust nozzle and its shroud. It gives cooling airflow through the engine fire zone (Zone
1). This flow joins with the engine exhaust gas to exit through the jet pipe. The secondary ejector is located at the aft end of the jet pipe. It gives
cooling airflow through the area between the main and aft firewalls and between the jet pipe and shroud (Zone 4).
The shroud assembly houses the jet pipe assembly along its full length. The top rear structure of the nacelle is also part of the shroud assembly.
Heat insulation blankets cover the top outer surface of the forward shroud assembly.
The exhaust system is cooled by an eductor system. The eductor draws ambient air flow between the jet pipe and the shroud. The air inlet
for the eductor system is an air inlet scoop on the nacelle centre side panel.
The exhaust system has these components:
 Exhaust Nozzle
 Exhaust Nozzle Shroud
 Forward Jet Pipe
 Forward Insulation Blankets
 Forward Shroud
 Aft Jet Pipe
 Aft Insulation Blankets
 Mid Shroud
 Aft Shroud
 Trunnion Bearings Aft Exhaust

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Exhaust Nozzle
The exhaust nozzle is attached to the rear of the engine by a V-band coupling.
Exhaust Nozzle Shroud
The exhaust nozzle shroud surrounds the exhaust nozzle and with the nozzle, forms the primary ejector. The exhaust nozzle shroud is conical
(approximately 25 in. (635 mm) at the forward end to 17.8 in (452 mm) at the aft end).
A flange, welded to the rear of the exhaust nozzle shroud, attached to the engine firewall.
Forward Jet Pipe
The forward jet pipe is installed in the centre of the nacelle, under the wing box. The forward jet pipe is made from three pieces of Inconel 625
welded together. The forward piece of pipe is conical (from 17.96 to 15.85 in (456.2 to 402.9 mm)). The other pieces have an outer diameter of
15.85 in (402.9 mm).
A P-seal and flange seal holds the front of the forward jet pipe in position against the engine firewall. A mounting pin assembly on each side of
the forward jet pipe attaches to the nacelle structure. The rear of the forward jet pipe connects with the aft jet pipe.
Forward Insulation Blankets
Eight insulation blankets are installed around the forward jet pipe. The function of the insulation blankets is to lower the rate of heat release from
the jet pipe.
The blankets are made from 0.5 in (12.7 mm) thick Kaowool, between two thin sheets of stainless steel. The inner sheet is 0.004 in (0.1 mm)
thick and the outer sheet is 0.006 in (0.15 mm) thick.
When the insulation blankets are assembled, the Kaowool is compressed to a thickness of approximately 0.375 in (9.53 mm). Lockwire holds
each pair of insulation blankets in position.

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Forward Shroud
The forward shroud surrounds the forward jet pipe. The shroud is also a firewall for the adjacent area. The forward shroud is made from two
pieces of titanium welded together. The forward piece of the shroud is conical (outer diameter from 19.61 to 18.05 in. (498 to 459 mm)). The
other piece has an outer diameter of 18.0 in. (457 mm).
A P-seal and flange seal holds the front of the forward shroud in position against the engine firewall. The forward shroud is attached to the
mounting pin assembly on each side of the forward jet pipe. A seal on the rear of the forward shroud engages with the mid shroud.
The top front piece of the forward shroud has two insulation blankets on it. The blankets lower the rate of heat release from the jet pipe into the
area of the wing and front spar. Lockwire attaches the insulation blankets to lugs on the forward shroud.
Aft Jet Pipe
The aft jet pipe is installed in the aft of the nacelle, above the MLG wheel bay. The aft jet pipe has an outer diameter of 15.85 in. (403 mm).
An E-seal and V-band coupling connects the aft jet pipe to the forward jet pipe.
A mounting pin assembly on each side of the aft jet pipe attaches it to the nacelles structure. Each mounting pin assembly has a trunnion
bearing, which moves longitudinally in the slot of a bracket.
The V-band coupling and trunnion bearings let the jet pipe expand and contract with temperature.
Aft Insulation Blankets
Six insulation blankets are installed around the aft jet pipe. The insulation blankets lower the rate of heat release from the jet pipe.
The blankets are made from 0.5 in. (12.7 mm) thick Kaowool, between two thin sheets of stainless steel. The inner sheet is 0.004 in. (0.1 mm)
thick and the outer sheet is 0.0006 in. (0.15 mm) thick. When the insulation blankets are assembled, the Kaowool is compressed to a thickness
of approximately 0.375 in. (9.53 mm).
Lockwire holds each pair of insulation blankets in position.

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Mid Shroud
The mid shroud is installed around the rear of the forward jet pipe and the front of the aft jet pipe. The mid shroud is also a firewall for the
adjacent area. The mid shroud has two pieces of titanium, both of which has an outer diameter of 19.55 in. (497 mm).
A V-band coupling connects both pieces of the mid shroud together.
The front and rear of the mid shroud engages with a seal on the forward and aft shroud. A tie rod assembly on each side of the nacelle structure
attaches to the mid shroud.
Aft Shroud
The aft shroud is attached to the mounting pin assembly on each side of the aft jet pipe. A seal on the front of the aft shroud engages with the
mid shroud.
A V-band coupling attaches the rear of the aft shroud to the aft exhaust outlet. A tie rod assembly on each side of the nacelle structure attaches
with the aft shroud.

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Trunnion Bearings
Each mounting pin assembly on the aft jet pipe has a trunnion bearing. The trunnion bearing moves longitudinally in the slot of a bracket on the
nacelle structure. The trunnion bearings let the pipe expand and contract with temperature.
Aft Exhaust Outlet

A V-band coupling attaches the ejector shroud to the aft shroud. The rear end of the extension shroud is attached to the nacelle structure.

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ENGINE MONITORING UNIT

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EMS Description:
The data collected by the EMS can be accessed in the aircraft through the Audio and Radio Control and Display Unit (ARCDU) screen.
The data can also be downloaded to the laptop PC based Ground Based System (GBS).
The function of the Engine Monitoring System is performed by the:
 Engine Monitoring Unit (EMU)

 Ground Based System (GBS)
The EMU is located in the flight compartment, on the side wall behind and below the First Officer’s seat. The ARCDU is located in the
Flight Compartment, one each side of the console behind the control quadrant.
The EMS has the following functions:
 Snapshot and/or Trace recording in response to an engine significant event (fault code, exceedance, etc.). Where a snapshot is a
recording taken at the instant of the event and consists of approximately 79 parameters generated by the FADEC/PEC, and a Trace is a
recording initiated at the instant of the event and consists of approximately 49 parameters, generated by the FADEC/PEC going back
two minutes prior to the event and one minute after the event.
Resolution is one set of parameters every 80 m/sec near either side of the event and 800 m/sec everywhere else. The Flight Crew can
initiate a snapshot and trace by pressing a button labelled “EVENT MARKER” on the ENGINE CONTROL PANEL.
 Logging of Fault Codes generated by the FADEC and PEC.
 Recording of Engine Condition Trend Monitoring (ECTM) conditions automatically. Averaging of ECTM conditions for the previous Flight
Hours and alert to Maintenance if the trend deviates from the norm. Recording of time to spooldown for high and low pressure spools.
Alert to Maintenance if the spooldown time reduces below a minimum value significantly.

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EMS Description: (Cont’d)
 Monitoring of Engine parameters and logging any exceedance beyond operating limitations. These parameters include: ITT, Torque,
NH/NL/NP, Oil Pressure & Oil Temperature.
 Monitoring of Engine Health discretes, and logging any change in state. These discretes include: Chip Detectors,
Low Oil Pressure, Oil Filter Impending Bypass, Low Fuel Pressure, and Fuel Filter Impending Bypass.
 Step by step Power Assurance procedure. Detailed results are available following successful completion.
 Live feedback of Flight Deck engine switch state. The position of any switch, which provides an input to the FADEC or PEC, will be
displayed. This enables the circuit to be tested quickly and easily.
 Instructions to check the operation of Engine Health Discretes.
 Confirmation of powerplant trims: Torque Gain and Bias, ITT, configuration, BETA Feedback and Power Lever Angle (PLA) Feedback.
 Review of data stored in EMU memory. This feature allows the operator to view the date/time of each recording in the
memory, type of recording, and Flight Deck parameters at the time of the recording.
 Summary of aircraft and FADEC configuration. Aircraft Registration, Owner and Operator can be uploaded manually. Aircraft S/N is
automatically uploaded from the CMS. FADEC, PEC, and EMU S/N are logged automatically. hours and cycles accumulated on the
above are available. EMU memory usage is available.

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Flight Compartment Display:
EMU functions can be displayed in the flight compartment using the ARCDU. The normal mode for the ARCDU is to allow the crew to manage
radio communications functions. However, in Maintenance Mode, the ARCDU becomes a display screen for the CDS.
To access the Maintenance Mode on the ARCDU, the following conditions must be satisfied:
 The aircraft is static (airspeed <50 knots (93 km/h))
 Weight is on wheels
 ARCDU GND MAINT on Central Maintenance Panel in wardrobe is selected.
 MAINT key on either ARCDU screens selected.
When Maintenance Mode is selected, the CMS Main Menu is displayed. The ARCDU screen has eight soft keys (line keys), and three
navigation keys which can be used to select menu items. To select the Engine Monitoring Unit, press the key adjacent to “EMU” on the screen.
When EMU is selected, the main menu is displayed and any EMU function can be accessed.
Note that where there is an active message waiting, the menu item colour is amber rather than white.
This convention is carried through the sub−menus, the sub−sub−menus, and so on.

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Maintaining Turboprop Power

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MAINTENANCE TRAINING MANUAL

Powerplant 4 Turboprop Operation 54

Lower Cowl Assembly 12 Component Identification Left Side 58

P&W Main Features 46 P2.2 IBOV Logic 72

Issue Dec 12 FOR TRAINING PURPOSES ONLY Chapter 71 Page 2

P2.7 Handling Bleed – Off Valve 76 HP Vane Assembly 90

P2.7 Check Valve 84 LP Turbine Assembly 92

Hot Section 86 Power Turbine Section 94

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Table of Contents (Cont’d)

Reduction Gearbox (RGB) 98 RGB Oil Supply System 120

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Torque Measurement System 152 Fuel Heater 184

Torque Processing 156 Fuel Pumps 188

Power Indicating System 160 Fuel Metering Unit 190

Engine Fuel Control System 180 Powerplant Electronic Interface 201

Mechanical Interface 180 FADEC 202

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Table of Contents (Cont’d)

Power Levers 214

Condition Levers 220

Powerplant Rig Trimming 226

Engine Rating 230

Engine Cockpit Interface Unit 248

Exhaust System 256

Engine Monitoring Unit 266

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ADC – Air Data Computer MCL – Maximum Climb Power

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FMEA – Failure Mode Effect Analysis Q – Torque

LP – Low Pressure UART – Universal Asynchronous Receiver

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Each door has:

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The aft side door assemblies provide access to engine components.

Peripheral seals are bonded around the edges of each door.

The cover plate is removable for compressor washing access.

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