Licence By Post a “Tie maples inthis book can eich fingers: Not eitable for emall cldren, Care when handling S Licence By Post © copyright B1 15.4 15.18 ISSUE 180—~ AUTHORITY It is IMPORTANT to note that the information in this book is for study /training purposes only. When carrying out a procedure/work on aircraft/aircraft equipment you MUST always refer to the relevant aircraft maintenance manual or equipment manufacturer's handbook. You should also follow the requirements of your national regulatory authority (the CAA in the UK) and laid down company policy as regards local procedures, recording, report writing, documentation ete For health and safety in the workplace you should follow the regulations/guidelines as specified by the equipment manufacturer, your company, national safety authorities and national governments.Acknowledgements With special thanks to: ROLLS-ROYCE plc for permission to reproduce drawingsCONTENTS SUBJECT PAGE PART 1 ~ sealing and cooling Cooling systems Sealing Accessory cooling systems Turbine cooling Engine ant-icing Pressure balance RR OANe as PART 2 - APUs Fuel and oil systems 1 Hamilton Standard APU 2 Garrett GTCP36-300 APU 16HOW TO TACKLE THIS BOOK This book is written to level 2 of the syllabus for the Aeroplane and Helicopter B1 man/woman. He/she should be able to draw/describe /fault find/ maintain all the systems, including the electrical systems associated with your engine. As far as the APU is concerned you should be able to describe its: Purpose and operation. Starting, control and shut-down procedures. Installation and running checks. Routine maintenance. Fault finding procedures. It is the same syllabus for the A line mechanic but to level 1.COOLING, SEALING AND BLEED AIR During the description of the airflow through the combustion system, mention was made of the tertiary air stream and its cooling effect on the main gas stream. In spite of this important cooling effect, the gases passing through the turbine assembly are still extremely hot and left to its own devices the material strength of the rotating components in particular would be seriously reduced. ‘The effects of prolonged exposure to high temperatures plus the centrifugal forces acting on the turbine blades and rotor discs, causes the blades to stretch gradually over a period of operating hours. This stretching of the turbine blades or "creep" as it is know, is predictable and its rate éan be calculated for a particular engine design. This factor plays a major part in determining the operational “life” of the engine. Cooling Systems ‘The purpose of the cooling air system is to limit the maximum temperature of the engine components to prevent uneven expansion, and to reduce the rate of turbine blade creep. The supply of cooling air is obtained by tapping air from a suitable stage of the compressor and ducting it internally to flow across the front and rear faces of the turbine rotor discs, joining the gas stream at the blade roots and cooling the blades in the process. Some engines operate at such high turbine entry temperatures that external cooling of the nozzle guide vanes and turbine blades is inadequate, and so these are manufactured with internal passages to which air is supplied from various parts of the cooling system. ‘The compressor stage chosen for the cooling air supply for a particular area will depend on the operating temperature in that area, the higher the operating temperature then the higher the compressor stage. This ensures that the temperature difference between the component and the cooling air will not cause undue thermal stress. The rate of flow of the cooling air over the turbine discs is often determined by the design of "Labyrinth" seals which are formed between the rotating and stationary components. The two parts of the seal do not actually touch but the small clearance between them permits a controlled flow of cooling air outwards, and this prevents an inwards flow of hot gases.Sealing Air System The oil that is delivered to the engine main bearings is retained within the bearing area by the use of air pressurised oil seals, the operation of which is similar to the labyrinth air seal. ‘The rotating and stationary members of the seal do not actually touch, but the small clearance between them allows an inwards flow of air which, because it is at a higher pressure than the oil, prevents the oil leaking outwards from the bearing, the sealing air system, hence performs two functions. * Pressurises the labyrinth air seals which control the rate of cooling air flow and prevent the inflow of hot gases. + Pressurises the oil seals which prevents the leakage of oil from the engine main bearings. Bearing Seal Pressurisation Air for pressurising the bearing seals is tapped from the compressor early stages where the air is relatively cool, and normally flows into the hollow compressor shaft through vortex reducers which reduce the swirl. It flows forwards and emerges from holes in the compressor shaft to pressurise the front main bearing oil seal, some of the air passing into the bearing and some exhausting from the seal and re-entering the compressor inlet. Flowing rearwards the air emerges from holes in the compressor shaft to pressurise the oil seals that are formed on each side of centre and rear main bearings, a large portion of the air flows into the bearings helps to cool them. Labyrinth Seals Used to confine or control oil, air and gas within the engine. Due to the high rotational speed of the shaft, and in certain areas, the high temperatures involved, any seal which touches the rotating member would be subject to rapid wear. Labyrinth seals which do not touch are used to prevent the passage of oil, or to form a controlled restriction to the passage of gas or air. Three types: 1, "Screwback" Mechanical Type (Fig. 1). ‘Acontinuous thread-form, helical groove formed on either a rotating (male) member or stationary (female) member to cause oil to move back along a shaft and prevent oil loss.BEARING HOUSING AIR/ONL MIST FEED OW FIG. 1 "SCREWBACK" SEAL 2. Screw Thread Type (Fig. 2). A continuous helical groove formed internally in the stationary member. Oil flowing along the shaft is thrown off by an oil flinger, the stationary thread conducts the oil back into the bearing housing air rotating shaft a oll FIG. 2, SCREWTHREAD SEAL 3. Multi-Groove Circumferential Type. See figure 3.cooling air control FIG. 3 MULTI GROOVE CIRCUMFERENTIAL SEAL Oil Seals. Consists of a series of separate grooves formed either on the rotating component or in the stationary member to form a series of passages restricting outward flow of oil. An airflow at a higher pressure than the oil forces the oil back into the bearing housing, where it is assisted by the excess capacity of the scavenge pumps. Air and Gas Seals. Some types of multi-groove seals are used to contain and control either the gas stream or cooling air. Ir: this application the circumferential "lands" of the stationary member oppose the multi-grooves formed on the rotating member and form a controlled restriction to the passage of gas or air. used in one instance at the turbine to prevent the inward flow of hot gases. Self-Clearing Seals (Fig. 4). ‘The circumferential grooves are shaped like hooks and run very close to the rotating member. If they touch they heat up and expand away from the shaft. Friction is reduced so the grooves cool down and become closer to the shaft. ‘The seal thus maintains a very close clearance yet will clear itself if the shaft comes into contact with the groove.FIG. 4 SELF CLEARING SEAL Abradable Seal Recent developments have led to a new type of seal utilising a sprayed-on nickel graphite compound. This is applied to the stationary member and accurately ground. During engine running the rotating fins wear the coating away thereby providing an exceptionally close tolerance running gap. This type of seal is used on modern high performance engines for bearing chambers and airflows around the turbine. Labyrinth Seal Rub Seal rubs may indicate main bearing wear, but can also be caused by handling and transportation which may cause slight radial displacement of the static part of the inter stage seal in particular. Bearing wear and consequent rub may be indicated by engine "Run-Down" time which should not be less than 65. seconds. Seal rubs may be audible and felt by hand turning. If the seal rub is attributed to the compressor, the engine is to be rejected. Turbine rubs are to be assessed as to severity and their possible clearance. Check for other symptoms of malfunctioning and possible clearance.Check for other symptoms of malfunctioning and examine the oil filter, if no other defects are revealed the engine may be retained in service, but careful checks must be maintained on: Any increase in resistance to hand turning. Any decrease in "Run-Down' time. ACCESSORY COOLING SYSTEMS Most engine mounted accessories are cooled by taking in outside air and passing it through and around the components to be cooled. Engine bay temperatures are also maintained at acceptable levels by providing airflow to both cool and ventilate the hot areas of the engine. The following is a description of the engine bay cooling systems of a modern multi spool fan engine (See Fig. 5). AIR INLET FIG. 5 ENGINE BAY COOLING SYSTEM ‘The cooling system is divided into the following zones = Zone 1 7 Around the L.P. compressor (fan) case from the rear of the nose cowl to the firewall diaphragm.Zone 2 s Between the gas generator and fairings up to the turbin includes the external gearbox drive fairing. Zone3 ~~ __The interservices fairing enclosing the I.P. and H.P. air offtakes. Zone 4{a) - From front to rear of turbine. Zone 4(b) - Around the exhaust collector and nozzle including the upper and lower rear fairings and engine rear mount. Zone 1 (Numbers 1 and 3 - Wing Engines) Ventilation is provided when airborne by ram airflow from an inlet on the nose cowl. It enters the zone through a shut-off valve and a manifold at the top and is exhausted through an outlet at the bottom of the right-hand cowl side panel. (Number 2 - Fuselage Engine) Air is delivered into the top of the zone from an air inlet at the base of the fin, at the left-hand side, The air duct also includes a shut-off valve for fire control purposes as with numbers 1 and 3. Zone 2 L.P. compressor duct air provides cooling and ventilation a-ound the gas generator. This area finishes at the diaphragm, level with the rear of the combustion chamber. Air enters this zone at two specific points. Between the interservices fairing leading edge and the gas generator fairing and also through a leading edge inlet in the drive fairings. Exhausting occurs into the cold stream through four semi-circular outlets in the combustion fairings. Zone 3 L.P. compressor duct at total (ram) pressure enters at the leading edge of the splitter fairing to provide a cooling flow over the I.P. and H.P. air off-take ducts. A diaphragm forward of the rear mount allows a restricted exhaust flow. Leakage of fluids from Zone 2 to Zone 3 is prevented by the pressure difference total to static. : :An overheat detector is fitted adjacent to the exhaust holes in the floor of zone 3. Operation of the detector closes the H.P. Air S.0.V. and illuminates Nacelle Overheat warning lights. one on the Pilot's enunciator panel and the other on the Second Officer's upper panel. Zone 4(a) Air is supplied from Zone 3 and exhausted through a diaphragm to the final Zone 4(b). Zone 4(b) ‘The air exhausted from Zones 3 and 4(a) provides cooling over the air motor around the exhaust collector and nozzle and in the upper and lower rear fairing areas. High Temperature Barrier To prevent a combustion chamber flame break-out in an upward direction into the pylon or tail structure respectively, a high temperature barrier is incorporated. This replaces the upper section of the gas generator fairing, extending the length of the combustion chamber. TURBINE COOLING High thermal efficiency depends upon a high turbine gas entry temperature. This is limited, however, by the shortcomings of the properties of the metals of the nozzle guide vanes, turbine blades and discs. a Continuous cooling allows the operating temperature to exceed the melting point of the metal without affecting the integrity of the turbine blades, discs, and nozzles. Controlled cooling in these areas will also help to prevent thermal fatigue and can also be utilised in the control of the expansion and contraction rates of the turbine discs and blades. Air used for the cooling of the turbine discs will normally be taken from the high pressure stages of the compressor. On multi-spool engines the hottest turbine, the H.P., will use air from the H.P. compressor. The air temperature of the air used will be relatively hot. This is to ensure that the disc will not suffer from "thermal shock", as would happen if relatively cool air from the earlier L.P. stages were to be used. : abeThe cooling air is passed from the H.P. compressor to the turbine disc through the hollow drive shafts and is admitted via drillings in the shafts to the annular spaces between the discs. The air flows outwards cooling the discs. and escapes between the narrow gaps between the disc periphery. The air thus escaping prevents the inflow of hot gases in the core engine gas stream. The flow of air to the front and rear faces of the turbine discs is apportioned by the labyrinth seals (See Fig 3). NOZZLE GUIDE VANE AND TURBINE BLADE COOLING Air tapped from the high pressure section of the compressor is the only air that is at a suitable temperature and pressure for this purpose. Cooling is currently carried out by one of the following methods: * Convection. * Film. * Transpiration. Convection Cooling Convection cooling is achieved by passing cooling air through hollow blade sections. Thus the heat on the outside of the blade is convected to the inside and then taken away by the air (See Fig. 6). WiGH PRESSURE HIGH PREssuRE TURRINE STATOR TURBINE ROTOR FIG. 6 CONVECTION COOLING OF BLADES AND N.G.V's -9-Film Cooling Film cooling of blades successfully overcomes the limitations of convection cooling by passing a film of cold air over the surface of the blade, thus protecting it from the hot gas flow. (See Fig. 7). HIGH PRESSURE WIGH PRESSURE TURBINE ROTOR TURBINE STATOR FIG. 8 TRANSPIRATION COOLING -10-Transpiration Cooling Blades cooled by transpiration (See Fig. 8), are the ultimate in film cooling, with the blade surface made of porous material so that the cooling air flow passes out of the blade through many minute holes into the gas flow. Internal Air System Figure 9 shows an example of a typical air cooling and sealing system as used on an axial flow gas turbine engine. AIR INLET Zz = ~ Lu Z 4 Ty HP. intermediate air Y BB e. air Obes AIR OUTLET AIR TRANSFER PORTS. FIG. 9 TYPICAL INTERNAL AIR SYSTEM Active Clearance Control (A.C.C.) An active clearance control system improves the specific fuel consumption of the engine by increasing the efficiency of the turbines. The efficiency of the HPT. and L.P-T. turbine rotors can be increased if losses of primary airflow at the rotor blade tips can be minimised. To do this the radial growths of the H.P-T. and L-P-T. cases is controlled, thereby reducing the rotor-to-shroud clearances and increasing blade efficiency. In some instances eg. the G.E. CF6, the Electronic Control Unit carries out this controlling function by the use of two sub-system, the High Pressure Turbine A.C.C. and the Low Pressure Turbine A.C.C. -ll-The two Active Control Systems consist of their own Electro-Hydraulic Servo Valves, located in the fuel system (the Hydro-Mechanical Unit), a control valve and the relevant tubing. A cooling air pipe routes Fan discharge air from the fan case to the H.P. and L.P. A.C.C. control valve and then to a manifold surrounding both the H.P.. and L.P.T. casings. Small holes drilled in the manifold directs the fan air so that it impinges on the respective casings thereby cooling the casings and controlling their growth, maintaining the turbine blade tip to case clearances. ENGINE ANTI-ICING NOTE: Anti-icing means the prevention of ice build-up, while de-icing means removing the ice after it has built up. Some systems will perform one task OR the other, some systems will do both. For some airframe components de-icing is acceptable but for engines only anti-icing will do as ice shedding can cause serious damage. Centrifugal compressors are fairly insensitive to icing conditions. The combination of centrifugal force, temperature rise and rugged construction is effective in dealing with all but the most severe of engine icing conditions. Axial flow compressors, however, are seriously affected by the same atmospheric conditions that cause airframe icing. Ice forms on the inlet guide vanes, causing a restricted and turbulent airflow with a consequent loss in thrust and rise in J.P.T. (Jet Pipe Temperature). Heavy icing can cause excessive J.P.T. leading to turbine and engine failure. Ice breaking off can lead to engine surge and mechanical damage. Hot Air Anti-Icing Systems Engine anti-icing systems can be switched on at any time when icing conditions are suspected {ice warning system detection), or when an unaccountable rise in J.P.T., or a drop in r.p.m. occurs under conditions suitable for icing. ‘The hot air system provides surface heating of the engine and powerplant surfaces where ice is likely to form. These surfaces are usually: * The intake. * The intake guide vanes. * The nose cowling. * The front stage of the compressor stator blades. -12-‘The air for the anti-icing is usually taken from the last stage of the compressor, but on some aircraft is a tapping off the air supply system for the aircraft air conditioning. It is ducted externally via pressure regulating valves to those parts requiring protection. When the nose cowl requires protection, hot air exhausting from the air intake manifold may be collected and ducted to the nose cowl. Exhaust outlets are provided to allow the air to pass into the compressor intake or vent to atmosphere. On some engines, engine and nose cowling anti-icing systems are independent. The engine nose cone is protected by a continuous unregulated supply of hot air tapped from the compressor and internally ducted to the nose cone. The intake receives its supply of hot air from the high pressure compressor via external (to the engine) ducting and pressure regulating valves. ‘The pressure regulating valves are electrically actuated by manual selection, or automatically from signals from the aircraft's ice detection system - if selected by the pilot. The valves prevent excessive pressure being developed in the system and also as economy devices to limit the amount of air tapped from the compressor at high engine r.p.m. Figure 10 shows a typical anti-icing system. FIG. 10 HOT AIR ENGINE ANTI-ICING SYSTEM Hot Oil Anti-Icing System On some engines hot engine oil is used to anti-ice the nose cone areas of the engine with oil being passed through the front bearing housing support struts to anti-ice the intake. -13-Electrical Anti-Icing System (See Fig. 11) This is a common system on turbo-prop engines. This system uses heater mats supplied with three phase a.c. (usually 200V). Heaters within the heater mats may be heated continuously whilst others are heated cyclically via a timer. The 200V three phase supply is taken direct from the aircraft's electrical supply bus bars via a current transformer to the control and protection relays ‘These are controlled (automatically or by the pilot) using a 28V supply from the flightdeck. The speed of the timer switch may also be changed by the pilot. 5 a 1, 200 V 3 a.c. bus bars. 9. Propeller elements. 2. Current transformer. 10. Cycling light. 3. Power indicator. 11, On/off switch. 4. Control relay and current 12. Fast/slow switch. balance relays and power relay. 13. Weight switch. 5. Intakes/aerofoil heaters. 14. To voltage control unit 6. Continuously heated element. of generator system. 7. Cyclicly heated element. 15. C.B.s. 8. Cyclic timer. 16. 28 V d.c. bus bar. FIG. 11 ELECTRICAL ANTI-ICING SYSTEM -14-The current transformer allows the current to be transformed down to a suitable level to be feed, via a small cable, to a moving coil instrument in the flight deck. ‘The control and protection relays allow for the system to be switched off and on, and protect the system from excessive current. ‘The reason for the control devices being remote from the flightdeck is to allow the heavy current carrying cable to take the shortest possible route from the generator to the heater elements. They are then controlled by a light current carrying cable from the flightdeck. ‘The heater mats are fitted to the intake and the propellers, (See the booklet VP. Props}, with current being fed to the propellers via slip rings and brush gear. Heater mats may be constructed on the aircraft by: * Spraying - spraying insulation and conducting layers one upon the other suitably masked and connected to the system - called Spray Mats. * Bonding/Attaching. These are made on a separate mould and attached to the intake by bonding/riveting - called Heater Mats. Systems Operation When the system is switched on, dic. energises the power relay via closed contacts in the overload sensing device thus allewing the 200V a.c to flow directly to the continuously heated elements and up to the time switch. Slow cycle is normally selected at temperatures below about -5°C. In the event of an overload, the heater elements are protected by the sensing device which when actuated interrupts the d.c. supply to the power relay, this in turn interrupts the supply of heating current. The current balance relay is actuated whenever there is an unbalance between the phases. When operating on the ground, the applied voltage is reduced to prevent overheating. This is affected by the automatic closing of the weight switch fitted to the landing gear - it also enables/isolates many other systems as well. -15-PRESSURE BALANCE By referring to the thrust distribution diagram in Book 1 Fig 8, it can be seen that the shaft connecting the compressor to the turbine is constantly under tension. This varies with r.p.m., the higher the r.p.m. the greater the force. This is because the pressure rise across the compressor is greater than the pressure drop across the turbine. ‘The compressor and turbine deep groove ball bearings are designed to withstand the forces generated in the gas turbine. However, it is possible to off-load some of the force by taking a tapping from the higher pressure stages of the compressor and allowing this pressure to exert a force on the front face of the compressor (See Fig 12). This system is employed on the R.R. Gnome Engine. Pressure tapping to front face Pressure balance piston 0f COmPressor ~ ™N CT Bs (e=}——| ea o> ea c? an €o J A - C= Pwd Force D A - (B+C) = Fwd Force D FIG. 12 PRESSURE BALANCE SEAL/PISTON SitoAUXILIARY POWER UNITS On many aircraft there may be a requirement to provide certain on-board services where the only course of action would be to run the main engines; or in the case of the failure of a main engine, the ability to provide the services normally provided by that failed engine As an example of the former the main engine would have to be run to provide bleed air for cabin conditioning during the loading and unloading of passengers, or to provide electrical or hydraulic power to operate services on the ground and to “check out" the systems. Whatever the reason it is very expensive in both fuel consumption and, more importantly, engine life. (To continually start up and run the engines on the ground would add running hours and cycle times to the engine) ‘The need for an alternative method of providing aircraft services and for the requirement for an on board emergency power source led to the development of the Auxiliary Power Unit (APU). Early models of APU's were extremely simple single shaft gas turbines consisting of a centrifugal compressor driven by an impulse turbine usually with a reverse flow combustion chamber (to keep the engine short). ‘The Fuel System ‘The fuel system would consist of a fixed angle swashplate pump to give a fixed output fuel flow. This would allow the engine to run at its designed maximum rpm with no intermediate “idling” position. Fuel control devices were at a minimum with a simple mercury boiler tube which would act upon a half-ball valve to bleed off fuel in the event of a high turbine gas temperature, a spring loaded half ball valve which would bleed off fuel if the designed fuel pressure was exceeded, a simple overspeed governor, and a combined high pressure cock and simplex atomiser type burner. The Lubrication System ‘The lubrication system would be much the same as a propulsion engine with an oil tank, suction filter and relief valve, and then the consumers. ‘The scavenge system would consist of strainers, pumps, oil cooler, and deaeration devices.The oil cooler would have a relatively large capacity in order to keep the oil temperature within a reasonable range, especially during prolonged ground operation of the APU during high ambient temperatures. On some installations a separate air blower was used to force air through the cooler when the aircraft was stationary. If the engine was available as an emergency power source then there would have been fitted an oil heater to maintain a minimum oil temperature for high altitude (-S6°C) start-ups. Start Panel The starting panel was also simple, and contained only sufficient switches and gauges to allow the operator to: * Select start and shut down. * Check the fire extinguisher circuit. * Check the fuel level in the tank. * Check the oil pressure. * Check the JPT. * Switch on (and off) the HP cock and ignition. ‘The start cycle itself was fully automatic once the selection had been made. General This type of APU was built by the Rover Gas Turbine company and was a reliable method of producing electrical, hydraulic, and air power. The engine was used in many different types of aircraft but was unsuitable for the modern ~ aircraft where more power was being sought for less fuel, and today the APU is a sophisticated gas turbine engine. As an example of a modern APU there follows a description of the Hamilton Standard STL-73 as fitted to the Lockheed L-1011 ‘The APU consists of a gas turbine engine, the gas generator, and a gearbox - the load gearbox. Both components are located on a platform that acts as the fuselage skin line when installed. The gas turbine drives the load gearbox through a free turbine.The load gearbox rotates at a constant rpm and the speed is independent of the gas generator. The power required for this varies with the loads on the load gearbox, and is achieved by varying the speed of the gas generator. Driven from the load gearbox are the following: * An electrical generator providing aircraft electrical power for the electrical services. The generator has the same rating as, but is not interchangeable with, the main engine generators. * A centrifugal compressor providing air to the aircraft pneumatic services, the output of which is controlled by the positioning of inlet guide vanes. * A cooling fan providing cooling for the APU bay and ventilation. The load gearbox is maintained at constant speed by an Electronic Control Unit (ECU) which receives signals from the free turbine shaft speed probes. This information is then compared to reference circuits within the ECU and adjustments made to the fuel flow of the gas generator via a Free Turbine Speed Controller and Fuel Control Unit. THE POWER PLANT ‘The schematic shown in figure 1 shows the airflow of the APU compartment. For ease of reference we will consider the airflow in four separate areas. 1. Engine Air 2. Cooling Air 3. Ventilation Air 4. Load Compressor Air Engine Air This is drawn through the inlet door in the platform and fed via the hollow platform and intake plenum to the gas generator compressor. It then flows to the exhaust system on the right hand side of the bay. About 2/3rds of the air drawn in is used in the gas generator.Cooling Air Drawn through the inlet door in the platform and fed via the hollow platform to the load gearbox fan. The cooling fan provides: (a) Forced cooling of the bay through the distribution "piccolo" tube (b) Forced cooling of the combined oil coolers. ()__ Induced ventilation of the bay through the ventilation ejector. (d) Cooling flow within the exhaust systems linings. About 1/3rd of the air drawn through the inlet door is used for cooling. Ventilation Air This is fed through the ventilation inlets and then exhausts through the vent air exhaust valve and ventilation ejector if open whilst the aircraft is in flight. | ! ! 1 ENGINE GAS LOAD l | ton, Bad ee ne Ag ee 4] 5 v zi fra « “oth My | i == I t | vewrnarion 1 LING f AIR EJECTOR: 1 a ‘COOLING © ENGINE AIR FAN ‘> COMPRESSOR AIR "A COOLING FAN AIR > VENTILLATION AIR Fig 1 APU AIRFLOW SCHEMATIC -4-iy Load Compressor Air Drawn from above the tailplane on the left hand side through the variable inlet guide vanes to the load compressor and then fed, depending on the aircraft pneumatic requirements, through the check and bleed air shut off valves to the pneumatic distribution system, or dumped through a surge valve into the exhaust duct. THE GAS GENERATOR The gas generator is an ST6L-73 turbine engine incorporating a three stage centrifugal compressor, driven by a single stage turbine (the compressor turbine). The exhaust gases from the compressor turbine are directed to a power turbine which is free to rotate independently of the compressor turbine, and then it passed through the exhaust outlet, The combustion chamber is of the annular type reverse flow system with primary and secondary burners. The rotating assemblies of the gas generator are supported on four main bearings numbered front to rear: No. 1 The front ball thrust bearing for the gas generator. No. 2 The compressor turbine roller race. No. 3 The power turbine roller race. No. 4 ‘The power turbine ball thrust bearing for the load gearbox. Located under the engine front face are the engine accessories, the area between the air inlet and the accessory drives forming an integral oil tank. Attached to the engine rear face is the load gearbox driven through the power turbine shaft coupling. ENGINE OPERATION The air passed through an electrically operated inlet door in the APU platform. Two thirds of this air is drawn in to the axial compressor, which is protected by a mesh grill, via an intake plenum chamber. The airflow through the three stage axial compressor is maintained stable during low rpm conditions by a bleed valve relieving the third stage into the intake plenum chamber.OLLVNGHOS WELSAS TNA Adv Z 31From the axial compressor the air passed to the centrifugal compressor and then reverse flows into the combustion chamber. Fuel is added through a ring of primary and secondary fuel nozzles. ‘The gases from the combustion chamber reverse flow through the compressor turbine and the power turbine before exhausting through an exhaust duct on the right hand side of the aircraft. FUEL SYSTEM Fuel from the aircraft passes to the fuel heater, a thermostatic valve, sensing outlet temperature, controlling the amount of heat transfer from the oil system. (Refer to the schematic shown in figure 2) Heated fuel is filtered by a disposable element filter. The flow to the pump is maintained in the event of blockage by a built-in bypass valve. The fuel pump is of the spur gear type, the output being controlled by a Fuel Control Unit (FCU), bypass, and high pressure relief valve. The FCU schedules fuel flow to the burners by reference to speed and air pressure signals. Speed signals come from the load gearbox (free turbine) and gas generator. Air pressure signals come from tappings off the APU bay and compressor delivery P3. This tapping passes through an electric line heater, powered with the APU masier power switch ON, and a filter before entering an orifice block on the FCU. Fuel schedule changes are dictated by the metering valve moving between bench set stops by varying P3. The value of P3 can be altered for a given gas generator rpm by a bleed to ambient through the Free Turbine Speed Controller (FTSC) which primarily responds to the bottom load gearbox speed probe (NFA) During starting the FTSC signals are biased by the ECU to match the metering valve movement to the gas generator rpm, TRUE load gearbox speed being switched in as constant speed range is approached. This action can be monitored by the DON'T LOAD light going OUT. Any deviation from the constant speed band will alter the FTSC bleed to ambient unless LOAD TOPPING occurs.The FCU Ng governor will only affect the value of P3 if an overspeed of the gas generator occurs. Fuel, correctly scheduled passed to the Automatic Fuel Shut Off Valve assembly, where solenoids direct it for priming when de-energised, or to the Flow Divider and Dump Valve when energised. Energisation is controlled by the ECU responding during starting to a 10% gas generator signal, conditional upon the inlet door remaining open more than 55% With increasing pressure the Flow Divider cuts in the Primary and Secondary nozzles, decreasing pressure porting the nozzles to the drains tank. Fuel system components are generally located on the accessory gearbox, left hand side. The pump FCU and Automatic Shut Off Valve being changed as one unit. ~ P3 air system and electrical supplies are the most probable causes of fuel system problems. There are no adjustments. THE OIL SYSTEM The schematic shown in figure 3 shows the APU oil system. Oil for the APU is contained in an integral oil tank located between the accessory gearbox and the compressor inlet. Its capacity is approximately 2 gallons and it is replenished through a pressure re-oiling point at the top right hand side forward of the intake plenum. A low level sensor in the front right hand side of the tank will illuminate an , amber "low oil qty" lamp on the APU control panel if the oil quantity is low, providing the aircraft is on the ground. Oil from the tank is drawn by a pressure pump and passed via a 15 psi check valve at about 80 psi to a 40 micron maintainable filter on the left hand side forward of the intake plenum that contains a bypass valve set at 2% differential pressure. Oil temperature and pressure are monitored by two sensors located below the pressure filter. A chip detector is fitted in the bottom of the load gearbox just inboard of the generator and adapter.‘The pressure oil is distributed to lubricate the gas generator and load compressor bearings and drives, through thread type filters to a fuel heater located on the top front of the APU A fuel outlet temperature thermal sensing element controls oil flow through the heater such that with fuel temperature above 21°C (70°F) oil starts to bypass the heater. Scavenge oil is returned to the tank as follows: No. 1 Bearing - _ Gravity drains to the accessory gearbox No. 2,384 Bearing - Drawn by a scavenge pump and dumped into B y Bi P the accessory gearbox. ‘Accessory Gearbox. - —_— Drawn by a scavenge pump and combines with oil drawn from the load gearbox before passing to the oil cooler and thence back to the tank. Load Gearbox - Drawn by a scavenge pump and combines with oil drawn from the accessory gearbox. The oil cooler is a dual cooler, half for the generator and adapter, and half for the engine oil system. It is located at the rear right hand side of the APU. Cooling air is forced through by the action of the cooling fan. THE LOAD GEARBOX CONSTANT SPEED CONTROL SYSTEM The load gearbox (Ng) speed control system consists of two probes located at the top and bottom in the load gearbox adjacent to the generator. The two probes are referred to as Ny, (bottom) and Nig (top). Signals from the probes are fed to the electronic control unit (ECU) in which they activate control circuits for the APU operation. The Ny probe signal is also fed to the free turbine speed controller located on the front of the accessory gearbox, to correctly schedule fuel flow for constant speed control of the gearbox. In the event of load gearbox overspeed, at 110%, either probe will bring up the red N2 overspeed fault flag on the APU control panel and shut down the APU - over a period of 40 secondsOILVIWAHOS WALSAS TIO nav © 31 -10-APU normal shut down is achieved through operation of the overspeed system in the ECU when wither stop button is pressed. Fault flag operation is inhibited and the shut down is of normal duration, ie 85 seconds at idle followed by 40 seconds shut down sequence. APU GENERATOR AND ADAPTER ‘The generator and adapter are “V" mounted on the load gearbox ‘The generator is identical to the main engine generators developing 90 kVA output, but is not interchangeable. It’s oil system uses oil ESSO 2380 and provides lubrication and cooling for the generator and adapter. ‘The adapter contains an integral oil tank of about 11 pints capacity, pumps, filter, and sensors together with a pressure fill point and a gravity drain that incorporates a magnetic chip detector. The filter is a disposable scavenge filter incorporating a by-pass valve and a differential tell tale set of 70 psi to warn of filter blockage A temperature sensor will, at 138°C (280°F), illuminate an amber oil OVHT legend on the electrical system panel and Centralised Enunciator Display Panel (CADP) amber "Electrical system". A pressure sensor will, at 150 psi, illuminate an amber "gen oil press" legend on the electrical system panel and CADP amber "Electrical system" ‘The oil cooler has cooling air forced through it with APU running, by the cooling fan. A regulator and bypass valve assures that oil is bypassed if the temperature drops below 85°C (185°F). Operation In common with most modern APU's, the actual starting and stopping cycles are automatic with the components being activated or deactivated through logic circuits. (See figure 4). As the majority of APU starting procedures are similar, there follows a typical start procedure for the STL-73. The APU start panel is illustrated at figure 5. Aircraft Check This varies with aircraft type (check AMM) but will normally call for the delatching of most electrical circuits, a fire detection system check and the selection of electrical power either internal or external. -1l-ware ccvan 2 srantaeseetimen 5 Reser Tons oven tow ee} ‘Skuroow una ‘ oa Enencize sranres ‘coon SS DeAcr Cow ow Pass meer ore Siutoows eimcu Doon. 46 RESET FREE TUREINE Tease FORT aveass vaUve 2 Oren Fue skurore valve 2. EWeRaize tourrion FEEDEACK TO UF Ewene owt Lond’ REACHED S5x mcr ob SECONDS [HART WSECOND ‘Rea snuTaOW creat tone 7, BEEWeRG stanreR E DeeWEng teMTiON 4 Rewoverunaine Few nese ‘EAGT 4B SECOND Tine Ret tow on rness ‘SuuToown ciacurr RESET FREE TURBINE feconace ‘DEERERG DOWT LOAD teu 2 RESET Face Tuna FEED. Sage reTnomat nu ‘Mabe Wen com z ASTRO cowriete ENGINE PURGE: ‘DEEN we Loy cize Aw secOMDs. Stanrea tourtion owen ro | Y€5 [Tone wasteR HORE ]__fracss stor] eevorr rower sarren ore |*—] Basa |*—fawiren Ts Fig 4a APU START SEQUENCE FAULT SHUTDOWN rae we towon] [mew cw Tine SuTOow row oversee | | pressune | | TURBINE on faurouarie iurennurtion) [1105 [rewecnatunc} [Teweeratune) | Onwaxuany wom Faur TaatT Fant SauToOW Fue ire Hae Seovence rs stor. Seren 1 — A HARTA Trae GREATER coast Fueu suuTare a Oeemease Seon wan Vatve, aren FUEL a oe wen an Seconos IAS VALVE START CLOSING INLET Boge, Vent VALVE, ‘ent cacetan ooons Lose Fuck suutore ‘raat Tae GRATER ran Vatveorewrute. Lo} ostcono an trosing Brass vatve that Weeonas teLeT o00R Tuas wasten Fowen TO Fowtrswicn fo} Eco on or “ara snToom creat eourtcre Fig 4b APU STOP SEQUENCE * -12- ”APU CONTROL Oven Ow wiGH OVER SPEED PRESS TEMP TEMP Ng o_o Avro ae ‘SMUTOONN au PNEUMATIC. POWER ne ees wt Ueeeeeeeceeeee Lome) | ol Lf came coon KO v0. ’ OMe e Fig 6 APU SUPPLIES -13-FUEL SYSTEM Check fuel contents tanks 21 and 2R adequate for run. (APU uses 150-200 kg/hr) u u u Select BOOST PUMPS for tanks by pressing relevant TANK PUMP SWITCHLIGHT, u u u Check ENG 2 TANK VALVE SW/LT depressed APU CONTROL PANEL Ensure BLEED AIR SHUT-OFF switchlight is OUT. u Ensure MODE SELECTOR SWITCH is ‘at MIN MODE. u Put APU master POWER switch to on. yu Monitor APU EMERGENCY SHUT OFF PRI light on FUEL SYSTEM panel Light should come ON then go OFF. 4B Check RED FAULT FLAGS CLEAR. If NOT press RESET BUTTON. u Check APU LOW OIL QUANTITY light out u Check AUTO FIRE SHUT DOWN ARMED. light illuminated. -14-STARTING 1 Press START switchlight for 2 seconds. NOTE: This activates automatic start sequence as follows. a 2. DOORS IN TRANSIT light comes ON then goes OFF, after approx. 10 seconds. u 3. Ng RPM rises. u 4 TGT rises. uv 5. DON'T LOAD light goes OUT approximately 30 seconds after pressing START switchlight, with Ng rpm and TGT stable in GREENbank. ‘The APU is now fit for use and can be used to supply air, electrical and hydraulic power. See figure 6 TO SHUT DOWN APU INTERNALLY u 1 Press STOP BUTTON Ng and TGT decreases (Ng 60% for 85'seconds) u After approximately 2 minutes u 2. DOORS IN TRANSIT light comes ON then OFF. y 3. u to shut down APU EXTERNALLY - For electrical closure of access door. u 4 Press NORM STOP BUTTON - after approximately 2 minutes u 5. Pregs POWER ON switchiight and check light goes OFF. 2 This delatches APU Master S/W, 3 -15-ANOTHER EXAMPLE - THE GARRETT GTCP36-300 (FITTED TO A320 AIRBUS) General The GTCP36-300 is a constant speed gas turbine engine comprising two main sections, the power and load compressor, and the accessory gearbox. The power section consists of a shaft onto which is mounted a single stage centrifugal compressor driven by a single stage turbine, and a reverse flow annular combustor which provides the method of heating the compressed air This gas generator drives the load compressor which consists of a centrifugal impeller taking in air from a common inlet plenum duct through a set of variable inlet guide vanes. ‘The accessory gearbox, driven by the power section, contains the lubrication system and reduction gears, and has installed, on the appropriate mounting flanges, the generator, oil pump, fuel control, cooling fan and starter motor. It provides compressed air for: * heating and cooling. * cabin ventilation. * systems checking during maintenance. * main engine starting. It also provides electrical power for: * use on the ground * a source of power following an in-flight emergency. ‘The starting and operating envelope (figure 7) shows the capability of the unit to provide pneumatic and shaft power to satisfy aircraft demands at various heights and ambient temperatures. Note that: * Electrical power is available up to FL 390 but output drops above FL 290. * Electrical power has priority over the pneumatic supply. * Air and electrical power is available on the ground and when airborne * Cabin air supply will also be available during max performance take-offs. ee