Licence By Post “To apes is Book can catch fingers. Not suitable for small children, Care when handl 6 By Post ©Copyright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 Taid down company policy as regards local ——— procedures, recording, report writing, documentation etc. _ 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 thanks to: ROLLS-ROYCE ple for permission to-reproduce drawings.CONTENTS PAGE Engine installation 1 Engine mountings 3 Modular engines 4 Storage 7 Spare engine carriage 14 Ground running & functional checks 14 Engine running - examples 18 Trouble shooting 32 Developments 38HOW TO TACKLE THIS BOOK This book will require you to read through parts of it more than once. You should use it to bring together all that you have learnt so far. You should be able to describe in detail how to carry out an engine change on an aircraft from start to finish - including the documentation (3 log books remember, and certificates with engines, JAA form 1s etc}, and completing the job with an engine run and function testing all systems associated with the engine - which means most of them You should be able to describe how an engine is constructed, assembled and dismantled. You should be able to describe how an engine is put into storage, what happens to it in storage, and how it is put back into service. You should know how to complete an engine run and be able to explain in detail how a fault is rectified. With rectification remember, start from the obvious and simple and work towards the more complex: explain every thing you do: use the AMM/fault computer - but at the right time - after possibly a visual inspection. Use your ‘own answer ~ not a model answer - the CAA will loose you marks for this. With a fault type question always INSPECT FOR A FAULT - FIND IT - RECTIFY IT ~ CARRY ON TO THE NEXT MORE COMPLEX PROCEDURE - until all possibilities are exhausted. Record and sign for the work done and functionally test the system ~ usually an engine run in the case of engine faults. ‘The book is written for the Bl person to level 2 (3 for some of it). Except for storage it is all applicable for the A person but at level 1ENGINE INSTALLATION There have been many different ways in which an aero-engine could be supplied by the manufacturer to be fitted to an airframe. The earliest method was to provide a basic crankcase, cylinders, cylinder heads and gearbox, already assembled, which would then be mounted onto the airframe. The ancillaries were then bolted on, until the engine was complete and ready to run. This operation, of course, took a long time and eventually with the advent of the more complicated liquid cooled multi-cylinder, supercharged engines, the man hours involved in building up the engine “on the wing" became so great that operators had to develop a more efficient system. In modern times, the system has been refined, and it is possible to replace a modern fan engine and have it running in a matter of hours. ‘There are basically four methods which may be encountered when dealing with engines: * Basic Engine * Powerplant (PP) * Engine Change Unit (ECU) * Quick Engine change (QEC) ‘The Basic Engine This is as built up by the engine manufacturer. A basic engine is a complete engine consisting of the main rotating assemblies, casings, gearboxes and those engine accessories and components necessary to convert the air/fuel mixture into propulsive power, and to provide internal engine lubrication, eg the engine plus the engine fuel and lubrication systems but less any ancillaries. Power Plant This is assembled by the aircraft operator. It is the total engine installation that provides propulsive thrust to the aircraft and power to the aircraft —systemms— The PP-inchudes the BeU;ait connections; eontrols;-cowlings, panels, intakes and engine mountings. A’ PP exchange would normally be the simplest and quickest way to change an engine for any reason. ‘This example is, however, very costly in that all of the ancillaries are supplied which means for every PP held in the maintenance shop, the operator would have to provide alternators, starters, cowlings, etc!Engine Change Unit This was and probably still is the best compromise in the supply of replacement engines for operators. This is assembled by the aircraft operator. It is a basic engine PLUS those components that make the engine suitable for installation in a particular aircraft position. It would include engine mountings but not items such as jet-pipes, starters, hydraulic pumps and alternators. These, being individually lifed, would have to be swapped over to the new ECU. Quick Engine Change This type of engine is one up from an ECU and may, according to aircraft type, be of up to four different types. As an example the RB211 fitted to the three engined Tristar can be supplied as a Neutral QEC, a left and right Wing QEC and a fuselage QEC Neutral QEC The following units are assembled to form a neutral QEC: - Basic engine, with accessories, firewall diaphragm and oil cooler ducts. = Air starter, starter control valve and ducting. = One hydraulic pump and tubes (number 2 position on the external gear box). - Gas generator fairings. - Cold stream reverser. - Hoop plate. - Hot stream collector. ~ - Air motor, control valve, and flex drive system. - HP and IP air offtake ducts and associated valves in the interservices fairing. The neutral QEC can now be converted to a Wing QEC by the following additions: = Nose Cowl - Hydraulic tubes on right-hand side of the LP compressot case. - Fuel tube on the left-hand side of the LP compressor case. - Anti-ice duct. - Pi duct. - Interface fairings, translating and non-translating. - Correct deflector vanes for engine installation (1 or 3 position)NOTE: The only difference between the two wing propulsion system is the arrangement of the thrust reverser deflectors. By adding the following components it is now possible to convert a Neutral QEC to a Fuselage QEC: Firewall extension. Interface fairing translating and non-translating. Deflector vane assembles. - Second hydraulic pump and tubes. The QEC system is flexible and can be modified and adapted at operator level to suit particular requirements. ENGINE MOUNTINGS ‘The engine is mounted to the aircraft structure by the engine mountings that transmit all the forces from the engine to the airframe. The engine mountings must also provide a means of allowing the engine to expand and contract as its temperature changes during normal operations. They permit the same basic engine to be fitted to different aircraft by varying the type/spatial location to suit the aircraft mounting points. Early types of gas turbine were mounted by two spherical trunnions located on the compressor outlet/combustion chamber casing. One of the spherical mounts would be floating to allow for radial expansion of the gas generator, the other would be fixed. The engine would also be located axially by an adjustable third link or strut. this strut could be at the exhaust end or at the front of the compressor casing and would allow the air intake casing of the engine to be aligned with the aircraft air intake. ‘A modern pod mounted fan engine normally has two mountings positioned in tandem. The engine front mounting is secured to the top of the LP compressor case and transmits engine thrust, vertical and side loads to the aircraft structure. The engine rear mounting is secured to the top of the LP turbine bearing and support casing and transmits torsional, vertical and side loads to the aircraft structure. Spherical bearings incorporated in the mountings allow for thermal expansion and malalignment. Fail-safe features are incorporated into both mounting: = — —— Ground handling points may be fitted to provide attachment points for transportation of the engine while on the ground. Crane attachment points provide for lifting the PP, and component mounts may be attached for module handling.The engine services, consisting of fuel, hydraulics, air and electrics would be ducted up to the main aircraft structure through a fairing enclosing both engine mountings. This fairing would be vented to prevent the build up of a hazardous atmosphere. this interservices fairing would also be removable to enable the quick disconnection of the engine services. MODULAR ENGINES Until fairly recently, the maintenance policy for most aircraft engines was one of a fixed life between overhauls. This meant that on introduction to service, the engine was given a conservative number of hours to run based on previous experience. Once these hours has been reached, or the engine had developed a defect, it would be removed and sent to the manufacturer for overhaul. In general terms, the engine operator was unable to carry out major repairs to. their engines and facilities in engine shops were fairly limited. To support this maintenance policy it was necessary for operators to invest money in spare engines to compensate for those being repaired. These costs however, at that time, were relatively low. There was a growing awareness by operators and manufacturers that with attention to details and closer tolerances it would be possible to make certain components totally interchangeable and therefore items which required frequent overhaul could be removed and replaced with serviced items without affecting other main parts of the engine. The first engine to be built using this "modular" concept was the Napier Eland turbo-prop of the early fifties. It consisted of two main modules, the compressor and turbine. This design was subsequently adopted for many new power units with the RB211, consisting of seven modules, the CFMS6 - eleven modules and the [AE-V2500 - four modules as particular examples (see figure 1). - Engine Modules A module can be defined as a major self-contained section of a gas turbine engine consisting of components and "sub-assemblies" which can be: Uniquely Tdentified by a serial numb ~ Fully interchangeable (modifications excepted!). = Does not require balancing if containing rotating parts. - Specifically designed for dismantling and ease of assembly using a minimum of specialist tooling, - Capable of separate life development.Number fancy | computer Lp urtice Saboorter ie, oad aT j i [ (da rf] I li {Le comenegeon MOTOR FAM. woos a cob RE EER A85 oot 03 rene ease moouess Fancase core Low prossure ‘wrbine Fig. 1 EXAMPLES OF MODULAR CONSTRUCTIONAdvantages of modular construction - The engine design and construction enables "in depth" maintenance to be carried out in operators own engine shops. - Modules can be replaced quickly with a minimum of disturbance to the remainder of the engine. - Similar modules are freely interchangeable between similar engines. - Module lives can be developed independently from recorded information based upon operational experience. - Modules are easy and less expensive to transport and store. - Increased participation in engine maintenance by the operator leads to greater expertise of the company's employees. - - Decreased “on ground’ time of aircraft with engine repairs. - The engine design enables individual modules to be maintained "on condition’. - The operator has greater overall control of engine fleets. - Fewer spare engines are required, leading to lower inventory costs - Dispersed resources and repair facilities. - Less dependence on industry. Whilst the modular concept has many advantages there are, however, afew = _, disadvantages - Higher initial capital outlay on equipment facilities and training of employees. - Higher numbers of technical and support employees. > Different modihcation state of modutes and engines may tead-to— —— greater numbers of modules to be held for large fleets.The Modular Engine Fully modular engines are designed to a modular specification, with engine maintenance a major design consideration. They include the following features - They are built up wholly of distinct engine modules. - Similar modules are fully interchangeable between similar engines. - The engine can meet performance specifications following module or multi-module replacement, without the need for performance measurement, other than routine running to prove correct engine assembly. ‘The fully modular engine design also includes the provision of access ports within the casings of critical engine modules, to enable internal inspections to be carried out whilst the engine is in the aircraft. Such inspections are necessary for an effective ‘on condition" maintenance policy to be operated. Magnetic chip detectors are located at selected points in the oil system as aids to engine health monitoring, External components are mounted for ease of access, and the engine designed for ease of removal from, and installation into the aircraft. GROUND HANDLING ‘The ground handling of aircraft consists of those aspects not normally associated with the operational roles of the aircraft, for example, the storage a and inhibiting of engines and components, spare engine carriage, ground running and functional checking of systems and associated services. STORAGE AND INHIBITING During normal engine operation in service the routine maintenance checks carried out should ensure that no deterioration of the engine's condition occurs._If, however, an engine is out of use for a perind of time while it is “installed in an aircralt, iemust be given sonie additionat protection. ——— : Similarly, uninstalled engines, whether held as spare units or removed to allow access to airframe assemblies, must be protected to prevent onset of corrosion. Periods of storage for installed engines are defined as short and long term.Short term - Up to one month. The following procedures could be typical: (a) Drain the engine fuel system - both the LP and HP lines. (b) Inhibit the engine fuel system in accordance with the aircraft manual (c) Close and isolate all the aircraft fuel cocks. (4) The whole engine oil system may require draining, filters removed, cleaned and replaced, then refilled with either clean oil or special storage oil. Check in the aircraft manual. (e) External treatment: Clean as required, remove all traces of corrosion, re-protect as necessary. Fit all the relevant covers and blanks to components, intakes and exhaust outlet, using desiccant or Vapour ~ Phase Inhibitor as required. Long Term - Up to six months and re-protect every six months. ‘The following procedure is typical: (a) Carry out normal short term storage procedure, plus the following: (b) Grease all control rods and fittings. (©) Blank off all apertures, wrap up rubber and electrical components and a light coat of the appropriate external preservative sprayed over the engine forward of exhaust units. (4) Inspect at intervals of approximately two weeks. For uninstalled engines a typical procedure to give full protection is as follows: (@) Drain all fuel and oil, protect oil system as recommended by manufacturers. Intribirtuet systems: ~ (c) Fit correct blanks to all apertures once engine is externally free of corrosion. (a) Pad the engine exterior, ensure no leaks, fit and seal into MVP bag, using the appropriate quantity of desiccant.(e)__ Inspect humidity indicator after 24 hours (ie, ensure not pink) and also monthly intervals afterwards: The above process should give protection for up to three years. Over this time, the engine must be re-inspected and the procedure repeated. Remember to record and sign for all work done on the engine during storage. Fuel System Inhibiting Inhibiting of engine fuel systems is achieved by draining the fuel from the system and refilling with a light grade mineral preservative oil. There are three basic methods. These are: a * The Motoring Method * The Gravity Method * The Pressure Rig Method The Motoring Method ‘This should be used on all installed engines where it is convenient to turn the engine using the normal starting system. A header tank is used to supply inhibiting oil through a suitable pipe to the engine. ‘A filter and an on/off cock are incorporated in the supply pipe, which should be connected to the low pressure inlet to the engine fuel system and the aircraft LP cock closed. After draining the engine fuel filter a motoring run should be carried out bleeding the high pressure pump and the fuel control ~ unit, and operating the HP cock several times while the engine is turning. Neat inhibiting oil will eventually be discharged through the fuel system and combustion chamber drains. When the motoring run is complete the bleeds should be locked, the oil supply pipe disconnected and all apertures sealed or blanked off. ‘The Gravity Method ‘This is used when the engine cannot be turned. A header tank similar to the one used in the motoring method is required but in this case the feed pipe is provided with the fittings necessary for connection at several positions in the engine fuel systemThe fuel filter should first be drained then the oil supply pipe connected to each of the following positions in turn, inhibiting oil being allowed to flow through the adjacent pipes and components until all fuel is expelled: High pressure fuel pump pressure tapping. Fuel control unit pressure tapping. Burner Manifold. Low pressure inlet pipe. Components should be bled at the appropriate time and the HP cock operated several times when inhibiting the fuel control unit. All bleeds and apertures should be secured when the system is full of inhibiting oil. The Pressure Rig Method ‘This may be used on an engine which is installed either in the aircraft or in an engine stand. A special rig is used which circulates inhibiting oil through the engine fuel system at high pressure. The fuel filter should be drained and, where appropriate, the aircraft LP cock closed. The inlet and outlet pipes from the rig should be connected to the high pressure fuel pump pressure tapping and the system low pressure inlet respectively, and the rig pump turned on. While oil is flowing through the system the components should be bled and the HP cock operated several times. When neat inhibiting oil flows from the combustion chamber drains the rig should be switched off and disconnected, the bleed valves locked and all apertures sealed or blanked off. Water Vapour Resistant Bags al The WVR bag is a very efficient, but unfortunately, expensive method of preserving acro-engines. They are classed as major items as they have their own history cards and are all serial numbered. They are re-usable bags manufactured from a plastic material which has a low water vapour transmission rate. Bandoliers containing desiccant are positioned within the bag to maintain the air ina dry condition when the bag——— is sealed. A humidity indicator is placed inside the bag so that the condition of the air within can be ascertained. The bags are commonly known by trade names such as Dri clad and Texikoon.The parts of a WVR bag and the purpose of each part are as follows: (a) Large Fastener: Incorporated to allow the bag to be undone along its length and opened out to receive an engine. The fastener is a special extruded closure that can be closed by hand or by use of a closure tool. (b) Window: Incorporated to permit inspection of the Engine Data Plate details and the humidity indicator. (c)__ Relief Valve: Fitted to allow air to escape from the bag when it is being transported by air. It eliminates the possibility of the bag bursting at altitude. (4) _ External Pockets: Incorporated to accommodate a History Card for the bag, instructions for the fitting and removal of the bag to an engine, a quantity of repair material and the required bag closure tool. (e) History Card: Is used to provide a record of the usage of the bag. The card accompanies the bag throughout its life. The following data is recorded on the history card. & Bag Details: Type, serial number, manufacturer and date of * manufacture or repair. Type and make of engine to which the bag can + be fitted. Date of fitting and relevant inspections and maintenance procedures. () Humidity Indicator: This is a paper indicator which turns colour when subjected to moisture vapour. Blue = Safe. Pink = Unsafe. An unsafe indication must be investigated and rectified immediately. (g) Desiccant: Is a substance capable of absorbing and retaining moisture. ‘The desiccant used is Silica-gel. The required amount of desiccant to be used inside a WVR bag is determined by using the formula: Weight = 35xAxRxM — 1000 Where A = The surface area of the bag. R = The water vapour transmission rate of the bag material. M = The number of months required to provide protection. This formula and the weight of desiccant can be found on the outside of the bag.Cleaning and Examination Although WVR bags have a certain resistance to duels, oils, greases and preservatives, accumulations or prolonged contact with these substances will eventually cause contamination and deterioration of the bag. They should therefore, be cleaned every time the opportunity arises with the solvents approved for this purpose, details of which may normally be found in the instruction sheet found in the pocket of the bag. After removing a WVR bag from, or before fitting it to, an engine, it should be completely examined for cracks, splits, cuts and punctures, especially around the engine mounting points, inspection windows and the closure seal. It should also be examined for damage due to excessive absorption of oil or kerosene and cleaned as necessary. If inspection reveals the necessity for repairs to be made to the WVR bag, these ~ should be carried out using the repair materials and instructions provided in the pocket of the bag. There are three types of repair to WVR bags: (a) Patch repair. (b) Weld repair - using a special welding tool to provide a polythene repair. (c) Emergency repair - using fabric based adhesive tape to provide a temporary repair until a new bag can be provisioned, or until an efficient repair can be made. Engine Storage - General 2 In general terms, complete engines and individual components should be kept in a clean and well ventilated area away from sources of heat and in their original packing boxes. Rubber components must be kept away from direct sunlight, oil and grease and heat sources, The temperature of such storage areas should be maintained at between'10°C and 20°C.LP. QUTLET GUIDE VANES 3 2 Sour@ory 1. SECURING SCREW NO NUT(2 OFF) 2 Thnvsr ning 3 RETAINING RING & SEcuninG BOLT (6 OFF) & Gare & RNURLED NUT (2 OFF) 4 Toot Fig. 2 SPARE ENGINE CARRIAGE - FAN BLADE REMOVAL AND CORE ENGINE BLANKSPARE ENGINE CARRIAGE The rapid transportation of aero-engines around the globe has always presented problems for airline operators. With small engines it is usually possible to fit them into cargo aircraft to enable rapid movement to a stranded aircraft downroute. However, with the advent of the modern fan engine, it would need a dedicated transport aircraft of Super Guppy or Galaxy size to move an engine such as an RB211 around the world. One method, apart from a crated engine travelling by road/sea, is to mount the engine to a hard point on the wing of a normal passenger carrying aircraft, and allow the aircraft to deliver the engine on a normal flight downroute. This would save time and money as time of delivery would be quick and the transport would be on a normal revenue earning trip anyway. Thus the spare engine is mounted to the outside of an ordinary aircraft and transported complete - or nearly so. The mounting is close to the aircraft's centre of gravity, both laterally and longitudinally, to reduce the amount of inflight trim due to mass location and help reduce asymmetric drag. Depending on the engine some blanks may be fitted and the engine spools are prevented from rotating. ‘There are various methods of preventing rotation of the spools, and on the RB211 for example the LP fan blades are removed and stowed in a transportation box. The core engine, IP and HP spools, are prevented from turning by fitting blanks in the air intake. See figure 2. GROUND RUNNING AND FUNCTIONAL CHECKS - The ground running of aero-engines, for many years, was the normal method of establishing the serviceability of, not only the engine, but of the systems using engine derived power, for example, electrical, air conditioning and hydraulic systems. It is possible, however, to check many parameters and systems without resorting to starting and running the main engines:-By conmecting various test — sets to the systems it is possible to find faults and establish running datum's, and by running auxiliary power units, many other systems can be checked out to both fault find and carry out general maintenance procedures.The development of built in test equipment (BITE) has virtually eliminated the need for running both APU's and main engines, thus saving a considerable amount of "life". On many aircraft, such things as Maintenance Access Terminals are available on the flight deck for engineers to use. A computerised system with a CRT, the system allows for automatic fault recording and BIT testing, and the carrying out of various functionals on many systems. With the use of BITE and on-board fault monitoring systems engines will not be subject to the number of thermal cycles associated with regular ground running. Engine, starter, and component life will be prolonged and of course fuel will be saved. ‘There are, however, times when ground running is required, and not every fleet has modern high performance fan engine powered aircraft. Some of the occasions when ground runs may be required are: * After engine replacement. * After Engine adjustments. * After component changes. * Assisting fault diagnosis. * Confirming reported faults. * After periods of storage. * After long periods when the aircraft has not flown. * * When required by the aircraft maintenance manual/aircraft servicing schedule. * When required by the CAA. ‘There are specific procedures related to ground running and the maintenance manual/schedule must be consulted in all cases. A typical procedure, not related to any particular engine, except for the actual start which is RB211 fitted to Tristar and B747 aircrait, is explained in the following paragraphs. Before carrying out the practical task of pressing the button and lighting up the engine there are various courses of action to be considered eg, What are the engine running parameters and limitations? By reference tothe operating procedures the following can-be established: Maximum JPT. Minimum oil pressure Minimum fuel flow. Minimum air temperature and humidity, EPR range RPM range.There may also be a requirement to obtain the ambient air temperature, both wet and dry, and barometric pressure, in order to apply conversion figures to RPM and JPT readings. Once all of the limitations and parameters have been studied it will be necessary to establish whether the aircraft and engine is safe to run and also, where it is to be run. A visual inspection of the engine, airframe and associated systems followed by reference to the Log Book and other maintenance personnel should ensure the former, whilst the airfield authority can advise on the latter. ‘The safety precautions to be observed are laid down in the aircraft maintenance manual and are lengthy, but basically they should ensure the safety of all personnel, the aircraft, and equipment. Ground crew should be adequately briefed and qualified; be in contact with Air Traffic Control; wear protective clothing and ear defenders. Fire extinguishers of the correct type should be available, and the aircraft should be parked on concrete, nose into wind, chocks fitted, intake guards fitted, all engine blanks removed and cowlings secured. Ground equipment should be parked in a safe area, and the jet efflux/engine intake danger zones observed. Look out men/women should be posted. Once all the relevant precautions have been observed it will be possible with the aid of the cockpit check list to set the relevant switches/circuit breakers to their pre-start positions. ‘These check lists are normally in a logical sequence - left ‘o right around the cockpit area and engines panel. Once all the relevant switches/circuit breakers have been set the engine can be started. As mentioned previously, a typical start sequence is described as follows: 1. If an ignition selection switch is fitted, system "A" required. ", or "Both" as ___2. The ground start switchlight on the pilots overhead panel is pressed ant is electrically held in: The ground start release switchtight will illuminate. At the same time the following actions occur: The Pylon Isolation Valve, in the air duct to the engine pylon, opens and air flows to the starter duct. ‘The Starter Valve opens and air flows to the Starter Motor.‘The Valve Open legend illuminates 3. The motor drives through the gearbox to rotate the High Speed Shaft ‘This rotation pulls air in which rotates the Intermediate shaft and then the fan. 4. As HP speed increases and approaches 25% N3 the pilot schedules fuel and ignition "on". A shut-off valve opens supplying fuel to the spray nozzles. 5. The igniters operate and within about 10 seconds light-up takes place Light-up produces increased airflow through the engine, and this added to the power of the starter motor continues to accelerate the engine. On the Tristar for example a speed switch in the N3 Tacho Indicator operates at 43% N3. It shuts down the starter by causing both the Starter Air and the Pylon Isolation valves to close. ‘At 81% N3 a second speed switch operates releasing the Ground Start Switch and de-energising the Igniters. The engine continues to accelerate towards ground idle. On the Boeing 747 the starting sequence is identical except that the Ground Start Switch controls the sequences of rotation and ignition. It is held engaged by the pilot. There are no separate speed switches. Selecting and cancelling ignition and operating the Pylon Isolation and Air Starter Valves are all controlled by the Start Switch. At 50% NS the start switch is released and the engine accelerates to ground idle. Once the engine has started successfully and the relevant switches and selections are made to de-select the start, the engine or system can be tested. When carrying out an engine test it is important to keep the thermal cycles to an absolute minimum. The checks required at specific RPM must be done therefore, in a logical sequence at increasing RPM up to the maximum, and then at decreasing RPM's to idle. For example Idling RPM - _Record RPM, oil pressure, JPT, oil temperature, fuel flow, EPR, igv setting, bleed valve open. 70%RPM - Record as above, plus alternator on line/output, hydraulic pressure, bleed valve closed. 80% RPM - Record as above, plus air conditioning.90% RPM - Record as above, plus anti-icing "on". 100% RPM - Record as above, plus RPM overswing and top temperature control. Once all of the checks have been made it is important to allow the engine to cool down. This is achieved by allowing the engine to idle for a period of time before closing the HP cock. The turbine will now have had time to cool to a minimum temperature thus relieving the thermal stress encountered when shutting down from a much higher temperature. When "Shut-down'" is initiated it will be necessary to record the time taken for the engine spools to come to rest. This "run down" time gives some indication of the state of the labyrinth seals, the bearings, turbine and compressor tip clearances and imminent component failures. During the "run down" period it may also be possible for external crew members to detect any extraneous mechanical distress, and for them to observe the correct operation of relevant fuel drains eg, combustion chamber drain and fuel manifold drain. The following show typical examples of engine start procedures for large aircraft. They are self-explanatory and are used by both aircrew and ground maintenance staff for engine starting. They are extracts from maintenance manuals and are for training purposes only. EXAMPLE 1 - L1011 Engine Starting — Normal Obtain ATC permission. ‘The pilovengineers should be at their stations on the flight deck and the Before Starting Engines check list is cleared When ready, the captain/engineer doing ground run shall contact the ground crew and advise “Ready to start engines” If external power is in use, the captain/engineer will brief ground personnel that external power must not be removed until they are given the command to do so. When engine start clearance is received, the captain/engineer shall select minimum mode on the APU, turn off packs 1 and 3, close cross bleeds to isolate as much ducting as possible and reduce any large electrical loads such as galley power._ == =voltage and frequency of each IDG. Tum off the extematpower ‘The normal start sequence is engine two, three, one. This sequence may not always be the most desirable due to cargo loading, clearance to run above ground idle during cross bleed starts, and other factors The captain or engineer in charge shall turn on the anti-collsion light and command the first officer or second flight deck engineer. “Turn Fe He/she shall select the START IGN switch to A for odd numbered fights, to B for even numbered fights, push the appropriate ground start switch, note the valve open light is on, and IN, rotation within ten seconds. If tail-wind conditions exist, check for N, rotation in the proper direction as N, increases “The engineer shall check the engine isolation flowbars on and high pressure switches off, duct pressure normal, APU max mode light on, oil pressure increasing and N, rotation. ‘Ata minimum of 20% N; and TGT below 100°, the captain shall place the fuel and ignition switch to ON. Observe fuel flow, TGT, N, increasing and the low oil pressure light goes out. If enrich is used, hold the switch in enrich until ground idle status is approached or TGT approaches 600°. Do not cycle the fuel and ignition switch between enrich and on. CAUTION. If ENRICH is selected, releasing the switch to ON between 35% and 45% Nx may cause a crash re-engagement of the starter and subsequent starter damage. ‘The captain or engineer in charge shall keep his hand on the fuel and ignition switch until the engine is at ground idle. The engineer shall close the APU bleed air shut-off valve after the start valve closes (approximately 45% N,). When the engine is at idle and TGT starts to decrease, the engineer shall check the IDG low pressure light is out and generator field and generator breaker have closed and voltage, frequency and kW electrical power are normal. Start remaining engines using the same procedures but with bleed air. Prior to starting the second engine, accelerate the first engine started to 68% N, to supply adequate bleed air. Open high pressure bleed and cross bleed valves to supply bleed air to the engines being started. An additional pack may be tumed on after the second engine being started is operating at stabilised idle and supplying adequate duct pressure. After each engine is started, open their respective high pressure bleed valves. ‘After all engines have been started, set START IGN switch to BOTH, if external electrical power is used during starting, the ac tie breakers will be open. Monitor the ich and-check that all tie breakers close. external air is used for starting, the engineer should depressurise the manifold and advise the captain/engineer in charge prior to his asking ground crew to disconnect external air supply. When external power is no longer required, the captain/engineer will request ground crew to disconnect. —To=Engine Starting - Abnormal Events The following are the most likely abnormal situations which could occur. See chapter 5.21 of the AMM for amplifications to these procedures. 1. No rotation within ten seconds after pressing start switch. 2. No lightoff indication within 30 seconds after placing the fuel and ignition switch ON. 3. Nooiil pressure indications within 30 seconds of starter rotation. 4. Hot start is observed or anticipated. 5. __ Engine does not continue to accelerate after starter cut-out. Start valve open light or ground start release PUSH light illuminated after 55% Ns, 7. Cross starting. L 8. Manual start vaive operation. 9. Battery start 10. Aborted start. 11. Starting with external power. After Starting Engines Check List This is mostly for the pilot but makes interesting reading — and much of it you should know anyway. 1. START SWITCHES OFF 7 ~ Check that push light is off and that ground start switches are released. 2. ANTI-COLLISION LIGHTS ON Anti-collision lights should remain on while any engine is running. 3. BRAKE PRESSURE Both hydraulic brake pressure gauges indicate normal. = 4. FLIGHT CONTROLS CHECK Observe the surface position indicator for proper travel while making the following checks:Move rudder pedals full travel in both directions after: Push-back completed, All ground equipment removed, Nose gear area cleared of personnel. Move the control column backwards and forwards. Check indicators. Move the contro! wheel left and right and check both inboard and outboard ailerons move in the correct sense. Check that rudder moves full and free range. Pull speed brake spoilers lever half way aft to determine that the lever’s hydraulic assist is operative and then return lever to the full down position. Engineer at engineers station 1 FUEL TANK PUMPS ON Turn all fuel tank pumps on and check that their low pressure lights are out. Close all cross feed valves and check in-transit lights out. 2. ELECTRICAL PANEL CHECK Check that the galley busses are powered. Check that all field, generator, and tie bus breakers are closed and power indicators indicate approximately equal kW load division. With APU operating, open APU generator field relay and verify generator breaker open light comes on. Ifall engine generators are operating leave APU generator field relay open. If an engine generator is in-operative close APU field relay and verify generator breaker also closes. 3. HYDRAULIC PANEL CHECK & SET Place ATMs to AUTO, PTUs and ac hydraulic pumps should be off. Check that all high temperature, low pressure and low quantity lights are out, system pressure gauges indicate normal system pressure, and hydraulic quantities are above minimum level. 4. PACK VALVES OPEN Note that all pack flow control switches have flowbars and verify flow. Use three packs normally and monitor for proper operation.Check all engine high pressure valve switches armed to open. 5. FUEL CONTROL AMPL. OVERRIDE Latch in all fuel control amplifier switchlights and check that OVRD is illuminated 6. DOOR WARNING LIGHTS CHECK Check door warning annunciator panel. All lights should be out. Press AURAL WARN TEST switch, with selector set to UNSAFE TAKEOFF. Three cargo door warning lights and ELEVATOR light should illuminate. Leaving Ramp ~ Pilot or Approved Engineer Obtain ATC permission. Connect tug, release brakes and commence push back. When at correct distance, disconnect ~ tug and verify steering re-established. Acknowledge ground crew clearance and release brakes. If possible keep nose wheel centred until aircraft starts rolling. Normally, gate departure can be accomplished by initially rolling straight forward and then initiating any turn. Use equal thrust on all three engines to start Possible when manoeuvring in the ramp area raft rolling. Keep engine thrust as low as Wing Flaps (pilots) After leaving the ramp, place flap handle to required takeoff setting. Engine Anti-icing Anti-ice must be on for taxi and take-off when the following conditions occur simultaneously: Temperature 8°C or below. Visible moisture (fog'of + mite visibility or less), rain, drizzle or wet snow is present. — Low bleed pressures at ground idle thrust may not illuminate the heat light. Taxiing Make large radius turns whenever possible. Be aware of wing tips when near other aircraft or ramp equipment, Do not make rapid or abrupt movements of the steering wheel. if the wheel is released while in a turn, the nose whee! will rapidly return to the rudder pedal steering position.Do not use reverse thrust for backing the aircraft. Takeoff Performance — Pilot Determine V,, V, and V; for the actual takeoff gross weight, under the existing runway conditions. Airspeed bugs should be set. Determine take-off EPR and N, from the Takeoff Thrust charts. Enter calculated EPR and climb N, on take-off work sheet. Set take-off EPR in command window and check that the three bugs are aligned. Check EPR computer is operating normally by selecting take-off mode an observing normal indication. If operating normally, computer will be used to determine climb thrust. qn Stabiliser Trim Setting The engineer will verify the take-off gross weight and centre-of-gravity location, as shown on the 1011 Flight Movement Report. He/she will then select the stabiliser trim setting and notify the captain. EFDARS Upon receipt of Flight Movement Report, encode the takeoff weight to nearest hundred kilos. Flight Directors The flight directors should normally be turned on. - The runway heading should be set in the heading display, unless ATC advises otherwise. The clearance altitude should be set in the alt. select display. TAKEOFF, HDG and ALT SELECT ARM modes should be selected. Taxi Check List Amplification - Pilot or Approved Engineer 7. ENGINE ANTI-ICE —— Respond “ON" or “OFF" as appropriate. If engine anti-ice is on, check that heat lights are on and high pressure lights are out.2 FLAPS 18 DEGREES & GREEN LIGHT Both indicator tapes should align at the 18°C flap position and the green leading edge slat indicator light should be on. Engineer check the slat monitor panel and confirm all slats extended. 3. AILERONS CHECK After flaps are extended to the take-off position, rotate control wheel both directions while observing flight control position indicator for travel of all spoilers and rudder movement. 4, STABILIZER TRIM CHECK & SET Set stabiliser to the take-off trim position reported by the engineer. EXAMPLE 2 - THE B777 ~ The follow gives the weights and procedures for engine running on the B777, with PW 4000 series engines. Power Level Minimum Aircraft Power Level for Max CG (%MAC) Gross Weight (1) _| Opposite Engine (2) 85% N, or less. 340,000 lbs 60% N, 36 (154,223 kg) Takeoff 400,000 Ibs 60% Ny 4 (77k) (181,439 kg) (1) These values are the minimum gross weight that is necessary to operate the engine at the specified power level. The operating empty weight (EW) is 310,000 pounds (140,615 kg). It is necessary to add the difference between the OEW and the minimum _, gross weight in fuel or ballast. (2) __Itis necessary to operate the opposite engine at this power level with the brakes applied, the parking brake set, the wheel chocks installed, and nose gear pointed straight ahead. The wheel chocks must be at least 3 inches away from the tyres. The parking area must be dry and fee of contamination. Make sure the brake pressures are 3,000 psi and not deactivated. The right and centre hydraulic systems must be fully pressurised and operational.Minimum Gross Weight for Engine Operation Table 1 Procedure to Prepare the Aircraft for Engine Operation PRESTART CHECKLIST POSITION Air inlet and exhaust covers. REMOVED Aircraft into wind. - Make sure that all loose objects are removed from the air intakes and from the 7 ground area around the air intakes. Carry out a visual check for damage or ice on the inlet cow, fan blades, fan : spinner, P2/R2 inlet probe, and external cow! surfaces. If you find ice on these parts, remove the ice with hot air. es Thrust reverser. STOWED Make sure the latch engagement for the fan cowl and thrust reverser latches - are correct. Do a visual check of the core exhaust (LPT1), exhaust plug and primary nozzle - for damage and unwanted material. Make sure there is sufficient oil in the engine oil tank. % Make sure there is sufficient oil in the starter. IDG oil level on the EICAS electrical maintenance page 1 NORMAL Backup generator oil level on the EICAS maintenance page 1. NORMAL Do a check of the drain ports for fuel, oil and hydraulic leaks. 7 Make sure that fuel drained from the engine does not present a fire hazard. Forward thrust levers. IDLE Reverse thrust levers. FORWARD ~ (DOWN) Attach a DO-NOT-OPERATE tag on the thrust levers. Supply electrical power. e Circuit breakers, that do not have DO-NOT-CLOSE or INOP collars, on these panels: ‘APU Auxiliary Pane Power Panel. Power Management Panel. CLOSED Power Panel: Power Management Panel. Power Panel ~ Auxiliary Power Management Panel ~ Standby. Power Panel ~ Ground Service/Handling. Fire handle. INILOCKED Parking brake lever. ONBrake pressure 3000 psi or 20680 kPa Install the wheel chocks in the front and rear of the main landing gear tyres. : Install the wheel chocks in the front and rear of the nose landing gear tyres if - surface is wet Make sure there are equal amounts of fuel in the left and right main fuel tanks. MORE THAN 5500 POUNDS Pressurise the pneumatic system. o Start Engine Procedure (Automatic Start) General (1) You can manually stop the start procedure at all times during the automatic start procedure, (2) Doeach step of the procedure in sequence. If you stop the start, you must do each step of the sequence again. (3) During the start, keep the service air bleed inputs and accessory loads to a minimum AUTOMATIC START CHECKLIST POSITION FUEL L or R PUMPS FWD and AFT switches ON AUTOSTART switch ON STARTIIGNITION switch START SAV duct pressure 30-45 psi or 207-310 kPa FUEL CONTROL switch RUN Monitor N,, Nz, oil pressure, fuel flow, and EGT to make sure the automatic start ~ procedure is satisfactory. Monitor the Engine Operation (1) During the automatic start, the EEC (FADEC) automatically signals to turn: Ignition ON at approximately 15 percent Nz speed Fuel Flow ON at approximately 22 percent of Ne speed.(2) @) (4) (5) 6) (7) Monitor the EGT for the engine. ‘The EGT must start to increase in less than 20 seconds from the time the fuel is ON. Ifthe EGT does not increase in 20 seconds afer the fuel and ignition are ON, the EEC (FADEC) will automatically signal to turn off the fuel and ignition and motor the engine for 30 seconds to remove the fuel and vapours, and try to start the engine again with the two ignition systems. Monitor the N,, N; and EGT carefully during the start procedure for unusual indications. NOTE: If the starter air pressure is low, the engine starting time will be slower and the peak EGT will be higher. If the N, does not tum by the time the engine reaches idle, stop the engine immediately. ‘The N, and N, rpm must continuously increase to idle speed. The EGT must increase to the idle EGT limit. During the automatic start, ifthe EGT is more than the start temperature limit, stop the engine immediately. Do the engine shutdown procedure. Make a record of the length of time and the highest temperature of the engine during an overtemperature condition. During the automatic start, the EEC (FADEC) automatically signals to turn the starter air valve and ignition off as the engine becomes stable at idle. NOTE: The STARTIIGNITION switch returns to NORM approximately 3 seconds after SAV closes and ignition off at approximately 41-46 percent of N; speed The EEC (FADEC) will automatically signal to stop the start if one of these failure conditions occur: The EGT does not increase in 20 seconds after fuel is introduced in the engine. The N, rotor does not start to turn by 40 percent N; (locked N, rotor). The EGT is more than the autostart limits. ifthere is an engine surge indication During a stop in the autostart procedure, the EEC (FADEC) will automatically signal to engage the start at the maximum starter speed for 30 seconds to dry motor the engine. Do the dry motor procedure for 30 seconds minimum that will decrease the EGT and remove unburnt fuel in the engine.(8) When the engine reaches the idle speed, make sure the START/IGNITION switch is automatically set to the NORM position. NOTE: An EICAS autostart switch message will be shown if the START/IGNITION Switch is not in the correct position. (9) Depressurise the pneumatic system. Engine Start Procedure (Manual Start) (1) Monitor the EGT very carefully during the start. You must make sure that the engine does not go more than the EGT limits. (2) Monitor the other engine data during the start to make sure that they are within limits. Monitor the engine oil pressure, N, and N; rotor speeds and vibration. (3) Manually stop the start during the manual start procedure when the engine data is not satisfactory. ~ (4) Do each step of the procedure in sequence. If you stop the start, you must do each step of the sequence again (5) During the start, keep the service air bleed inputs and accessory loads to a minimum. MANUAL START CHECKLIST POSITION FUEL L or R PUMPS FWD and AFT switches ON AUTOSTART switch OFF STARTIIGNITION switch START SAV duct pressure 30-45 psi or 207-310 KPA Make sure the N, increases. - Make sure the engine oil pressure increases. - Make sure the N; increases. If the N, does not increase by the time N, reaches - idle speed, stop the start At 2 percent of N, speed ~ FUEL CONTROL switch RUN ~~ "Monitor the Engine Operation (1) Monitor the N,, Nz and the EGT carefully during the start procedure for unusual indications. The N, and N, rpm must continuously increase to idle speed. The EGT must increase to the idle EGT limit.IFN, accelerates slowly with a fast increase in EGT to the limit of 535°C, you must stop the start and shut-off the fuel immediately. (2) During the start procedure, if the EGT is more than the start temperature limit (535°C), stop the engine immediately. Do the engine shutdown procedure. Make a record of the length of time and the highest temperature of the engine during an overtemperature condition. (3) During the start, if one of the conditions that follow occurs, do the engine shutdown procedure: The N, rotor does not start to turn (locked N, rotor). The N; rotor does not turn at the usual speed. The N, rotor does not start to turn when the N, approaches idle (locked N, rotor). The fuel low or ignition is accidentally stopped. ‘The EGT does not start to increase in less than 20 seconds after the FUEL CONTROL switch is set to the RUN position. ‘The oil pressure does not increase after the FUEL CONTROL switch is set to the RUN position. (4) During a shutdown, dry motor the engine. Do the dry motor procedure for 30 seconds minimum that will decrease the EGT and remove the fuel in the engine that has not burned. (5) Make sure the START/IGNITION switch does to the NORM posit 56 percent of N, speed. n at approximately (6) _Depressurise the pneumatic system. _Start the Engine Procedure (Manual Override of the Start Air Valve) (1) Monitor the EGT very carefully during the start. You must make sure that the engine does not go more than the EGT limits. (2) _ Monitor the other engine data during the start to make sure that they are in the init Monitor the engine oil pressure, N, and N, rotor speeds and vibration during the start. (3) Manually stop the start during the manual override start procedure when the engine data is not satisfactory. (4) Do each step of the procedure in sequence. If you stop the start, you must do each step of the sequence again(5) During the start, keep the service air bleed inputs and accessory loads to a minimum. (6) The manual override start is done when the fan cowl panels and the thrust reversers are closed. MANUAL OVERRIDE START CHECKLIST POSITION ‘Access door laich on the thrust reverser. OPEN | FUEL L or R PUMPS FWD and AFT switches ON [AUTOSTART switch OFF | STARTIGNITION switch ‘START ‘SAV duct pressure 30-45 psi or 207-310 kPa Tell the person on the ground to turn the manual override handle to open the = SAV. Make sure the N, increases. - Make sure the engine oil pressure increases. . Make sure the Ny increases. If the N, does not increase by the time N, reaches | - idle speed, stop the start. ‘At 22 percent of N; speed - FUEL CONTROL switch RUN ‘At 50% N;, tell the person on the ground to turn the manual override handle to | = close the SAF. STARTER VALVE light OFF Manual override handle STOWED Latch access door on the thrust reverser. OPEN Monitor the Engine Operation (1) Monitor the N,, Nz and GT carefully during the start procedure for unusual indications. The N, and N, rpm must continuously increase to idle speed. The EGT must increase to the idle EGT limit. Ifthe N, accelerates slowly-with a fast increase in EGT to the limit of 535% must stop the start and fuel immediately. (2) During the start procedure, if the EGT is more than the start temperature limit (535°C), stop the engine immediately, Do the engine shutdown procedure. + YOUMake a record of the length of time and the highest temperature of the engine during an overtemperature condition. (3) During the start, if one of the conditions that follow occurs, do the engine shutdown procedure: The N; rotor does not start to turn (locked N; rotor). The N, rotor does not turn at the usual motor speed. The N, rotor does not start to turn when the N, approaches idle (locked N, rotor). The fuel flow or ignition is accidentally stopped. ‘The EGT does not start to increase in less than 20 seconds after the FUEL CONTROL switch is set to the RUN position. The oil pressure does not increase after the FUEL CONTROL switch is set to the . RUN position. During a shutdown, dry motor the engine. (a) Do the dry motor procedure for 30 seconds minimum that will decrease the EGT and remove the fuel in the engine that has not burned. Make sure the START/IGNITION switch goes to the NORM position at approximately 50 percent of N, speed. Depressurise the pneumatic system Engine Shutdown Procedure (Normal Engine Shutdown) Move the thrust level to minimum idle. Operate the engine at minimum idle for § minutes to allow the engine to decrease in temperature. ‘Supply electrical power. CAUTION: MAKE SURE THE ENGINE SHUTDOWN OCCURS IMMEDIATELY AFTER THE FUEL CONTROL SWITCH IS SET TO THE CUTOFF POSITION. IF THE ENGINE CONTINUES TO OPERATE WHEN YOU SET THE FUEL CONTROL SWITCH TO THE CUT-OFF POSITION, SYSTEM MALFUNCTION HAS OCCURRED. MAINTENANCE IS NECESSARY BEFORE A SUBSEQUENT START. : Set the FUEL CONTROL switch to the CUT-OFF position. Examine the EGT, Nj, Nz speed and fuel flow for indication of an engine shutdown. Set the FUEL L(R) PUMPS FWD and AFT switches to the OFF position. Install protective covers on the engine/s as necessary. Record all running times in the log book.ENGINE TROUBLESHOOTING Effective engine troubleshooting depends to a large extent on the ability of the engineer to make logical and positive decisions in order to identify and rectify the offending component or system. ‘The general procedure can be divided into six steps: 1. Evaluate the symptom. 2. Isolate the possible cause/causes in a logical order. 3. Try an authorised ‘quick fix’. 4. Determine the corrective action required to cure the fault. Check each possible fault in sequence starting with the ‘easiest’ and working through to the more complex. ws 5. Functional check of the engine/system. 6. _ Record and sign for all the work done. During engine troubleshooting, it is usual for the engineer to take the performance figures obtained with regard to the reported symptom and compare them to a set of reference parameters laid down in the maintenance manual and/or on the fault computer in the aircraft. TABLE 2 TYPICAL GROUND OPERATING LIMITATIONS Condition N% N,% No% Max. TGT Time Limit Degrees C During starts : - : 550 Momentary ow Ground idle 22.0 1023.5 : : 460 Unrestricted Max continuous 103.0 102.0 93.7 732 Unrestricted : Max take-off 103.0 106.0 96.5 785 5 minutes. Max reverser 90.0 - - 720 60 seconds Max overspeed 104.0. 107.0 98.3 : 20 seconds The given ground idle N, relates to an ambient temperature of plus 15°C. The N, limit varies by 1.0% for ‘each 30°C change of ambient temperature. N, increases above 15°C and decreases below 15°C ambient temperature. + Whilst the maximum operating limit is 106% N, the recommended operating limit is 104.0% Nz and if exceeded refer to N; Overspeed inspection Requirements - 1211-662 100%N, 3900 LP rpm 100%N, 7000 IP. rpm 100%N, - 40811 HP pm‘A typical set of these limitations is shown in Table 2 above. Using these parameters, and as an example, if the reported symptom is: With the thrust level at the idle position, Ni is 25% and the tgt is 470°C. By evaluating the symptom it can be seen that the idle rpm is high possibly caused by too much fuel. This will normally be cured by an adjustment of the idle fuel flow. If however the reported symptom was: With the thrust level at the idle position, N; is 25% and the Tgt is 450°C. In this case, during the evaluation process, it is unlikely that the high indicated speed of the compressor is as a result of too much fuel. It would be prudent, therefore, to initially check that the Ni gauging system is reading accurately. This could be done by swapping the gauge temporarily with a known serviceable item (from the adjacent engine if a multi engined aircraft). If the substituted gauge is indicating the same speed as the original one, it may well be that the transmitter is at fault. The transmitter can e checked by removal and testing on a special rig, if the resources are available, if not, a new transmitter will be fitted. In some instances it could be useful to compare the figures obtained from the suspect engine with those of the other engines as the ambient conditions may have an effect on the subsequent fault diagnosis. Some symptoms may be anticipated by close monitoring of engine performance on a day by day or flying hours basis. By noting the various rpms, temperatures and pressures it will be possible to build up a picture of the ~ trend of an engine to develop into a major problem at a most inopportune time. ‘As an example. An engine, which had gradually developed a higher than normal tgt was eventually withdrawn from service with a reported symptom of tgt beyond limits. It was found to be a contaminated compressor assembly. If the trend had been identified at an earlier stage and a compressor wash carried out, to restore compressor efficiency, it would have prevented the aircraft being taken out of service with the disruption of a scheduled flight. ————gnother examiple would be if engine oil pressure showed a trend of dropping over a period of time. The reasons for this could-be wear in the oil pump or relief valve, deterioration or contamination of the oil, blockage of filters, or problems with the gauging system. As in the first example, identification and investigation at an early stage may well save time and money in preventing the withdrawal of the aircraft from service at an important timeSome aircraft companies and airlines allow engineers to attempt ‘quick fix’ procedures to alleviate particular problems and allow the aircraft to fly to its destination where a permanent repair may be effected. Typical of a ‘quick fix’ is where an engine fails to start because an air valve is. inoperative. Some valves have a facility to be held open manually by the insertion of a thin steel rod. This will allow a start to be carried out to enable the aircraft to proceed to its destination. Not specifically a ‘quick fix’ but really as a means of getting back to base, some aircraft systems can be isolated to allow the aircraft to fly with that system inoperative (but check the MEL) ALL OVERTEMPERATURE INCIDENTS MUST BE RECORDED 1. Visually inspe cohetor or oe ol overtempersi V7» recedure 1 and slo | bustin secon and HP. urine Il saafactory repeat 200 Borotcope inspection after 26 1060 fying hours , | 3. Cary out Brocediure 8 ee “ lospect combustion = Section or ines aatatacto a 5 SECONDS and only one snigine fs etlected. engine may.” 8 continue fa ran hours to # perm ip examination gs 4 3g z 2 te BF 30 SECONDS °o 8 6 oo F OVERTEMPERATURE DURATION (minutes) Fig. 3 OVERTEMPERATURE PROCEDURE - STARTINGFor example the thrust reverser system on most modern aircraft can be ‘locked out’ for one flight back to a maintenance base. This is normally done by isolating the air supply, both electrically and mechanically, and preventing movement of the reverser cowl and blocker doors by the insertion of pins. The crew will be informed that this procedure has been carried out by a placard on the flight deck. If, during the operation of an engine, its parameters are exceeded there will be a specific set of procedures laid down in the AMM. These procedures must be followed and the inspections specified carried out systematically. ‘Typical procedures are shown as examples in Figures 3 to 5. Figure 3 shows the procedure to follow if the tgt exceeds the limits during starting. ALL OVERTEMPERATURE INCIDENTS MUST BE RECORDED 1. Veuy igpac ting and ea pSECONeS She cil coume of venenatis { 1 (Ret. Trouble Shooting). 2. Viaually inspect LP. turbine and exhaust collector for epatier and debris. and Boroscope H-P, turbins blades. Determine tnd rectly cause of overtemparature (Ret. Trouble Shooting). For overtemperature Incident awe, eect angie ton. 7 20 SECONDS eeding TGT/EGT °C (BALLASTED) x & 6 10 OVERTEMPERATURE DURATION (minutes) Fig. 4 OVERTEMPERATURE PROCEDURE - OTHER THAN STARTING