ced Phen Not aa for al clr, Cae when handling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 etc. For heaith-and-s nth: kp should -follow the aa regulations/ guidelines as specified by the equipment manufacturer, your company, national safety authorities and national governments:CONTENTS SUBJECT PAGE Power unit 1 Engine construction Oil system Fuel system Adjustments Power unit 2 Compressor section Combustion System Turbine section Accessory gear box Lubrication system Fuel system Engine operation Engine starting as KH ONOOONE EEE ONEHOW TO TACKLE THIS BOOK Because the jet engine syllabus is a common syllabus for the fixed wing man/woman as well as the helicopter person, and because most jet engine theory is of necessity associated with fixed wing aircraft, we have considered it prudent to include this book specifically on helicopter engines. Whether you are a “fixed wing man” or not you should read and understand this book, It shows different engine constructions, operating procedures etc and gives you an opportunity for some revision. It concentrates on two engines in particular ~ one reasonable old and the other (the Allison) somewhat newer. The book is written to level 2 (3 where appropriate) B1 standard, Remember, when running a helicopter engine/engines a pilot has to be at the controls. This is because, under certain aerodynamic/ground resonance conditions, the only way to correct an otherwise serious situation is for the pilot to “lift-off”ROTORCRAFT POWER UNITS - EXAMPLE 1 In general terms, the basic principles to airflow, compressor design, combustion systems and turbines are identical to the gas turbines found on fixed wing aircraft, however, in order to provide rotary motion for the lift and stabilising rotors a mechanical drive is needed. This is normally derived from a “free”, "power" or "independent" turbine placed in the gas stream downstream of the normal turbines. In some cases the mechanical drive is taken from the main rotating spools directly and its r-p.m. reduced through a reduction gearbox. Some multi-engined rotorcraft use a common gearbox into which is fed the drive taken from two engines. The actual engine in a "free" turbine helicopter engine is, in fact, purely a gas generator. Its purpose is to provide a high energy gas stream from which is extracted the energy required to drive the "free" turbine and hence the lift and stabilising rotors. Some designs are very efficient in the use of the gas streams, to such an extent, that there is so very little energy left that the jet pipe is merely an exhaust outlet to dump the gases overboard. There follows a description of a typical power unit utilising a "free" turbine installed in a light helicopter. This description explains the general arrangement, lubrication and fuel system and a paragraph on running adjustments. The engine is a “free” turbine, shaft drive unit consisting of a gas generator and power output sections (see Fig 1). ‘The compressors consist of a two stage axial flow feeding into a single stage, single sided centrifugal. These are driven by a three stage axial turbine. It has an annular combustion chamber. WORKING CYCLE Air enters the intake and is guided onto the first stage axial rotors at the optimum angle of attack by the variable inlet guide vanes. The first stage ors accelerate-the air rearwards into-the first stage stators, which being . divergent convert the velocity into pressure, This action is repeated by the ~~ second stage axial compressor. A set of vanes parallel to the airflow are fitted behind the second stage stators. These take out the swirling motion which has been imparted to the air by the axial compressor.The air is now guided into the eye of the centrifugal impeller by the rotating guide vanes. The impeller centrifuges the air radially at a high velocity into the radial diffuser, which converts the velocity into pressure. The air then passes into the main casing through the axial diffuser. Air now enters the combustion chamber through dilution holes and tubes and is mixed with the atomised fuel where it is ignited. The hot gases now expand rapidly and are guided onto the first stage turbine by the first stage nozzle guide vanes, the turbine extracting some of the kinetic energy and converting it into mechanical energy. This is repeated by the second stage turbine assembly, the two stages providing the drive for the compressors. The kinetic energy now remaining in the gases is extracted by the free turbine and converted into mechanical energy for the transmission. A set of nozzle guide vanes in front of the free turbine direct the gas on to it as the optimum angle of attack. Finally the gases are expelled through the divergent bifurcated exhaust duct to atmosphere. ENGINE BUILD UP ‘The engine is divided into two mechanically independent sections, namely: The Gas Generating Section which includes: Accessories Gearbox. Compressors. Combustion System. Coupled Turbines. The Power Output Section which includes: Free Turbine Assembly, Power Output Gearbox. The complete ECU is made up of a number of Cylindrical casings and the Output Gearbox. The casings are, in order from the front: Front Compressor Casing. Centre Compressor Casing. Rear Compressor Casing. Main Casing. Second Stage Turbine Casing. Rear Bearing Support Casing. Free Turbine Casing, Bifurcated Exhaust.FRONT COMPRESSOR CASING. A light annular casing which houses: Oil Tank ‘The annular steel oil tank is bolted to a flange on the front of the casing and forms part of the air intake. Fuel Inlet Housing ‘This forms the centre of the casing and is held by three support arms. The front thrust bearing for the axial compressor shaft is located at the rear of the housing, A flexi-box seal, which allows the fuel to be transferred into the compressor shaft, is also located within the housing, and to take the drive from the compressor shaft to the accessories gearbox and the inner auxiliary gears. Support Arms ‘The three arms have channels formed in them these channels being utilised as follows: Port Arm: Oil feed to No. 1 bearing and inner auxiliary gears. Fuel into compressor shaft. Anti-icing air to VIGVs. Starboard Arm: _ Inclined drive shaft to take drive from inner to outer auxiliaries. Power Arm: ‘Scavenge oil from fuel inlet housing to accessories gearbox. Anti-icing air to VIGVs. Accessories Gearbox Consists of spur gears driven from the outer auxiliary gears. The spur gears are mounted on the accessories mounting plate, the rear of which forms mounting pads for the following: Starter/Generator: Combined Fuel Pump and Control Unit. No. 2 Oil Pump. No. 1-@itPump. Compressor Tacho Generator. Variable Inlet Guide Vanes (VIVGs} ‘The vanes whose angle can be varied are located at the rear of the casing, their hub being bolted to the rear face of the fuel inlet housing.CENTRE COMPRESSOR CASING ‘The smallest casing in the engine and houses the first stage axial rotors and stators. REAR COMPRESSOR CASING Houses the following components: Second stage axial rotors. Second stage axial stators. Outlet guide vanes. Rotating guide vanes Centrifugal Impeller. Radial Diffuser - mounted on backplate assembly. Axial Diffuser - mounted on backplate assembly. Hub Assembly - supported by three arms. The front section of the casing houses the shroud for second stage axial rotors, stators, the outlet guide vanes and the outlet guide vanes thrust ring. The rear section houses the centrifugal compressor. The hub assembly provides a housing for the compressor rear bearing, the main rotating assembly front bearing, and the muff coupling, which provides the mechanical connection between the shafts. Oil is fed down the port support arm and away from the lower support arm. MAIN CASING A nimonic central casing with a flange machined inside it at the rear. Mounted on the flange are the first stage nozzle guide vanes, and first stage turbine shroud. The guide vanes are hollow, thus allowing Tertiary air to be fed to the inner member of the combustion chamber, the front face of the first stage turbine, and the inside-of the main rotating assy. shaft. The outer member of the annular combustion is bolted to a flange machined on the front of the first stage nozzle guide vanes. “~The inner member of the chamber is bolted to a flange at the rear of the nozzle” guide vanes, along with the support member and support member labyrinth.‘Tappings are provided in the main casing to allow the air to be fed to the following services: IGV Anti-Icing. Fuel Heating/Generator Cooling. Winch. Cabin Heating. Fuel Drain. Torch Igniter Purge IGV Actuator. Pa Switch SECOND STAGE TURBINE CASING Houses the second stage nozzle guide vanes and second stage turbine. ‘The nozzle guide vanes and turbine shroud are bolted to a flange on the rear of the main casing. REAR BEARING SUPPORT CASING Houses the rear bearing of the main rotating assembly shaft, in a hub supported by three support arms. Hollow bolts fitted into the banjo ends of the support arms secure the hub and carry oil to and from the bearing. ‘A compound labyrinth is attached to the front face of the hub and located on the front end of the casing inner member, which is attached by three hollow support vanes to the double outer skin. Hollow tubes surround the support arms and allow cooling air to be ducted from the atmosphere into the hub. ROTATING ASSEMBLY Compressor Rotating Assembly Consists of the first and second stage axial compressor rotors bolted together to form a single unit. An inter-stage spacer is fitted between the two rotors, the rotors are machined from a forging. Fuel is fed through the hollow shafts. The assembly is supported in two bearings, the front bearing is a Dall and the ~ rear is a roller bearing.Main Rotating Assembly Consists of a hollow shaft onto which is fitted:- Rotating Guide Vanes doweled to - Centrifugal Impeller First Stage Turbine Interstage Spacer attached to rear of shaft by Second Stage Turbine 4 fluted bolts Rotating Baffle Stub Shaft and Impeller Shaft Supported by a ball bearing at the front and a roller bearing at the rear. The drive between the axial and main shaft is transmitted out through a ring of jets called the rotary atomiser, a cruciform splitter within the shafts assists in the = ~ centrifuging. Tertiary air from the main casing is ducted into the rear of the shaft, which is sealed from the fuel, to provide cooling. Muff Coupling Allows for slight misalignment between axial and main shaft, and also main shaft expansion. A gear is splined to the rear of the axial shaft and the front of the main shaft, the drive being transmitted by an internally toothed coupling. Rotating Guide Vanes Consists of a hub with integral curved vanes, alternately of long and short chord. The assembly is doweled to the impeller. Centrifugal Impeller Single sided and machined from a forging it rotates within a diffuser. The blades of the impeller align with the blades of the rotating guide vanes. Turbines ‘These are of the impulse /reaction type and are machined from_a solid disc. Interstage Spacer Steel, and has air holes in it to allow cooling air to be ducted against the faces of the turbine.Rotating Baffle Fitted against the rear face of the second stage turbine and guides the air across it's face. Stubshaft Impeller Circulates the cooling air around No. 4 Bearing. POWER OUTPUT SECTION Free Turbine Assembly Consists of the free turbine nozzle guide vanes and free turbine wheel. A shaft at the rear of the free turbine carries the input in a pinion for the engine reduction gearbox. The shaft is supported in a ball bearing at the front and a roller bearing at the rear. Engine Reduction Gearbox Consists of a two piece casing which is bolted to a mounting frame. The drive from the free turbine is transmitted to the output shaft via four single helical gears. A ramp and roller freewheel unit is located between the out-put shaft and the second stage reduction gear. Two small gears meshed with the second stage reduction gear provide drives for the Turbine Governor and the oil cooler fan. The gearbox also provides mountings for: Thermo Couple Junction Box. Oil Distribution Block. Torque meter. Rotor Brake. Free Turbine Governor Actuator. Rear Engine Mountings. OIL SYSTEM (See Fig 2) The oil system cools and lubricates all the moving parts of the engine with oil under pressure from jets, or by splash and mist. ‘The system contains an annular oil tank and two composite pumps.No.}~ ~~ pump contains a pressure pump, a pressure filter, a pressure relief valve and also a scavenge pump. Due to the well balanced moving parts of the gas generator the pressure required for this part of the engine is approximately half of that required for the large reduction gearbox of the power output sectionQil Tank The annular oil tank which is bolted to the front compressor casing and forms the front section of the air intake has a capacity of 14 pints. An oil level sight glass is fitted to the rear port side and has graduation marks of 9, 10, 11 and 12 pints. The tank is normally only filled to 11 pints in order that any dilution of the oil with fuel may easily be observed from the increase in oil level. The tank filler cap is situated on the port side, inside the cap is a strainer retained by a circlip. Also incorporated in the tank is an oil temperature bulb (lower port side] and two galleries. The one the left de-aerates the oil and the right hand one acts as a breather duct. OIL PRESSURE SYSTEM Gas Generator — Oil is fed under gravity from the tank to No. 1 Pump, the pressure pump, and then delivers the oil under pressure to the filter via a pressure relief valve. (The relief valve is adjusted by means of shims). The oil is piped from the pump filter block to the gas generator oil distribution block via a non-return valve and is distributed to the following points:- No. 1 Bearing. Inner Auxiliary Drive. Starter Generator Drive. Outer Auxiliary Drive. Fuel Pump and Control Unit Drive. Gas Generator Oil Pressure Transmitter. No 2 and 3 Bearings. No. 4 Bearing. ~ The relief valve situated at No. 1 pump filter block regulates the pressure at 80 Ibf/in2 and a restrictor fitted in the inlet side of the gas generator oil distribution_block reduces the pressure to suit the gas generator. This pressure is termed compressor oil pressure. t Section The pressure oil for the power output section is tapped off at the gas generator distribution block but prior to passing through the restrictor. It is then piped to the power output section distribution block.This supply feeds the following points:~ Torque Meter (not used on the aircraft. Test Purposes only}. No, 5 and 6 Bearings. Freewheel. Oil Cooler Fan Drive. Power Output Section Pressure Transmitter. Gearbox Main Feed. Free Turbine Governor Bearing. Free Turbine Governor Drive. Oil Scavenge System Pressure oil supplied to the gas generator accessories drains down to the bottom of the front compressor casing. The pressure oil supplied to No. 1 bearing and the auxiliary drive, drains down the lower hollow support arm of the fuel inlet housing, into the bottom of the front compressor casing. Oil is then passed through a non-removable filter and is scavenged by the large gears of No. 1 pump. A magnetic probe is fitted to the outlet elbow from this filter to monitor oil scavenged from the accessory casing for ferrous debris. The oil supplied to No's. 2 and 3 bearings drain through the lower support arm and is piped to No. 1 pump. oil scavenged by No. 1 pump passes to the oil cooler junction block, through the cooler an back to the oil tanks de-aerator. Oil supplied to No. 4 bearing drains through the two lower hollow bearing support arms into a branch pipe. The oil is then piped back to the smaller capacity of No. 2 pump and then direct to the oil tank. This is not cole? Oil supplied to the power output section (engine reduction gearbox and the gearbox accessories drains down into the gearbox sump. It is then piped through two pipes to the larger capacity side of No. 2 pump, which pumps the oil to the oil cooler junction block. From here it passes to the cooler and back into the tank at the lower port side, into the de-aerator gallery. Situated in the reduction gearbox sump, starboard side (rear) is another magnetic probe.H.P, FUEL SYSTEM (See Fig. 3) Fuel from the aircraft fuel system enters the H.P. system at the heat exchanger (supplied with P2 air), a low pressure filter 'Vokes type) and finally to a pump filter and engine driven pump The pump itself is a spur gear type and is not fitted with a by-pass valve. It's output is dependent on it's speed, it is fuel lubricated and therefore must not run dry. ‘The fuel is delivered under pressure to a fuel control unit, which is bolted to the pump. The two units are calibrated as a matched pair and therefore must be renewed as one unit. The assembly is attached to, and driven from, the accessories mounting plate starboard side. The fuel control unit supplies metered fuel to the gas generator through the "Free Turbine Governor’. The control unit houses a throttle valve, a flyweight operated governor, and a throttle spindle. The throttle valve adjusts the fuel flow to accelerate the gas generator speed from "Ground Idle" to "Flight Idle’. Governor and Throttle Valve ‘The throttle valve adjusts the fuel flow to give selected gas generator speed. The flyweight controlled governor is positioned upstream of the throttle valve and senses any change of selected gas generator speed, altering the fuel flow to the throttle valve, to restore the selected speed. Two cams on the throttle spindle bear against the throttle valve and governor, one cam adjusts the position of the spring loaded throttle, and the other adjusts the spring loading of the governor. Because both cams are on the same spindle, the spring loading of the governor is directly related to throttle position. ‘The governor has two springs, the lighter operating over the low speed range, and the heavier over the high speed range. The Free Turbine Governor The free turbine governor is also a flyweight controlled governor, driven from the reduction gearbox in the power output section and therefore the speed will be directly related to the speed of the Free Turbine and Main Rotors, causing the governor to act as a constant speed unit for the rotors. As the collective is lifted and pitch is applied, the rotors will reduce their speed.. The speed seduction will be felt by the weight of the free turbine governor, thus allowing-——— the spring to overcome the weights and open the valve. Fuel flow is therefore increased to the combustion chamber, making more energy available to the turbines. Hence with more engine power, the rotor speed will be brought back to it's setting.Free Turbine Governor Actuator The governor does not fully compensate for changes of load on the main rotor. To overcome this, the pilot has a three-position switch (BLEEP SYSTEM) situated on the side of his collective lever, which when selected, will operate an electrical actuator connected to the governor, via a linkage. This will alter the datum of the free turbine governor spring within set limits. Operation It can be seen from the above explanations that the gas generator and power output sections are mechanically independent, so for flight operation the collective twist grip control is set to the fully open position. Variations in the fuel flow requirement are automatically made by the free turbine governor and only small variations to the main rotor speed may be made by operation of the selector switch on the collective Engine Maximum Speed To prevent damage to the engine due to overspeeds, the Maximum Speed Governor is fitted. This is the gas generator governor, in the fuel control unit previously mentioned. As the throttle is set in the fully open position to give max. engine speed, should the engine tend to go beyond this setting the flyweights would overcome the spring and reduce the fuel flow. Ground to Flight Idle To accelerate the engine from Ground Idle to Flight Idle, the throttle is moved from it's Minimum to it's Maximum Stop by operation of the twist grip in a given time (this prevents surge). At flight idle the throttle is fully open as previously mentioned, and must be supplying sufficient fuel to reach maximum power. However, the engine speed only reaches 86% approximately, this is because the free turbine governor which is downstream of the throttle is further reducing the fuel to the gas generator. Gas Generator Governor By-Pass Flight Idle to Ground Idle. When the throttle is moved from the Maximum stop to Minimum stop quickly, the load is taken off the governor spring. Although __|_ =. =the governor will be-set to give 46% (GROUNDIDLE}, the flyweights will initially be driven at 86%. fore the governor valve will shut off the fuel” supply, causing a flame out. To prevent this an adjustable bleed of fuel around the governor ensures sufficient fuel to the burner to maintain combustion, whenever the governor is closed. This is known as the gas generator by-pass.Acceleration Bleed Screw This is an adjustable bleed providing a means of adjusting the basic fuel pressure and therefore controlling the acceleration and deceleration characteristics of the engine. Fuel Supply to Gas Generator Metered fuel from the free turbine governor reaches the fuel inlet housing via the H.P. cock, a distribution block and the left-hand integral support arm of the front compressor casing. The fuel flows from the drilling of the support arm, through a fuel inlet pipe and into the fuel inlet housing. A fuel jet in the fuel inlet housing transfers the fuel to a small fuel splitter at the forward end of the hollow axial compressor shaft. The fuel flows along the hollow shaft and is passed from the axial flow compressor shaft to the main rotating assembly shaft via a fuel transfer tube situated between the two shafts and on the inside of the muff coupling. From here the fuel is directed via a large splitter in the main rotor shaft which imparts final rotary motion to the fuel prior to being injected by centrifugal force through radial holes (rotary atomizer) and into the combustion chamber. Flexibox Seal To provide a fuel tight joint between the fuel inlet housing and the axial compressor shaft, a rotating carbon face seal is positioned on the front end of the small fuel splitter. The splitter and seal rotating with the compressor shaft. The carbon face seal acts against a spring-loaded steel sealing ring situated at the rear end of the fuel inlet housing so giving a fuel tight joint between the rotating and non-rotating parts. Pailure of this seal will cause a rise in oil level as fuel will drain to the accessories gearbox. A reference to this has already been made in the lubrication system regarding level in the oil tank. Honeywell Fuel Dampers Fitted in the system between the H.P. cock and the fuel inlet housing (left hand side of engine) are two fuel dampers. The dampers suppress fuel pressure fluctuations initiated by the free turbine governor. - ~ Engine Control ‘The gas generator is controlled between ground and flight idle by the throttle twist grip. Between flight idle and maximum, control is automatic by the free turbine governor (FTG) (See Fig 4).Aircraft Main Rotor speed is maintained by the FTG. ‘The Fuel System increases or decreases engine power to match load changes at the main rotor. Variation of fuel flow from the throttle valve takes place in the free turbine governor which passes the correct fuel via the H.P. cock to the rotary atomiser burner. Matched to the requirements of the free turbine to keep the rotor ‘on speed’. Under the action of the FTG the free turbine maintains an approximately constant speed. When the rotor speed drops due to the load increasing the turbine slows, the FTG will sense this and pass more fuel to bring the turbine back on speed increasing power to the rotor. If rotor load decreases the reverse of this takes place. ‘The pilot is given the option to select extra power by operating a three position switch, to reset the FTG datum, when operationally necessary. An extra 8 to 10 Np will be available to meet this requirement. Variable inlet guide vanes at the compressor intake are controlled and operated automatically, by sensing compressor outlet Pp pressure which will vary with the speed of the gas generator. An air motor moves the guide vanes progressively between low speed, 30° Course Angle to 9° Fine Angle related to air flow i.e. closed at low speed, open at higher speed. Adjustment to compensate for change in altitude is done by an aneroid bellows. ADJUSTMENTS Ground Idling Speed 1. If the ground idling speed is outside the correct limits, and the controls are set correctly, it can be adjusted on the idling stop in the fuel control unit. Clockwise adjustment to this stop increases the idling speed by approximately 0.9% per turn, Counter clockwise adjustment decreases the speed by the same amount. Idling stop adjustment has no effect on fuel flows at maximum throttle condition and consequently has no effect on engine flight characteristics. tain the correct idling speed on the idling Should it not be possible to ¢ stop, it may be necessary to adjust the governor by-pass screw. Adjustment of this screw alters the by-pass fuel flow by approximately, 28 Ibs/hr., (12.701 kg./hr.) and the idling speed by approximately 1.6% per 1/, turn of the screwGovernor By-Pass Adjustment The basic reason for the governor by-pass, is to prevent flame out on deceleration, and the adjusting screw should be adjusted out just sufficiently for this. However as mentioned in the previous paragraph, ground idling speed can also be affected. The approximate effect on idling speed and fuel flow is quoted in the previous paragraph but the governor rates at both maximum and minimum conditions are also affected by this adjustment. The maximum acceleration flow however is unaffected and the minimum throttle acceleration flow is only marginally affected. Acceleration Bleed Screw This screw is provided to adjust fuel flow, for surge free acceleration. Adjustment of the screw alters the bleed of high pressure fuel within the fuel control unit, back to the low pressure side, This screw is only altered in very small increments, and 1/, turn increases or decreases the maximum available power by approximately 17 S.H.P. and the gas generator speed at approximately 0.375% ALL acceleration fuel flows are affected so it is necessary to check all conditions after an adjustment. Maximum Speed Stop Adjustment of the fuel control unit maximum stop affects the maximum fuel flow to the engine. Clockwise adjustment decreases the maximum available gas generator speed; counter clockwise adjustment may increase the maximum speed and available power on a power limited engine. When the adjustment is effective, one full turn of the stop bolt is approximately equal to a power change of 50 S.H.P. and a change in speed of approximately 1.7%. Maximum stop adjustment has no effect on fuel flows delivered at the minimum throttle condition and consequently does not affect starting and ground idling characteristics. Rotor Speed Governing The rotor speed is adjusted by altering the setting of the free turbine generator. This adjustment was made on the free turbine goverror——— actuator before a modification deleted the actuator, and incorporated a self-locking adjuster. Alteration of this adjuster changes the spring load on the governor, and consequently the governed speed. Three clicks of the adjuster changes the governed rotor speed by approximately 2 R.P.M.10. Inlet Guide Vane Actuator ‘There are two standard of inlet guide vane actuator in service, operating over different ranges. The early type operates from 28° fully closed to 9° fully open. The later type operates from 319 fully closed to 9° fully open and is identified by a white spot on the motor bellows housing. Because of the two different operating ranges, the movement of the actuator rods is different, therefore the checking tools are of different thickness. Before installing an inlet guide vane actuator, its range of movement must be checked by applying an air pressure regulated to 65 to 85 Ibs/sq.in. (4.6 to 6 kg,/sq.cm,) to the air inlet of the actuator. Do not exceed 85 Ibs/sq.in. (6 kg./sq./cm.} or the bellows will be damaged. When the pressure is applied, the actuator rod will extend and the measurement of this extension must be 0.367 ins. (9.4 m/m.} on the early modification standard, and 0.422 ins. (10.7 m/m.) on the later standard. As the basic setting of the inlet guide vanes in the compressor casing is 250 fully closed, the actuator will have to be set to this figure before fitting. This is done by inserting a slip gauge between the limit stop on the actuator rod and the seal housing on the actuator body and releasing the air pressure which has been applied to check the extension. As the air pressure is released, the rod will retract and trap the slip gauge. This will set the actuator to the 25° fully-closed position. However, as the rod extensions differ on the two types of actuator, different slip gauges are required. The thickness of the gauge on the early standard is 0.054 ins (1.371 m/m,, (tool no. 51493) and the later standard 0.109 ins. (2.778 m/m,), (tool no. PE.53312). The actuator is then fitted to the engine and connected. Full details are contained in the manual. When the engine is running the operation of the actuator is checked against the operating graph with regard to ambient temperature and engine speed. The only adjustment permitted is on the forward facing adjusting screw which adjusts the tension of the datum spring, Screwing inwards will increase the spring tension, and the actuator will start to move at a higher engine speed. Screwing outwards will decrease the spring tension and the actuator will move at a lower engine speed.INAWIONVAAV TVAENGD 1 “3rd exrTan09 SNTMINE MOTE wossmiano> HossmuaHoo LOdL00 WaMOd =—-TYIXY BDVIS-OML Twong Tass ‘SWIXY gOvES OME sana,WALSAS NOILVOraANT 7% “Bta = 3 20S . | | ae = | waarmee ansema 110Low PRESSURE FILTER Fig. 3 FUEL SYSTEMMECHANICAL eLectaical ruee $04 Voc taceel | SSE [eee] siti” Fee cock voniten! TOFUEL INLET HOUSING ome# 1omiTe Poe socenoto toncTion enema ro8| Face sURsINE Icovernoa| ROTOR Sbeeo AeruaToR wee svstew bet FROM AIRCRAFT eenfthron ocaitie | | agin — (eae aa) Fig. 4 ENGINE CONTROL SYSTEM iROTORCRAFT POWER UNIT - EXAMPLE 2 The Allison 250 series gas turbine is another typical and popular power unit used in modern helicopters. By reference to Fig.1 it can be seen that it consists of an air inlet duct designed to provide the compressor section with the maximum amount of smooth flowing air, free of restrictions and the ability to limit the formation of ice. ‘The front of the six stage axial and single stage centrifugal compressor is located by the front support, itself supported by seven radial struts each acting as an inlet guide vane, directing the air onto the first stage of the axial compressor at the correct angle of attack. Air is compressed by the six stage axial flow compressor and then turned through 90° by the single sided centrifugal compressor which further compresses the air. The air is then ducted externally to the single reverse flow combustion chamber. The gas producer, Ist. and 2nd. stage (two stage) turbine assembly extracts just enough energy from the gas stream to drive the compressor. The remaining energy drives the 3rd. and 4th. stage (two stage) “free” turbine assembly which in turn drives the rotors. COMPRESSOR SECTION ‘The axial stages of the compressor are made up of preci combined wheel and blade assemblies. The centrifugal compressor impeller is made of the same material. The rotor front location bearing (No. 1) is housed in the front support and the rotor thrust bearing (No. 2) is housed in the compressor rear diffuser. The upper and lower compressor case is fabricated from stainless steel with the stainless steel stator blades brazed to support bands which are spot welded to the casings. ‘Thermal-setting plastic is centrifugally cast into the area on the case where the compressor rotor blade tips run. This ensures a minimum rotor tip to case clearance for maximum compressor efficiency. In the event of contact between the rotor blade tips and the casing, the plastic will be abraded away with no — damage to the compressor, The-compressor has provision for mounting a bleed —_— valve in the 5th. stage. The centrifugal impeller is-housed-in-a diffuser, this also has an arrangement for providing good impeller efficiency. The diffuser is sprayed with a thin coating of aluminium, if the impeller contacts the housing (diffuser) it will wear away the aluminium and, again, prevent damage to the impeller.The diffuser assembly directs the airflow into two elbows. These elbows contain stainless steel vanes which turn the air through 90° from the radial direction (out of the impeller) to a rearwards direction through compressor discharge air tubes to the combustion chamber outer case. COMPRESSOR | GEARBOX TURBINE COMBUSTION SECTION SECTION SECTION SECTION | exaust ais outer win, cents «= Oy COMPRESSOR COMPRESSOR py PH RANGER ignite suo SESS I NA AY “ Ny COMPRESSOR FUEL NOZZLE € TORQUEMETER DISCHARGE AIR DUCT GEAR POWER OUTPUT SHAFT = Fig. 1 GENERAL ARRANGEMENT COMBUSTION SYSTEM The single “can” type combustion chamber is fabricated from stainless steel ~~ and has various bosses for mounting the burner drain valve, fuel nozzle and igniter plug. As can be seen from the diagram (Fig. 1) this engine utilises a reverse flow combustor, this ensures a very short power unit.ALTG-09% NOSITIV FHL JO AVMV LAO PT “Fra LSNVHXa s31ZZ0N WOVuHAVvIG ONUWOTS wossausnoo wvonsiuins9 | sonnivas ONY Stiv39 L3NVIdTURBINE SECTION The turbine section has a 2 stage gas producer turbine and a 2 stage "power" or “free” turbine. The gas producer turbine consists of the Ist. and 2nd. stages, the "power" turbine consists of the 3rd. and 4th. stages. Each turbine rotor assembly must be radially supported and axially retained. The gas producer turbine rotor rear (No. 8) bearing, which serves as a thrust bearing, is housed in the gas producer turbine support. The power turbine support houses the gas producer rotor front (No. 7) bearing and the power turbine rotor rear (No. 6) bearing. These two bearings are for radial support only, The power turbine rotor front (No. 5) bearing, which serves as a thrust bearing, is housed in the exhaust collector support. ACCESSORY GEARBOX ASSEMBLY This unit can be considered to be the main structure of the engine as it supplies the mounting support for both the compressor and turbine and also contains the four mounting pads to secure the power unit to the aircraft. It also contains most of the lubrication system components and incorporates reduction gears to reduce the power turbine r.p.m. from around 33,000 r.p.m. down to 6,000 r.p.m., a reduction of approximately 5.5:1. This particular gear train, known as the power turbine gear train, also has fitted a torquemeter which measures engine output torque, a power turbine tachometer generator and a power turbine governor. The other gear train in the accessory gearbox, the gas producer gear train, provides drives for the oil pumps, fuel pump, gas producer, fuel control, tachometer generator, and starter generator. LUBRICATION SYSTEM (Fig.2) The oil system used on this particular unit is a recirculatory dry sump system. It is a relief valve system, albeit, regulated at a relatively high pressure of 115- 130 psi. This high pressure is used to enable the torquemeter system to operate effectively. Oil is contained in an airframe mounted oil tank and delivered by gravity to the inlet of the-spur geared pressure pump, located as part of the oil pumps pack in the accessory gearbox. Filtration of the oil is carried our in the wire mesh——— cleanable pressure filter which contains a by-pass system in the event of filter blockage. The oil pressure regulator valve is situated in the same casing as the pressure filter and will maintain 115-130 psi in the system, by passing excess pressure back to the inlet side of the pump.‘The regulator valve is adjustable to enable the required relief pressure to be accurately set, especially at high Ny rpm's. A lightly loaded check valve situated after the pressure filter prevents oil from the tank draining into the engine i.e. closed-engine stationary, open - when engine is running (operating pressure 3.5 psi). Oil to No. 1 bearing is supplied via a pressure reducing valve set at approximately 10 psi. This is because the bearing is lightly loaded and situated in a relatively cool area, hence the requirement for less oil. The remaining bearings are supplied with oil at normal system pressure with No's 6, 7 and & bearings protected by a check valve which prevents oil draining into the low volume turbine sumps. Scavenging of the consumers is effected by pack of four spur gear scavenge pumps. ‘The following areas are scavenged by their respective pumps:- No. 1 bearing via the compressor front support to pump 'A’., No. 2 bearing, No. 5 bearing and gearbox into the accessory gearbox sump to pump 'B’, No. 6 bearing, No. 7 bearing and turbine to compressor coupling splines into the power turbine support external sump to pump 'C’, No. 8 bearing via the gas producer turbine support sump to pump 'D YY ‘Two chip detectors are fitted with a remote indicator display in the cockpit which will illuminate if either detector picks up any ferrous metal. To prevent over pressurisation of the oil tank a vent line is connected from the tank to the gearbox. The gearbox has an oil-air separator which vents the gearbox to the overboard vent. ‘The separator is driven by a shaft in the gearbox and, as a consequence, any oil vapour in centrifuged radially which is recovered into the gearbox wich the air displaced to the centre of the separator and, thence, overboard. An air cooled oil cooler is fitted in the scavenge line back to the tank which will normally maintain the oil temp below 107°C. ‘The oil temperature and pressure can be monitored on cockpit gauges with an ——adiditional low pressure warning light both-connected to an oil pressure line - from the engine. The temperature is sensed by a capillary tube system fitted into the oil tank.OILY WHOS - WALSAS NOILvoIuaaAT Z a dung 120g Buyeon 9 ON ~ ‘dung n80§ Cues 179 ON - dung ‘nog xoque29 - ‘dung 208 Buue9e 4 ON as 6, Check for fuel from firewall check valve. 7. Replace fuel nozzle for valve stuck or orifice clogged. 8, Check fuel pump (fuel vapour will not be observed leaving exhaust). High Light Up Temp. 1 Delay ignition system input to exciter. 2. Check rigging. 3 Check fuel control cut-off valve. 4, — Sticking burner drain valve; replace valve. ~ 5. Adjust start /acceleration counter-clockwise. If additional adjustment is necessary, adjust start derichment counter-clockwise. Low Light Up Temp. Check rigging. = Check fuel control cut-off valve. Check P, and P, air lines and fittings. Adjust start/ acceleration clockwise.Early Light Up. 1. Check rigging. 2. Review start procedure Stagnated, Slow or Hung Starts a). Below 20% Ny 1. Low battery capacity (try using an eternal power source). 2. — Check fuel supply (ensure all fuel valves are open). es 3. P.air supply: Check P; air lines and fittings and P, air filter. ° 4. Adjust start/acceleration clockwise. b). 20-25% Ny 1. Check Py air line and fittings. 2. Adjust start derich clockwise. If additional correction is necessary, adjust start/acceleration clockwise. c}. 35% Idle 1. Adjust start/acceleration clockwise. f Fast or Auto Accelerations (Especially under high relative humidity and low ambient temperature or after cold soak}. 1. Immediately close throttle and shutdown engine. Restart and resume ~~ warm-up period. 2. — Ifauto acceleration repeats during restart, apply heat (180°F) to fuel ia control:Flame Out After Light Up 1 2. 3. Ensure all fuel valves are open. Ensure fuel pump drain is closed. Purge air from fuel system. ENGINE SHUTDOWN To ensure a positive engine shutdown with minimum thermal stress, the following procedure is normally used: 1) 2). 3). 4) Allow engine to idle for at least two minutes. Rotate twist grip to "shut down" or “closed” position and hold in that position until N; decelerates to 0%. Record run down time. Ensure T.0.T. has decreased and is stabilising Set all relevant aircraft switches to off position.