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DRAW AND EXPLAIN A COMBUSTION CHAMBER (Rolls Royce pg.36)

THE COMBUSTION CHAMBER’S OVERALL AIR/FUEL RATIO RANGING BETWEEN 45:1 AND 130:1, BUT
KEROSENE ONLY BURN EFFECTIVELY AT A 15:1 RATIO

IT IS FOR THIS REASON THAT ONLY PART OF THE COMPRESSOR DISCHARGE IS USED FOR COMBUSTION.
THIS AIR METERING IS ACHIEVED BY USE OF A FLAME-TUBE (COMBUSTION CHAMBER LINER).

THE COMBUSTION CHAMBER IS DIVIDED INTO 3 SECTIONS; SNOUT/ENTRY SECTION, PRIMARY ZONE
AND DILUTION ZONE

SNOUT/ENTRY SECTION; APPROXIMATELY 20% OF THE AIR MASS FLOW IS DIVERTED THROUGH IT AND
SWIRL-VANES AND 80% BY-PASSED. THE SNOUT DIFUSES THE HIGH VELOCITY MASS FLOW(500 ft/s) AND
THUS SLOWS IT DOWN (80 ft/s) AND RAISES ITS STATIC PRESSURE. THE SWIRL-VANES THEN GIVE THE
AIR AN INITIAL SWIRLING MOTION BEFORE ENTERING THE PRIMARY ZONE

PRIMARY ZONE; AN ADDITIONAL 20% OF THE BYPASSED FLOW IS ADDED INTO THE PRIMARY ZONE. AS
IT INTERACTS WITH THE SWIRLVANE DISCHARGE IT CREATES A REGION OF LOW VELOCITY AND
RECIRCULATION (TORODIAL VORTEX), THAT STABILIZES THE FLAME.

THESE RECIRCULATING GASES HASTENS THE BURNING OF FRESHLY INJECTED FUEL DROPLETS, BY
RAPIDLY BRINGING IT TO IGNITION TEMPERATURE.

DILUTION ZONE; GASES RELEASED BY COMBUSTION ARE ABOUT 1800-2000℃ , WHICH IS FAR TOO HOT
FOR THE TURBINE NOZZLE GUIDE VANES.

SO THE 60% OF THE INITIAL BY-PASSED MASS FLOW IS PROGRESSIVELY ADDED INTO THE FLAME-TUBE;
⅓ (20%) IS USED TO LOWER THE TEMPERATURE OF THE GASES IN THE DILUTION ZONE WHEREAS, THE
REMAINING ⅔ (40%) IS USED FOR COOLING OF THE FLAME-TUBE

NOTE: AN ELECTRIC SPARK FROM AN IGNITER PLUG INITIATES COMBUSTION AND THE FLAME IS THEN
SELF SUPPORTING.

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DESCRIBE A LABYRITH SEAL (Rolls Royce pg 99)

USED TO RETAIN OIL IN BEARING CHAMBERS AND ALSO AS A METERING DEVICE TO CONTROL INTERNAL
AIRFLOW

COMPRISES OF A FINNED ROTATING MEMBER WITH A STATIC BORE LINED WITH SOFT ABRADABLE
MATERIAL OR HIGH TEMPERATURE HONEYCOMB STRUCTURE

ON INITIAL RUNNING OF THE ENGINE, THE FINS LIGHTLY RUB AGAINST THE LINNING CUTTING INTO TO
GIVE A MINIMUM CLEARANCE. THIS CLEARANCE VARIES THROUGH THE ENGINE OPERATIONAL CYCLE,
SINCE IT IS DEPENDENT ON; THERMAL GROWTH OF THE PARTS AND THE NATURAL FLEXING OF THE
ROTATING MEMBERS

ACROSS EACH SEAL FIN, THERE IS A PRESSURE DROP THAT RESULTS IN RESTRICTED FLOW OF SEALING
AIR FROM ONE SIDE OF THE SEAL TO THE OTHER. AND WHEN IT IS USED FOR BEARING CHAMBER
SEALING, IT PREVENTS OIL LEAKAGE BY ALLOWING THE AIR TO FLOW FROM THE OUTSIDE TO THE
INSIDE OF THE CHAMBER, WHICH INDUCES POSITIVE PRESSURE WHICH ASSISTS THE OIL RETURN
SYSTEM

FLUID LABYRITH SEALS ARE USED TO PREVENT EXCESSIVE BUILD-UP OF HEAT, BROUGHT ABOUT BY USE
OF ABRADABLE LININGBY REPLACINGIT WITH A ROTATING ANNULUS OF OIL

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PRECAUTIONS TO BE CARRIED OUT DURING ENGINE RUN (CAAIP’S GROUND-

OPS GOL/1-1)
AN ENGINE SHOULD NOT BE GROUND RUN MORE OFTEN THAN IS ABSOLUTELY REQUIRED ESSENTIAL,
SO AS TO ENSURE ITS SERVICEABILITY

ENSURE THAT THE AIRCRAFT IS DIRECTED INTO THE WIND

INSPECT THE ENGINE INTAKE AND EXHAUST PIPES ARE CLEAR OF LOOSE DEBRIS, THAT COULD BE
BLOWN AGAINST OTHER AIRCRAFTS, PERSONNEL OR BUILDINGS

KEEP JET BLAST AREA CLEAR OF PERSONNEL AND EQUIPMENT

FIT INTAKE GUARDS TO PROTECT THE ENGINE INTAKE AGAINST DEBRIS SUCTION

ENSURE THAT ADEQUATE FIRE-FIGHTING EQUIPMENT ARE READILY AVAILABLE AND MANNED

ENSURE THAT THE GPU IS LOCATED IN SUCH AN AREA WHERE IT CAN BE MOVED AWAY QUICKLY IN
EVENT OF AN EMERGENCY

POSITION A LOOKOUT INFRONT OF THE AIRCRAFT MAINTAINING VISUAL AND RADIO CONTANCT WITH
THE COCKPIT CREW

ENSURE THAT ALL GROUND CREW HAVE PROTECTIVE CLOTHING

ENSURE THAT THE PARK BRAKE IS SET AND CHOCKS PUT INFRONT OF THE MAIN WHEELS

CHECK AIRCRAFT EXTINGUISHER SYSTEM FOR SERVICEABILITY

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PROCEDURE FOR CARRYING OUT ENGINE GROUND RUN (CAAIP’s ENGINES EL/3-
10)
PRECAUTIONS

CONSULT AMM FOR CORRECT PROCEDURE AND PRECAUTIONS THAT ARE TO BE OBSERVED

POSITION AIRCRAFT OVER FIRM SURFACE, WITH THE NOSE DIRECTED INTO THE WIND AND THE
EXHAUST AWAY FROM PERSONNEL AND EQUIPMENT

KEEP THE INTAKE AND EXHAUST AREA CLEAR OF PERSONNEL, LOOSE DEBRIS AND EQUIPMENT AND
ENSURE MAIN WHEELS ARE CHOCKED FORE AND AFT

POSITION LOOK-OUT PERSONNEL WITH PROTECTIVE GEAR INFRONT OF THE AIRCRAFT MAINTAINING
VISUAL AND RADIO CONTACT WITH COCKPIT CREW

ENSURE FIRE FIGHTING EQUIPMENT IS READILY AVAILABLE AND MANNED AND THAT THE AIRCRAFT
EXTINGUISHER SYSTEM FOR SERVICEABLE

ENGINE RUN

AVAIL EXTERNAL ELECTRICAL POWER SUPPLY AND CONFIRMMTHE ENGINE AREA IS CLEAR BEFORE
SETTING THE ENGINE CONTROLS AND ENGAGING THE STARTER

ALLOW THE TURBINE ROTATION TO STABILIZE, THEN OPEN THE H.P FUEL COCK AND MONITOR ENGINE
INSTRUMENTS TO ENSURE THAT STARTING CYCLE IS NORMAL

ONCE LIGHT-UP IS ACHIEVED AND THE ENGINE STABILIZES UNDER ITS OWN POWER, SWITCH OFF THE
STARTER AND ENSURE ALL WARNING LIGHTS ARE OUT BEFORE DISCONNECTING THE EXTERNAL POWER

SHOULD THE EXHAUST/TURBINE TEMPERATURE EXCEEDS START LIMITS, THE H.P FUEL COCK SHOULD BE
CLOSED IMMEDIATELY AND THE CAUSE INVESTIGATED

CARRY OUT FULL GROUND TEST IAW AMM SPECIFIED SEQUENCE OF OPERATION AND RECORD ALL
REQUIRED INSTRUMENT READINGS

SHUTDOWN

AFTER ENGINE RUN ALLOW ENGINE TO IDLE UNTIL TEMPERATURE STABILIZES AND THEN CLOSE THE H.P
FUEL COCK AND NOTE THE ENGINE RUNDOWN TIME

ONCE THE ENGINE HAS STOPPED, ALL CONTROLS AND SWITCHES USED FOR THE RUN SHOULD BE
TURNED OFF

INSPECT THE ENGINE FOR FUEL, OIL AND GAS LEAKS.CARRY OUT ALL REQUIRED PAPERWORK AND
CERTIFY THE WORK DONE

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PROCEDURE FOR VARIABLE PITCH PROP INSTALLATION (CAAPs-PROPS PL/1-1)

CONSULT THE AMM FOR SPECIAL CHECKS AND TORQUE LOADING VALUES OF LOCKING AND RETAINING
PARTS

REMOVE ALL PROTECTIVE COVERS AND PLUGS AND CLEAN ALL PARTS THAT HAVE BEEN TREATED WITH
PROTECTIVE COATING

LUBRICATE SPECIFIED PARTS WITH RECOMMENDED GREASE OR OIL BEFORE INSTALLATION

FIT THE ELECTRICAL BRUSH HOUSINGTO THE ENGINE REDUCTION GEAR BOX CASING AND CHECK ITS
ALIGNMENT USING A DIAL TEST INDICATOR

FIT THE SLING TO THE PROPELLER AND LIGHTLY SMEAR THE FRONT AND REAR CONE SEATINGS WITH
ENGINEER’S BLUE INK

TEMPORARILY FIT THE PROPELLER TO CHECK CONTACT AREA OF THE CONES AND TIGHTEN THE HUB
RETAINING NUTS BY HAND

ROTATE THE PROPELLER AT LEAST ONE REVOLUTION AND REMOVE THE PROPELLER

CHECK THE EXTENT OF BLUING OF THE CONES. IF THE CONTACT AREA IS LESS THAN 80%, HIGH SPOTS
MAY BE REMOVED BY LIGHT STONING OR LAPPING

CLEAN THE CONE AND CONE SEATINGS. THEN, FIT AND LOCK THE OIL TUBES IN THE ENGINE SHAFT

REFIT THE PROPELLER TAKING CARE, SO AS NOT TO LUBRICATE THE CONE FACES AS THIS MAY RESULT IN
LOOSENESS OF THE PROPELLER WHEN THE FILM IS LOST AND CAUSE VIBRATION

TURN THE BLADE TO THE FEATHERED ANGLE, AND FIT THE PITCH CHANGE MECHANISM

INSTALL THE BRUSH BLOCK AND CHECK FOR CORRECT CONTACT BETWEEN THE BRUSHES AND THE SLIP
RING

FIT THE SPINNER AND TURN BLADES THROUGH FULL PITCH RANGE TO CHECK FOR FOULING

CARRY OUT GROUND CHECKING FOR PROPER OPERATION THROUGH PITCH RANGE

SHUTDOWN THE ENGINE AND INSPECT THE HUB FOR LEAKS

CARRY OUT ALL REQUIRED PAPERWORK AND CERTIFY WORK DONE

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PROCEDURE FOR LONG-TERM STORAGE OF A GAS-TURBINE ENGINE (CAAIP’s

ENGINES EL/3-14)
CONSULT MAINTENANCE MANUAL FOR CORRECT PROCEDURE AND TOOLING REQUIRED

DRAIN THE ENGINE OF ALL OIL

INHIBIT THE OIL AND FUEL SYSTEM AS PER MANUFACTURERS RECCOMENDATIONS

FIT BLANKS ON ALL OPENNINGS

ENSURE THAT ALL SHARP PROJECTIONS ARE SUITABLY PADDED TO PREVENT DAMAGE TO THE MVP
(MOISTURE VAPOUR PROOF) ENVELOPE

INSPECT THE MVP ENVELOPE AND ENSURE THAT IT IS NOT DAMAGED

FIT THE MVP ON THE ENGINE

INSTALL A DESICCANT IN QUANTITIES AND POSITIONS AS SPECIFIED IN THE MAINTENANCE MANUAL

INSTALL A HUMIDITY INDICATOR IN AN EASILY VISIBLE POSITION IN THE ENVELOPE

SEAL THE MVP AS SOON AS POSSIBLE AFTER EXPOSURE OF THE DESICCANT

INSPECT THE MVP AFTER 24HRS SO AS TO ENSURE THAT ITS HUMIDITY IS WITHIN LIMIT (INDCATOR NOT
TURNED PINK)

A PINK INDICATOR NECESSITATES REPLACEMENT OF THE DESICCANT AND EXAMINATION OF THE MVP
FOR DAMAGE OR DETERIORATION

AFTER A PERIOD OF 3YRS OF STORAGE AN ENGINE SHOULD BE INSPECTED FOR CORROSSION AND
REPRESERVED

THE ENGINE SHOULD BE INSPECTED PERIODICALLY TO ENSURE NO DETERIORATION IS TAKING PLACE

ENGINES NOT PRESERVED IN A SEALED MVP SHOULD BE INSPECTED AT A 2WEEK INTERVAL. ANY
CORROSSION PATCHES SHOULD BE REMOVED AND CORRECTIVE TREATMENT RE-APPLIED

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EXPLAIN CAVITATION AND SURGE

CAVITATION

IT MOSTLY AFFECTS CENTRIFUGAL TYPE FUEL PUMPS. IT OCCURS WHEN VAPOUR BUBBLES FORM IN
THE LIQUID BEING PUMPED, THESE BUBBLES FORM AS A RESULT OF THE LIQUID BEING VAPOURIZED
EITHER BY RAISING ITS TEMPERATURE (BOILING) OR BY SUBSTANTIALLY LOWERING ITS PRESSURE

AS IS PUMPED THROUGH A CENTRIFUGAL COMPRESSOR, IT IS ACCELERATED BY THE IMPELLER. THIS

CAUSES A CORRESPONDING PRESSURE DROP, WHICH MAY BE SUBSTANTIAL ENOUGH TO CAUSE
VAPOUR, HENCE BUBBLES.

THESE BUBBLES TEND TO FALL-IN ON THEMSELVE (IMPLODE); CAUSING DAMAGE MARKS ON THE
IMPELLER BLADES SIMILAR TO THAT OF A BALL PEIN HAMMER. AS A RESULT, THE PUMP OUTPUT
PRESSURE WILL FLACTUATE AND SUBSEQUENT NOISE AND VIBRATION WILL BE EVIDENT

IF CAVITATION LASTS LONGER THAN 5MIN, THE PUMP SHOULD BE CHANGED. THIS WILL BE AS A RESULT
OF THE POOR LUBRICATION, HENCE ITS WEAR. THUS, ITS CONTINUED USE WILL RESULT TO METAL
CONTAMINATION OF THE COMPONENTS DOWNSTREAM

TO ELIMINATE CAVIATATION, USE OF FUEL BOOST-PUMPS TO PROVIDE THE INLET WITH SUFFICIENT
HEAD-PRESSURE IS EMPLOYED.

SURGE

BROUGHT ABOUT AS A RESULT OF STALLING (BREAKAWAY OF AIR FROM THE COMPRESSOR BLADE) AS A
RESULT OF DIRTY OR DAMAGED BLADED OR THE AIRFOW BEING DIRECTED AT THE WRONG ANGLE AT
THE ROTOR AND STATORS

AS THIS UNSTABLE AIR IS DRIVEN REARWARDS, THE SEVERITY OF THE STALL INCREASES CAUSING THE
REAR STAGE TO BE ‘CHOKED’

THIS IN TURN PREVENTS THE SUPPLY OF AIR INTO THE COMBUSTION CHAMBER, CAUSING EXCESSIVE
FUEL BEING FED INTO THE COMBUSTION CHAMBER, CAUSING A RAISE IN ITS STATIC PRESSURE TO A
VALUE THAN THAT OF THE COMPRESSOR.

AS A RESULT, A BACKFLOW (SURGE); MOVEMENT OF THE HIGH PRESSURE AND HIGH VELOCITY GASES
FROM THE COMBUSTION CHAMBER TOWARDS THE COMPRESSOR OCCURS.

THIS IS CHARACTERISED BY A ‘LOUD BANG, ERRATIC RPM, ABNORMAL EGT OR SEVERE VIBRATION. IN
SEVERE CASES EMITION OF FLAMES THROUGH THE ENGINE INTAKE IS EVIDENT

THIS CAN BE ALLIVIATED BY USE OF COMPRESSOR BLEED-VALVES AND VARIABLE INLET GUIDE VANES

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NAME THREE ENGINE PARAMETERS AND EXPLAIN ONE IN DETAIL

>OIL PRESSURE >FUEL FLOW >EXHAUST GAS OR INTER TURBINE TEMPERATURE

EXHAUST GAS TEMPERATURE

THE SYSTEM COMPRISES OF; THERMOCOUPLES, A JUNCTION BOX AND A MILLIVOLTMETER (DIAL)

THE SYSTEM DOES NOT RELY ON ANY EXTERNAL SOURCE OF POWER, SINCE ITS OPERATION IS BASED ON
“SEEBECK EFFECT”, THAT ALLOWS CONVERSION OF A TEMPERATURE DIFFERENCE ACROSS A CIRCUIT TO
A PROPORTIONAL ELECTRIC MOTIVE FORCE (EMF).

HOT JUNTION; COMPRISES OF THERMOCOUPLES (PROBES), WHICH COMPRISE OF TWO DISIMILAR

METALS; CHROMEL (+VE) AND ALUMEL (-VE), ARRANGED RADIALLY IN A PARALLEL CIRCUIT
DOWNSTREAM THE PATH OF THE HOT GASES.

COLD JUNCTION; COMPRISES OF A MILLIVOLTMETER PLACED IN A REGION OF RELATIVELY CONSTANT

TEMPERATURE

SYSTEM OPERATION;

AS THE PROBES ARE EXPOSED TO RISING TEMPERATURE AND THE COLD JUNCTION KEPT RELATIVELY
CONSTANT, AN EMF IS PRODUCED (SEEBECK EFFECT) THUS, CAUSING DEFLECTION OF THE
MILLIVOLTMETER (CALLIBRATED IN ℉ OR℃ )

A JUNCTION BOX PROVIDES A POINT OF CONNECTION BETWEEN THE HOT AND COLD JUNCTION.

A VARIABLE RESISTOR/TRIM MAY BE USED TO ASSIST IN SYSTEM CALLIBRATION, IN EVENT OF

COMPONENET REPLACEMENT.

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GIVE REASONS FOR ENGINE FAILING TO REACH SELF SUSTAINING SPEED

FAILURE TO FOLLOW LAID OUT PROCEDURE AS PER A.M.M

SELECTION OF SYSTEM UTILITIES DURING START CYCLE, THUS DRAINING BATTERY POWER OR
COMPRESSOR AIR

LOW BATTERY POWER THAT FAILS TO FULLY SUPPORT THE ENGINE STARTER DURING START

WEAK IGNITION POWER THAT FAILS TO GENERATE A STRONG ENOUGH ELECTRIC SPARKK TO INITIATE
COMBUSTION

TOO EARLY CUT-OUT OF IGNITION POWER DURING START CYCLE BEFORE THE ENGINE ATTAINS SELF-
SUSTAINING SPEED

BLOCKED OR RESRICTED FUEL NOZZLES, PREVENT ADEQUATE DELIVERY OF FUEL FOR COMBUSTION

ACTIVATED FUEL SHUTOFF VALVE, THAT STARVES THE ENGINE FUEL SYSTEM OF ANY

THE LACK/UNAVAILABILITY OF FUEL IN THE FUEL TANKS

FAULTY/DEFECTIVE FUEL DISTRIBUTOR VALVE, CAUSING IMPROPER FUEL SCHEDULING DURING START

FAUTY FUEL CONTROL UNIT, CAUSING IMPROPER FUEL METERING DURING START

DEFECTIVE FUEL PUMP THAT FAILS TO BUILD-UP SUFFICIENT OUTPUT PRESSURE

RESTRICTED COMPRESSOR INTAKE THUS STARVING THE ENGINE OF THE REQUIRED AIR SUPPLY

DAMAGED COMPRESSOR AS A RESULT OF FOREIGN OBJECT DEBRY, THUS REDUCING ITS EXPECTED
EFFICIENCY

FAULTY COMPRESSOR BLEED-VALVE THAT FAILS TO OPEN DURING ACCELERATION OF THE ENGINE TO
RATED

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INSPECTION TO BE CARRIED OUT AFTER REPORTED HIGH OIL CONSUMPTION

OPEN THE COWLINGS AND INPECT FORLEAKS

CHECK TIGHTENESS ALL LUBRICATION LINES AND FITTINGS

CHECK THE OIL FILLER CAP SEAL RING FOR SECURITY

INSPECT THE EXHAUST, COMPRESSOR AND BLEED VALVE FOR SIGNS OF OIL LEAKAGE EVIDENT BY WET-
SPOTS INDICATIVE OF FAULTY LABYRITH SEALS

VIEW TECHLOG FOR ANY PRIOR REPORTINGS OF HIGH OIL CONSUMPTION

INSPECT OIL UPLIFT BEFORE AND AFTER THE FLIGHT

INSPECT GEARBOX FOR LEAKS

INSPECT OIL BREATHER LINES FOR EXCESSIVE OIL DEPOSITS

FILL THE ENGINE WITH CORRECT OIL AS PER AMM

CARRY OUT EGR, MONITORING OIL TEMPERATURE AND PRESSURE PARAMETERS AS PER AMM

MONITOR THE EXHAUST FOR SIGNS OF SMOKE DURING EGR. IF SMOKE IS EVIDENT, SHUTDOWN AND
CARRY OUT TROUBLESHOOTING AS PER AMM

SHUTDOWN THE ENGINE AND ALLOW IT TO COOL FOR 15MIN BEFORE RECORDING THE OIL UPLIFT

RECORD ANY LOSS

CARRY OUT RESPECTIVE PAPER WORK AND CERTIFY WORK DONE, BEFORE RETURNING THE AIRCRAFT
TO SERVICE

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INSPECTION TO BE CARRIED OUT AFTER SUSPECTED F.O.D DAMAGE

CARRY OUT INSPECTION OF ENGINE INTAKE AND EXHAUST FOR EVIDENCE OF DEBRIS

INSPECT ALL PRESSURE SENESING PROBES FOR SECURITY OF INSTALLATION

USING A SPOTLIGHT INSPECT THE LOW PRESSURE COMPRESSOR FOR DAMAGE

EXAMINE THE PROPELLER BLADES FOR DAMAGE NICKS AND CRACKS

DRAIN ALL ENGINE OIL AND INSPECT FOR FOREIGN OBJECTS OR PARTICLES

CARRY OUT BOROSCOPE ON COMBUSTION CHAMBER, TURBINES AND TURBINE GUIDE VANES FOR
SIGNS OF DAMAGE

CARRY OUT ALL PRECAUTIONS FOR A DRY MOTOR RUN AND CARRY OUT DRY MOTOR RUN LISTENING
OUT FOR ANY STRANGE NOISES

IF NO NOISES ARE HEARD, CARRY OUT PRE-RUN PRECAUTIONS

ENSURE FIRE PRECAUTIONS HAVE BEEN CARRIED OUT

CARRY OUT EGR FOR 3MIN AT LOW IDLE, LISTENING OUT FOR ANY STRANGE NOISES

CARRY OUT FULL POWER RUNS I.A.W AMM LISTENING OUT FOR ANY STRANGE NOISES DURING POWER-
UP AND POWER-DOWN

SHUTDOWN ENGINE CHECKING THE ENGINE RUN-DOWN TIME

INSPECT THE ENGINE FOR SIGNS OF OVERHEATING

INSPECT THE MAGNETIC CHIP DETECTOR AND OIL FILTER FOR DEBRIS

CERTIFY WORK DONE AND RETURN THE AIRCRAFT TO SERVICE MONITORING IT FOR FUTURE
DETERIORATION

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BLEED VALVE

USED TO PROTECT AXIAL COMPRESSORS DURING START-UP AND SHUTDOWN, AGAINST STALL AND
SURGE CONDITIONS

ARE LOCATED AT THE INTERMEDIATE COMPRESSOR STAGES AND ARE SPRING LOADED TO THE OPEN
POSITION

EXISTS IN 3 FORMS; HYDRAULICALLY OPERATED, PNEUMATIC OPERATED AND ELECTRICALLY OPERATED

BLEED VALVES ARE OPEN DURING ACCELERATION AND DECELERATION OF THE ENGINE TO RATED SPEED
AND ARE CLOSED DURING THE ENGINES NORMAL OPERATION

BLEED VALVES ARE EITHER FULLY OPEN OR FULLY CLOSED, SINCE THEY ARE NOT MODULATED

BLEED AIR DISCHARGE CAN BE USED FOR;

 INTAKE ANTI-ICE PROTECTION

 PROTECTION OF COMPRESSSOR BY IT BEING DIRECTED BACK TO THE INLET AS PRE-SWIRL AIR,
THAT IMPROVE COMPRESSOR EFFICIENCY

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INSPECTIONS TO BE CARRIED OUT AFTER METAL DEBRIS IS FOUND IN OIL FILTER

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