Eim 0982502 R1 M601e E21 en

GE AVIATION CZECH s.r.o.
INSTALLATION MANUAL
MAUAL PART No. 0982502
RECORD OF REVISIONS
The date on which new pages have been inserted into the Manual is affixed by the operator.
The Bulletin No. is specified only if the revision has been issued as a Bulletin.
REVI- BULLETIN ISSUE NUMBERS OF AFFECTED DATE OF

SION No. DATE OF PAGES INSERTION
No. NEW PAGES AND
SIGNATURE
1 15.06.2013 Str. 0-1, 0-3, 0-4, 7-19, 7-20, 7-24, 9-
1, 12-1
RECORD OF REVISIONS
Page. 0-1
Jun.15.2013
INSTALLATION MANUAL
REVI- BULLETIN ISSUE NUMBERS OF AFFECTED DATE OF

SION No. DATE OF PAGES INSERTION
No. NEW PAGES AND
SIGNATURE
RECORD OF REVISIONS
Page. 0-2
Jul.1.2008
INSTALLATION MANUAL
REVIEW OF EFFECTIVE PAGES - SHEETS

Page Page
Section Date Section Date
Sheet Sheet
Title Sheet Jul.1.2008 Section 3. 3-15 Jul.1.2008

(Continued) 3-16 Jul.1.2008
Record of 0-1 Jun 15.2013 3-17 Jul.1.2008
Revisions 0-2 Jul.1.2008 3-18 Jul.1.2008
3-19 Jul.1.2008
Review of 0-3 Jun 15.2013 3-20 Jul.1.2008
Effective 0-4 Jul.1.2008 3-21 Jul.1.2008
Sheets-Pages 3-22 Jul.1.2008
3-23 Jul.1.2008
Contents 0-5 Jul.1.2008 3-24 Jul.1.2008
0-6 Blank Jul.1.2008 3-25 Jul.1.2008
3-26 Jul.1.2008
Introduction 0-7 Jul.1.2008 3-27 Jul.1.2008
0-8 Jul.1.2008 3-28 Jul.1.2008
3-29 Jul.1.2008
Section 1. 1-1 Jul.1.2008 3-30 Jul.1.2008
Engine 1-2 Jul.1.2008 3-31 Jul.1.2008
Description 1-3 Jul.1.2008 3-32 Jul.1.2008
1-4 Jul.1.2008 3-33 Jul.1.2008
3-34 Jul.1.2008
Section 2. 2-1 Jul.1.2008 3-35 Jul.1.2008
Engine 2-2 Jul.1.2008 3-36 Jul.1.2008
Operation 2-3 Jul.1.2008 3-37 Jul.1.2008
Limits 2-4 Jul.1.2008 3-38 Blank Jul.1.2008
2-5 Jul.1.2008
2-6 Jul.1.2008 Section 4. 4-1 Jul.1.2008
2-7 Jul.1.2008 Engine 4-2 Jul.1.2008
2-8 Blank Jul.1.2008 Mounting 4-3 Jul.1.2008
4-4 Jul.1.2008
Section 3. 3-1 Jul.1.2008 4-5 Jul.1.2008
Engine 3-2 Jul.1.2008 4-6 Jul.1.2008
Performance 3-3 Jul.1.2008 4-7 Jul.1.2008
3-4 Jul.1.2008 4-8 Jul.1.2008
3-5 Jul.1.2008 4-9 Jul.1.2008
3-6 Jul.1.2008 4-10 Blank Jul.1.2008
3-7 Jul.1.2008
3-8 Jul.1.2008 Section 5. 5-1 Jul.1.2008
3-9 Jul.1.2008 Air Inlet system 5-2 Jul.1.2008
3-10 Jul.1.2008 5-3 Jul.1.2008
3-11 Jul.1.2008 5-4 Jul.1.2008
3-12 Jul.1.2008 5-5 Jul.1.2008
3-13 Jul.1.2008 5-6 Jul.1.2008
3-14 Jul.1.2008 5-7 Jul.1.2008
5-8 Blank Jul.1.2008

Page. 0-3
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INSTALLATION MANUAL
Page Page
Section Date Section Date
Sheet Sheet
Section 6. 6-1 Jul.1.2008 Section 12. 12-1 Jun 15.2013

Fuel System 6-2 Jul.1.2008 Engine 12-2 Jul.1.2008
Accessories 12-3 Jul.1.2008
Section 7. 7-1 Jul.1.2008 12-4 Jul.1.2008
Electrical 7-2 Jul.1.2008 12-5 Jul.1.2008
System 7-3 Jul.1.2008 12-6 Jul.1.2008
and Monitoring 7-4 Jul.1.2008 12-7 Jul.1.2008
Instruments 7-5 Jul.1.2008 12-8 Jul.1.2008
7-6 Jul.1.2008
7-7 Jul.1.2008 Section 13. 13-1 Jul.1.2008
7-8 Jul.1.2008 Coolant 13-2 Blank Jul.1.2008
7-9 Jul.1.2008 Injection
7-10 Jul.1.2008
7-11 Jul.1.2008
7-12 Jul.1.2008 Section 14. 14-1 Jul.1.2008
7-13 Jul.1.2008 Propeller 14-2 Jul.1.2008
7-14 Jul.1.2008 14-3 Jul.1.2008
7-15 Jul.1.2008 14-4 Blank Jul.1.2008
7-16 Jul.1.2008
7-17 Jul.1.2008 Section 15. 15-1
7-18 Jul.1.2008 Engine 15-2 Jul.1.2008
7-19 Jun 15.2013 Controls 15-3 Jul.1.2008
7-20 Jun 15.2013 15-4 Blank Jul.1.2008
7-21 Jul.1.2008 Jul.1.2008
7-22 Jul.1.2008 1
7-23 Jul.1.2008 Appendixes 2 Jul.1.2008
7-24 Jun 15.2013 3 Jul.1.2008
4 Jul.1.2008
Section 8. 8-1 Jul.1.2008 5 Jul.1.2008
Oil System 8-2 Jul.1.2008 6 Jul.1.2008
8-3 Jul.1.2008 7 Jul.1.2008
8-4 Blank Jul.1.2008 8 Jul.1.2008
Jul.1.2008
Section 9. 9-1 Jun 15.2013

Cooling 9-2 Jul.1.2008
Requirements
Section 10. 10-1 Jul.1.2008

Exhaust 10-2 Blank Jul.1.2008
System
Section 11. 11-1 Jul.1.2008

Airbleed System 11-2 Blank Jul.1.2008

Page. 0-4
Jul.15.2013
INSTALLATION MANUAL
CONTENTS
Section Description Page No.
INTRODUCTION 0-7
1 ENGINE DESCRIPTION 1-1
2 ENGINE OPERATION LIMITS 2-1
3 ENGINE PERFORMANCE 3-1
4 ENGINE MOUNTING 4-1
5 AIR INLET SYSTEM 5-1
6 FUEL SYSTEM 6-1
7 ELECTRICAL SYSTEM AND MONITORING INSTRUMENTS 7-1
8 LUBRICATION SYSTEM 8-1
9 COOLING REQUIREMENTS 9-1
10 EXHAUST SYSTEM 10-1
11 AIRBLEED SYSTEM 11-1
12 ENGINE ACCESSORIES 12-1
13 COOLANT INJECTION 13-1
14 PROPELLER 14-1
15 ENGINE CONTROLS 15-1
Appendices: WALTER M601E/E-21 Engine Installation Drawing Appendix 1

Appendix 2
Appendix 3
Appendix 4
Appendix 5
Appendix 6
Appendix 7
Appendix 8
CONTENT
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INSTALLATION MANUAL
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CONTENT
Page. 0-6
Jul.1.2008
INSTALLATION MANUAL
INTRODUCTION
This Installation Manual summarizes the long-term experiences of the WALTER M601
engine manufacturer, i.e. GE AVIATION CZECH s.r.o. It is intended for the airframe
manufacturer. Engine installation in the airframe shall be approved by the engine
manufacturer.
The Installation Manual includes the requirements, data, and documents approved by the
Civil Aviation Authority of the Czech Republic for installation of the engine in the airframe.
The Installation Manual summarizes the data on approved power ratings and operation
limits, which relate to the installation in the airframe. Neither gas path characteristics, nor
design particulars, which are of no significance for the above mentioned purpose, are
provided. Should further data for engine installation and approval be needed by the airframe
manufacturer these will be supplied on request without delay by the engine manufacturer, i.e.
Data compiled in individual sections of this manual are related to original equipment with
LUN instruments. Installation of other instruments is aided by enclosed instrument
characteristics. Application of other than original equipment shall be approved by the engine
manufacturer.
Detailed information on periodic maintenance procedures, adjustment, and repairs is given in
the „Maintenance Manual“.
CAUTION
INFORMATION DISCLOSED IN THIS MANUAL, AS WELL AS THE ENCLOSED

DRAWINGS AND DIAGRAMS ARE INTENDED FOR DIRECT USE BY PERSONS AND
ORGANIZATIONS, TO WHICH THIS MANUAL HAS BEEN CONVEYED EITHER BY THE
MANUFACTURER, I.E. GE AVIATION CZECH s.r.o., OR BY AUTHORIZED PERSONS OR
ORGANIZATIONS.
REPRODUCTION OR DISCLOSURE OF THIS DOCUMENT, AS WELL AS
TRANSFERRING TO FURTHER PERSONS OR ORGANIZATIONS IS NOT PERMITTED,
EXCEPT BY WRITTEN PERMISSION FROM THE ENGINE MANUFACTURER.
INFORMATION INCLUDED IN THIS MANUAL AND/OR IN DOCUMENTS OBTAINED AT
ADDITIONAL REQUEST BY THE MANUFACTURER OF THE AIRPLANE, MUST BE USED
ONLY FOR PURPOSES, (E.G. WORKING OUT OF DESIGN MODIFICATIONS,
PRODUCTION OF PARTS, PLACING OF AN ORDER, ETC.) FOR WHICH IT HAS BEEN
INTENDED.
INTRODUCTION
Page. 0-7
Jul.1.2008
INSTALLATION MANUAL
NOTE: IF DRAWINGS/TABLES/DIAGRAMS SHOW DESIGNATION OF AN ENGINE

MODEL THEN THEY APPLY TO THE RELEVANT ENGINE MODEL ONLY.
IF ENGINE DESIGNATION IS NOT SHOWN THE DIAGRAM IS APPLICABLE
TO ALL WALTER M601 ENGINE MODELS DESCRIBED IN THIS MANUAL.
INTRODUCTION
Page. 0-8
Jul.1.2008
INSTALLATION MANUAL
MANUAL PART No. 0982502
Section 1
ENGINE DESCRIPTION
Type Airworthiness Approval
The WALTER M601E and WALTER M601E-21 engines have been certified by EASA by
means of Type Certificate No.: EASA E.070.
DESCRIPTION
The WALTER M601E/E-21 free turbine turboprop engine has been designed for normal,
utility, and commuter category airplanes.
The engine is fitted with an injection system which can be utilized for coolant injection for
improving flat rating capability of the engine or for compressor recovery washing.
The engine features two independent parts: the gas generator and the propulsor.
The gas generator and free turbine shafts are arranged in a tandem layout.
Air enters the engine in the rear part, flows forward through the compressor, combustion
chamber, and turbines and exits through exhaust nozzles near the front of the engine.
Section 1
Page 1-1
July 1, 2008
INSTALLATION MANUAL
Gas Generator
Air enters the compressor in a radial direction via a protecting screen and annular plenum.
The air is axially directed in front of the compressor. The compressor consists of two axial
stages followed by one centrifugal stage. The combustion chamber is of an annular
configuration. Part of the primary air enters the combustion compartment through
perforations in the walls of the outer flame tube, the remainder passes via the hollow
nozzle guide vanes of the gas generator turbine through inner flame tube. The fuel is
atomized by a special ring rotating with the gas generator shaft. The one stage gas
generator turbine drives the compressor via the compressor shaft. The interturbine
temperature is measured by 9 thermocouples installed in the flow path at the gas
generator turbine outlet.
Propulsor
The tip shrouded one stage axial-flow turbine drives the propeller via the two-stage
countershaft reduction gearbox. The reduction gearbox embodies an integral torquemeter
which provides for evaluation of the engine power. The exhaust gases from the free
turbine pass through the annular plenum to the atmosphere via two opposed exhaust
nozzles. Exhaust gases provide for an additional jet thrust.
Fuel System
The fuel system of the engine is a low pressure system with a gear fuel pump and fuel
control unit. In case of the fuel control unit failure it is possible to use (by means of
switching the electromagnetic valve on) an emergency circuit of the engine control. Fuel is
atomized in the combustion chamber with aid of spray ring. The fuel in the combustion
chamber is ignited by means of two torch igniters. Gear pump delivers fuel to the torch
igniters.
Engine Starting
The engine is started by an electric starter/generator.

Fuel in the torch igniters is ignited by means of low voltage plugs.
Section 1
Page 1-2
July 1, 2008
INSTALLATION MANUAL
Oil System
The oil system is a circulatory, pressure fed system with an integral oil tank incorporated
in the accessory gearbox. The oil system provides lubrication for all areas of the engine;
further, pressure oil for the torquemeter and propeller speed governor.
System of Limiters
The engine is equipped with a two-level limiter system. The system of limiters evaluates
the magnitude of monitored engine parameters (nG, nV, torque, ITT and at engine starting
dITT/dt) and optically indicates on the signalling panel the exceeding of these parameters.
By limitation of fuel supply the system prevents from exceeding of parameters that can
cause the damage of the engine.
Engine Controls
Power plant is controlled by three levers. Engine operation mode at forward-thrust ratings
and at BETA range is selected by means of engine control lever. Shut-off valve is
controlled by the shut-off valve actuating lever and when the emergency circuit is switched
on the lever controls engine operation. Controlled propeller speed and propeller feathering
(in front extreme position) is selected by means of propeller control lever.
Engine Mounting
The engine is mounted to the engine mount bed ring by three elastically supported pins
which are located on the centrifugal compressor casing.
Engine Accessories
List of all instruments and accessories (including nonstandard equipment) is given in the
Section 12, description of the electrical system and operation of individual instruments is
given in the Section 7.
Propeller
For propeller specifications refer to Section 14, Propeller. Basic engine equipment
provides for emergency feathering by means of the propeller control lever; an airplane can
be fitted with system of manual propeller feathering (for all power ratings), actuated by a
push button in the cockpit and with autofeathering system which operates in case of
engine shutdown at higher power rating.
Section 1
Page 1-3
July 1, 2008
INSTALLATION MANUAL
LEADING PARTICULARS
Engine type: free-turbine, two-shaft tractor turboprop
Performance: refer to Section 3, Table 3-1
Sense of rotation:
(looking forward) gas generator - CCW
propeller turbine - CCW
propeller shaft - CW
Dimensions: max. height 650 mm (25.6 in)
max. width
(exhaust nozzles removed) 590 mm (23.2 in)
max. length (app.) 1,675 mm (66 in)
Weights: refer to Section 4, Table 4-1
Fuel: For approved fuels see „Operation Manual“
Oil: For approved oils see „Operation Manual“
Oil consumption: 0.1 l/hr (0.025 US gal/hr)
Coolant: For approved injected liquids see „Operation Manual“
Airbleed: refer to Section 11
Section 1
Page 1-4
July 1, 2008
INSTALLATION MANUAL
SECTION 2
WALTER M601E1/E-21 ENGINE OPERATION LIMITS
Operation Limits:
Atmospheric temperature: -50 °C (-58 °F) to +50 °C (104 °F)
Starting at low ambient temperature:
- without preheating:
at oil temperature higher than -20 °C
- with preheating:
at oil temperature lower than -20 °C
The preheating can be stopped when oil temperature reaches +5 °C.
Max. gas generator speed: 100 %
(100 % = 36,660 rpm)
Max. propeller speed: 2,080 rpm
Max. interturbine temperature: 735 °C
Max. torque of 2,725 Nm (2,010 lb.ft): 106 %
(100 % = 2,570 Nm = 1,896 lb.ft)
Max. oil temperature: 85 °C
Acceptable gravitational load factors:
longitudinal nx = ± 1.5 g
vertical ny = + 4.15 g (+ 5 g short-period at landing, short-period at gust load)
- 2.15 g
lateral nz = ± 1.5 g
ωy = ± 0.45 rad/sec
ωz = ± 0.60 rad/sec
Permitted loads at flight manoeuvres are shown in Fig 4-3, Page 4-9 (for coordinate system
refer to Page 4-3).
For further operation limits see the „Operation Manual“.
The engine is approved to operate in severe ice-forming conditions.
If interturbine temperature (ITT), torque or propeller speed exceed their maximum permitted
values, it is necessary to evaluate them and proceed in accordance with the applicable
Diagrams 2-1, 2-2, 2-3 and Table 2-1 when taking further measures for engine operation.
Section 2
Page 2-1
July 1, 2008
INSTALLATION MANUAL
Area „A“ - 1. Check the condition of the power source (board storage batteries or ground
power source).
NOTE: If the fuel is ignited with delay (due to weak battery) the system of
limiters cannot prevent the overtemperature when the accumulated
fuel is burning.
2. Check the proper function of the limiter system.
Area „B“ - 1. Put the record of the interturbine temperature and the interval of its exceeding
in the „Engine Log Book“.
2. Carry out the checks presented as 1. and 2. for Area „A“.
3. Check whether the instructions for starting given in the „Operation Manual“
were respected.
ITT [°C] INTERTURBINE TEMPERATURE
780
770
RETURN THE ENGINE TO AN OVERHAUL
FACILITY FOR INSPECTION/REPAIR
ACC. TO OVERHAUL MANUAL
760
750
740 AREA „B“
730
AREA „A“
NO ACTIONS REQUIRED
720
0 5 10 15 20 25 30
TIME [sec]
OVERTEMPERATURE LIMITS - STARTING CONDITIONS ONLY

Fig. 2-1
Section 1
Page 2-2
July 1, 2008
INSTALLATION MANUAL
Area „A“ - 1) Enter ITT and time of overtemperature into Engine Log Book.
2) Check total time of overtemperature - it must not exceed 200 min.
3) Find out the fault and rectify cause of overtemperature.
Area „B“ - 1) Enter ITT and time of overtemperature into Engine Log Book.
2) Check total time of overtemperature - it must not exceed 30 min.
3) Find out the fault and rectify cause of overtemperature.

800 FACILITY FOR INSPECTION/REPAIR
780
AREA „B“
760
AREA „A“
740
720
NO ACTIONS REQUIRED
700
0 20 40 60 80 100 120
TIME [sec]
OVERTEMPERATURE LIMITS - ALL CONDITIONS EXCEPT STARTING

(Not applicable for max. contingency ratings)
Diagram 2-2a
Section 3
Page 2-3
July 1, 2008
INSTALLATION MANUAL
Area „A“ - The use of this ITT is allowed solely in the case of one engine inoperative (OEI)
flight at the intermediate contingency rating. The time of its use is limited by the
time necessary for finishing the flight. Enter the indicated ITT and time of
overtemperature in the Engine Log Bock. Total time in this area must not exceed
200 min during TBO.
Area „B“ - The use of this ITT is allowed solely at the maximum contingency power rating to
reach the safe altitude when one engine becomes inoperative at take-off or at
aborted landing. Enter the indicated ITT and time of overtemperature in the
Engine Log Bock. Total time in this area must not exceed 30 min during TBO.
RETURN THE ENGINE TO AN OVERHAUL FACILITY FOR

790 INSPECTION/REPAIR ACC. TO OVERHAUL MANUAL
780
770 AREA „B“
760
750
AREA „A“
740
730
NO ACTIONS REQUIRED
0 1 2 3 4 5 6 7 8 9 10 11 12
TIME [minutes]
OVERTEMPERATURE LIMITS – ALL CONDITIONS EXCEPT STARTING

(Valid for power ratings defined for the event of OEI flight)
Fig. 2-2b
Section 1
Page 2-4
July 1, 2008
INSTALLATION MANUAL
Area „A“ - Value and time interval of overtorque have to be put in the „Engine Log Book“.
Determine the cause and rectify the failure.
NOTE: 100 % torque = 2,570 Nm (1,896 lb.ft)
PROPELLER TORQUE [%]
111
110
AREA „A“
109
108
FACILITY FOR INSPECTION/REPAIR
107
106
105
104
103
102 AREA „A“
101
100
99 NO ACTIONS REQUIRED
98
0 1 2 3 4 5 6
OVERTORQUE LIMITS TIME [minutes]
Diagram 2-3
Section 3
Page 2-5
July 1, 2008
INSTALLATION MANUAL
Propeller speed Measures

[rpm]
up to 2,220 No action required
2,220 to 2,300 Overspeed not longer than 20 sec:

Record the rpm in the Engine Log Book. If occurrence of these
overspeeds exceeds number 10, the engine must be returned to an
overhaul facility for inspection/repair acc. to Overhaul Manual.
Overspeed longer than 20 sec:

Ref. to the Propeller Operation Manual
2,300 to 2,400 1) Record the rpm in the Engine Log Book. If occurrence of these
overspeeds exceeds number 2, the engine must be returned to an
2) Inspect chip detectors and oil filter cartridge for contamination with
metal chips. Refer to Section 79.10.00, Maintenance Manual.
3) After engine shut-down turn-by propeller manually. Check for

symptoms of power turbine blades seizing (unusual noise). This repeat
at 10 min and at 20 min after engine shut-down.
4) Record the results of the check (Item 2) in the Engine Log Book.
5) If the propeller can be manually turned in all three checks without any
symptoms of seizing, the engine can continue in operation for
remaining T.B.O. without any limitation.
6) If in one check of these three checks the power turbine blades are in
contact with the turbine stator, the engine must be returned to an
above 2,400 Return the engine to overhaul facility for inspection/repair acc. to
Overhaul Manual.
PROPELLER OVERSPEED LIMITS
Table 2
Section 2
Page 2-6
July 1, 2008
INSTALLATION MANUAL
H [m] H [ft]
Airbleed Envelope
6,000 20,000
18,000
5,000
16,000
14,000
In-Flight Start
4,000
12,000
3,000 10,000
8,000
2,000
6,000
4,000
1,000
2,000
0 0
0 0.1 0.2 0.3 0.4 0.5 0.6
Flight Mach Number
ENGINE OPERATING ENVELOPE

Diagram 2-5
Section 2
Page 2-7
July 1, 2008
INSTALLATION MANUAL
Section 2
Page 2-8
July 1, 2008
INSTALLATION MANUAL
Section 3
ENGINE PERFORMANCE
This section contains basic information about engine performance. Table 3-1 presents basic
power ratings and relevant performance parameters in static conditions, sea level. The
following diagrams present engine performance - i.e. shaft power, fuel consumption, gas
generator speed, additional thrust and ITT vs altitude and true air speed at take off and
maximum continuous rating.
All mentioned values were calculated under the following conditions:
- No installation losses but considering ram effect
- No air bleed
- No power off-take from accessory gearbox
- Fuel of min. LHV = 42,915 kJ/kg (18,458 BTU/lb)
- Flight altitude corresponds with pressure altitude defined by ISA
Mentioned diagrams were calculated for both ISA conditions and increased OAT to which the
engine is flat rated (refer to Table 3-1). Additional diagrams showing take-off engine
parameters with 3rd stage of coolant injection applied are presented for the OAT to which
take-off power is flat rated at sea level. This applies for engine model for which coolant
injection is assumed. The OAT is then assumed higher by relevant temperature difference
within the whole range of altitudes.
Section 3
Page 3-1
July 1, 2008
INSTALLATION MANUAL
The following nomenclature is used in this section:
JAR - Joint Aviation Requirements

FAR - Federal Aviation Regulation
F - jet thrust
ISA - International Standard Atmosphere
(same as the ICAO Standard Atmosphere Conditions)
ITT - interturbine temperature
nG - gas generator speed
LHV - lower heating value
OAT - outside air temperature
P - absolute pressure
T - absolute temperature
NH - shaft power
V - velocity relative to undisturbed ambient air (true air speed)
Δ - difference
Θ - square root of the temperature ratio (engine inlet air temperature to the standard
one in Kelvins or RANKINE degrees)
W - mass flow
Subscripts:
AM - ambient static values of undisturbed air
BL - bleed
F - fuel
G - generator
IN - inlet duct
N - net
TAS - true air speed
C - total
R - corrected
Temperature Conversion Formulae: °F = 1.8 (°C + 40) - 40

°R = °F + 459.67
K = °C + 273.15
Section 3
Page 3-2
July 1, 2008
INSTALLATION MANUAL
Correction on Ambient Temperature Which is Different from ISA Conditions
At an ambient temperature lower than the ISA one, it is always possible to get the shaft
power specified for ISA conditions; this is effected at decreased gas generator speed.
At constant gas generator speed the decrease in atmospheric temperature by 1 oC
(1.8 oF), results in the increase of the power by app. 1 % and of the fuel consumption
by app. 0.7 %. This way increased power can be utilized until limits shown in the Table
of Engine Operation Limits are reached (refer to the Operation Manual).
Atmospheric temperature variation shows also an adverse effect: at constant gas

generator speed the ambient temperature increase by 1 oC (1.8 oF) results in decrease
of the power by 0.9 % and of the fuel consumption by 0.6 %. The interturbine
temperature increases a bit at the same time. When ITT limit for relevant rating is
reached it is necessary to slightly decrease gas generator speed. Influence of the
atmospheric temperature on the engine parameters is then more apparent. When the
atmospheric temperature increases by 1 oC (1.8 oF) the power decreases by 1 % and
the fuel consumption by 0.66 %.
Section 3
Page 3-3
July 1, 2008
INSTALLATION MANUAL
Correction on Installation Losses
Engine installation into the aircraft effects the engine performance in two ways: first,
the power decreases due to pressure losses in the inlet duct; second, the power
decreases due to leakage of exhaust gas in the compressor intake. Entrainment of hot
air/gas from the engine compartment results in some warming of air entering the
compressor. At reverse engine layout when the inlet duct is situated under the engine
the elimination of this effect is very difficult.
a) Pressure Loss Influence:
At power ratings which are characterised by the gas generator speed nG higher
⎡ ΔP ⎤
than 90 % pressure loss in the air inlet system ⎢ ⎥ causes the following
⎣ P ⎦ IN
changes in the engine parameters:
Relative power decrease:
ΔNH ⎡ ΔP ⎤
= 1.95 ∗ ⎢ ⎥
NH ⎣ P ⎦ IN
Relative fuel consumption decrease:
ΔW F ⎡ ΔP ⎤
= 0.9 ∗ ⎢ ⎥
WF ⎣ P ⎦ IN
Interturbine temperature increase:
⎡ ΔP ⎤
ΔITT = 100 ∗ ⎢ ⎥ [° C]
⎣ P ⎦ IN
b) Air Warming Influence:
Warming of air at the compressor inlet ΔTIN results in the same effect as the
atmospheric temperature increase. It means that for ΔTIN = 1 °C (1.8 °F) the power
decreases by 0.9 % and the fuel consumption by 0.6 %.

Interturbine temperature increase must be considered if the ITT limit for given
power rating can be exceeded. In this case it is necessary to decrease the gas
generator speed. When the gas generator speed nG decreases by 1 % the ITT
decreases app. by 17 oC (30.6 oF), power at the same time decreases by 6.4 %
and fuel consumption by 4.4 %.
Section 3
Page 3-4
July 1, 2008
INSTALLATION MANUAL
⎡ ΔP ⎤
The relative pressure loss ⎢ ⎥ and air temperature increase in the air inlet
⎣ P ⎦ IN
system ΔTIN with the corrected gas generator speed nG / Θ , as measured on
the L410 aircraft, are shown in the Diagram 3-1. In Diagram 3-2 the changes are
plotted in these parameters with the true air speed V. As the engine will be
effected by the installation like that, the relative pressure loss and air temperature
increase can assumed to be near to the values presented in these diagrams.
With the known actual values of the pressure loss and the air temperature increase
in the inlet duct for a different layout of the air inlet duct, the influence on the
engine parameters can be calculated according to the above presented equations
or according to Diagram 5-3, in the Section 5 „Air Inlet System“.
Correction on Airbleed at Compressor Outlet:
Diagram 3-3 shows the airflow rate, that can be bled for the aircraft needs from the
compressor of the relevant engine model. The influence of air bleed on the engine
proper can be simulated by an equivalent throttling orifice, installed at the airbleed
manifold delivery flange where the bled air is let to flow free in the ambient atmosphere.
Diagram 3-3 shows pressure available at the airbleed manifold delivery flange with the
gas generator speed and given airbleed flow rate WBL. All values are presented for ISA
sea level, static conditions. Nevertheless it is possible to recalculate them for any inlet
conditions in the usual way.
First, calculate the total pressure PIN and the total temperature TIN at the compressor
inlet. In metric units, temperature in Kelvins, and flight speed in km/hr, the inlet total
temperature is obtained:
2
⎡ V ⎤ 1
TC = TAM +⎢ ⎥ ∗ [K]
⎣ 3.6 ⎦ 2009
TIN = TC + ΔTIN [K]
3.5
⎡T ⎤
PC = PAM ∗⎢ C ⎥ [ kPa ]
⎣ TAM ⎦
Section 3
Page 3-5
July 1, 2008
INSTALLATION MANUAL
⎡ ⎡ ΔP ⎤ ⎤
PIN = PC ∗ ⎢1 − ⎢ ⎥ ⎥ [ kPa ]
⎣ ⎣ P ⎦ IN ⎦
Where:
V = true air speed [ km/hr ]

TAM = outside air temperature [K]
PAM = ambient pressure [ kPa]
TC = total temperature [K]
PC = total pressure [ kPa ]
ΔTIN = air temperature increase in the air inlet system [K]

⎡ ΔP ⎤
⎢P ⎥ = relative pressure loss in the air inlet system
⎣ ⎦ IN
TIN = total temperature at the compressor inlet [K]
PIN = total pressure at the compressor inlet [ kPa ]
⎡ ΔP ⎤
The values of ΔTIN and ⎢ ⎥ in flight conditions can be determined by means of
⎣ P ⎦ IN
Diagram 3-2 for relevant engine model. At zero flight speed at the first step we
calculate the value of nG / Θ with TAM instead of TIN. Then we read in the Diagram 3-
1 the value of ΔTIN and we can calculate TIN = TAM + ΔTIN.
At the second step we calculate new value of nG/ Θ using this TIN. Then we can
read in the Diagram 3-1 new value of ΔTIN. With this value we calculate the final values
⎡ ΔP ⎤
of TIN and nG/ Θ and then the value of ⎢ ⎥ can be read in the Diagram 3-1.
⎣ P ⎦ IN
When calculated in the U.S. standard units, the above relations are to be written as
follows:
2
⎡ V ⎤ 1
TC = TAM +⎢ ⎥ ∗ [ °R ]
⎣1.9438 ⎦ 1116
Section 3
Page 3-6
July 1, 2008
INSTALLATION MANUAL
TIN = TC + ΔTIN [ °R ]
3.5
⎡T ⎤
PC = PAM ∗⎢ C ⎥ [ psi ]
⎣ TAM ⎦
⎡ ⎡ ΔP ⎤ ⎤
PIN = PC ∗ ⎢1 − ⎢ ⎥ ⎥ [ psi ]
⎣ ⎣ P ⎦ IN ⎦
Where:
V = true air speed [ kt ]

TAM = outside air temperature [ °R ]
PAM = ambient pressure [ psi ]
TC = total temperature [ °R ]
PC = total pressure [ psi ]
ΔTIN = air temperature increase in the air inlet system [ °F ]
⎡ ΔP ⎤
⎢P ⎥ = relative pressure loss in the air inlet system
⎣ ⎦ IN
TIN = total temperature in the compressor inlet [ °R ]
PIN = total pressure in the compressor inlet [ psi ]
Calculate the corrected gas generator speed nG / Θ [%]
288
In the metric system of units: nG / Θ = nG [%]
TIN
519
In the U.S. standard units: nG / Θ = n G [%]
TIN
For known values of nG / Θ , PIN, TIN, the demanded airbleed flow rate WBL, the
pressure of air at the airbleed delivery flange and the equivalent diaphragm dia can be
found in Diagram 3-3. Temperature of bled air can be estimated as follows:
Section 3
Page 3-7
July 1, 2008
INSTALLATION MANUAL
In the metric system of units:
2
⎡n ⎤
TBL = TIN + 273.8 ∗ ⎢ G ⎥ − 282 [ °C ]
⎣100 ⎦
Where TIN is in Kelvins, nG is in %.
In the U.S. standard units:
2
⎡n ⎤
TBL = TIN + 492.8 ∗ ⎢ G ⎥ − 475.6 [ °F ]
⎣100 ⎦
Where TIN is in Rankine degrees, nG is in %.
The engine response to airbleed is as follows:
At constant gas generator speed nG the shaft power does not change but there is an
increase in fuel consumption and ITT. This increase can be determined from the curves
in Diagram 3-4, where the difference in fuel consumption with airbleed open/closed
⎡ ΔWF ⎤
⎢ ⎥ and the corresponding ITT increase (ΔITT)BL are shown as a function of
⎢⎣ WF ⎥⎦ BL
equivalent diaphragm dia. When the ITT exceeds the limit for the given rating it is
necessary to decrease the gas generator speed. The relation between the 1 %
decrease in gas generator speed nG and the ITT drop by app. 17 oC (30.6 oF), power
decrease by 6.4 % and fuel consumption by 4.4 % holds true.
Correction on Power Off-Take for Electric Generator.
Engine response to electric generator loading is an ITT increase. At ratings defined by

gas generator speed within nG = 90 to 100 % the ITT increases by 5 oC for each
100 A of generator loading. Should the ITT increase exceed the limit for the given
rating, it is necessary to decrease the gas generator speed.
Section 3
Page 3-8
July 1, 2008
INSTALLATION MANUAL
Correction on Coolant Injection
This paragraph applies only to engine models with coolant injection. For procedure
refer to Para 6, Standard Practices, Operation Manual. Further information is presented
in Section 13, Installation Manual and in Section 82.00.00, Maintenance Manual.
Coolant injection into compressor inlet can be used for short time power augmentation
at take-off rating. Quantity of injected coolant into compressor inlet should be in
accordance with the required of constant shaft power at higher temperatures. In fact it
is possible to select one of three available rates of coolant injection according to the
ambient temperature. The selection of the coolant injection rate is specified in the
„Operation Manual“ (see Fig. 2-2) in accordance with the ambient temperature and
pressure.
At the highest coolant flow rate, at constant gas generator speed nG the shaft power
increases by at least 10 %. At the same time the fuel consumption increases by app.
10 % and the interturbine temperature decreases by app. 10 oC (18 oF). After the
coolant injection has been finished ITT returns to the initial level.
Section 3
Page 3-9
July 1, 2008
INSTALLATION MANUAL
shaft equivalent ESFC max. gas propeller torque max.

power shaft generator speed interturbine
rating power speed temperature
[kW] [kW] [g/kW/hr] GT [rpm] [N.m] [°C]
[SHP] [ESHP] [lb/ESHP/hr] [%] [lb.ft]
take-off (5 min) 560 595 395 2570

98.6 2080 710
15 °C (59.0 °F) 751 798 0.6493 1895
sea level static 560 595 2570

- 100 2080 735
23 °C (73.4 °F) 751 798 1895
max. continuous 490 521 410 2570

96.5 1700 to 680
15 °C (59 °F) 657 699 0.674 2080 1895

- 97 1700 to 690
18 °C (64.4 °F) 657 699 2080 1895
take-off with water injection

300 l/hr (79 US gal/hr) 560 595 2570
- 100 2080 735
(5 min)
751 751 1895
97.325 kPa (14.12 psi)
33 °C (91.4 °F)
intermediate contingency 560 595 2570

sea level static - 100.5 2080 760
751 798 1895
28 °C (82 °F)
maximum contingency
(10 min) 595 630 2737
- 102 2080 780
97.325 kPa (14.12 psi) 798 845 2019
28 °C (82.4 °F)
NOTE: gas generator speed 100 % = 36,660 rpm

2,080 propeller rpm = 31,023 power turbine rpm
ENGINE POWER RATINGS ACC. TO JAR

V = 0 km/hr ( 0 kt ), NO INSTALLATION LOSSES
WALTER M601E
Table 3-1
Section 3
Page 3-10
July 1, 2008
INSTALLATION MANUAL

take-off (5 min) 560 595 389 2570

98.1 2080 690
15 °C (59.0 °F) 751 798 0.64 1895

- 100 2080 735
28 °C (82.4 °F) 751 798 1895
max. continuous 490 521 405.9 2570

96.2 1700 to 660
15 °C (59 °F) 657 699 0.667 2080 1895

- 97 1700 to 690
21 °C (69.8 °F) 657 699 2080 1895

300 l/hr (79 US gal/hr) 560 595 2570
- 100 2080 735
(5 min)
751 751 1895
sea level static
42 °C (107.6 °F)
intermediate contingency 560 595 2570

751 798 1895
32 °C (90 °F)
maximum contingency
(10 min) 595 630 2737
- 102 2080 780
97.325 kPa (14.12 psi) 798 845 2019
31.5 °C (88.7 °F)

ENGINE POWER RATINGS ACC. TO JAR

WALTER M601E-21
Table 3-2
Section 3
Page 3-11
July 1, 2008
INSTALLATION MANUAL

take-off (5 min) 560 595 395 2570

98.6 2080 710
15 °C (59.0 °F) 751 798 0.6493 1895

- 100 2080 735
23 °C (73.4 °F) 751 798 1895
climb and max. cruise 490 521 410 2570

96.5 1700 to 680
15 °C (59 °F) 657 699 0.674 2080 1895

- 97 1700 to 690
18 °C (64.4 °F) 657 699 2080 1895

300 l/hr (79 US gal/hr) 560 595 2570
- 100 2080 735
(5 min)
751 751 1895
97.325 kPa (14.12 psi)
33 °C (91.4 °F)
max. continous 560 595 2570

751 798 1895
28 °C (82 °F)
Max. take-off
(5 min) 595 630 2737
- 102 2080 780
97.325 kPa (14.12 psi) 798 845 2019
28 °C (82.4 °F)

ENGINE POWER RATINGS ACC. TO FAR

WALTER M601E
Diagram 3-3
Section 3
Page 3-12
July 1, 2008
INSTALLATION MANUAL

take-off (5 min) 560 595 389 2570

98.1 2080 690
15 °C (59.0 °F) 751 798 0.64 1895

- 100 2080 735
28 °C (82.4 °F) 751 798 1895
Climb and max. cruise 490 521 405.9 2570

96.2 1700 to 660
15 °C (59 °F) 657 699 0.667 2080 1895

- 97 1700 to 690
21 °C (69.8 °F) 657 699 2080 1895

300 l/hr (79 US gal/hr) 560 595 2570
- 100 2080 735
(5 min)
751 798 1895
sea level static
42 °C (107.6 °F)
Max. continous 560 595 2570

751 798 1895
32 °C (90 °F)
Max take-off
(5 min) 595 630 2737
- 102 2080 780
97.325 kPa (14.12 psi) 798 845 2019
31.5 °C (88.7 °F)

ENGINE POWER RATINGS ACC. TO FAR

WALTER M601E-21
Table 3-4
Section 3
Page 3-13
July 1, 2008
INSTALLATION MANUAL
TEMPERATURE INCREASE AND RELATIVE PRESSURE LOSS

IN THE AIR INLET SYSTEM.
STATIC GROUND OPERATION OF AN ENGINE
INSTALLED IN THE L 410 UVP AIRPLANE NACELLE.
Diagram 3-1
Section 3
Page 3-14
July 1, 2008
INSTALLATION MANUAL
TEMPERATURE INCREASE AND RELATIVE PRESSURE LOSS

IN THE AIR INLET SYSTEM.
IN-FLIGHT MEASUREMENT. ENGINE INSTALLED IN THE L410 UVP AIRPLANE.
Diagram 3-2
Section 3
Page 3-15
July 1, 2008
INSTALLATION MANUAL
pBL = 14 696/pIN [psi]
AIR PRESSURE AT THE AIR BLEED MANIFOLD DELIVERY FLANGE.

VARIATION WITH THE AIR BLEED FLOW RATE AND GAS GENERATOR SPEED.
Diagram 3-3
Section 3
Page 3-16
July 1, 2008
INSTALLATION MANUAL
REL. FUEL FLOW RATE AND INTERTURBINE TEMPERATURE INCREASE

VARIATION WITH AIR BLEED, EQUIVALENT THROTTLING ORIFICE DIAMETER
Diagram 3-4
Section 3
Page 3-17
July 1, 2008
INSTALLATION MANUAL
TAKE-OFF RATING
SHAFT POWER, FUEL CONSUMPTION, GENERATOR SPEED.
NO INSTALLATION LOSSES - ISA CONDITIONS.
WALTER M601E
Diagram 3-5
Section 3
Page 3-18
July 1, 2008
INSTALLATION MANUAL
TAKE-OFF RATING
NET JET THRUST, INTERTURBINE TEMPERATURE.
WALTER M601E
Diagram 3-6
Section 3
Page 3-19
July 1, 2008
INSTALLATION MANUAL
MAX. CONTINUOUS RATING acc. to JAR

CLIMB AND MAX CRUISE acc. to FAR
WALTER M601E
Diagram 3-7
Section 3
Page 3-20
July 1, 2008
INSTALLATION MANUAL

WALTER M601E
Diagram 3-8
Section 3
Page 3-21
July 1, 2008
INSTALLATION MANUAL
TAKE-OFF RATING
NO INSTALLATION LOSSES - ISA + 8 °C CONDITIONS.
WALTER M601E
Diagram 3-9
Section 3
Page 3-22
July 1, 2008
INSTALLATION MANUAL
TAKE-OFF RATING
WALTER M601E
Diagram 3-10
Section 3
Page 3-23
July 1, 2008
INSTALLATION MANUAL

WALTER M601E
Diagram 3-11
Section 3
Page 3-24
July 1, 2008
INSTALLATION MANUAL

WALTER M601E
Diagram 3-12
Section 3
Page 3-25
July 1, 2008
INSTALLATION MANUAL
TAKE-OFF RATING WITH COOLANT INJECTION

NO INSTALLATION LOSSES - ISA + 20.2 °C CONDITIONS.
WALTER M601E
Diagram 3-13
Section 3
Page 3-26
July 1, 2008
INSTALLATION MANUAL

NO INSTALLATION LOSSES - ISA + 20.2 °C CONDITIONS.
WALTER M601E
Diagram 3-14
Section 3
Page 3-27
July 1, 2008
INSTALLATION MANUAL
TAKE-OFF RATING
WALTER M601E-21
Diagram 3-15
Section 3
Page 3-28
July 1, 2008
INSTALLATION MANUAL
TAKE-OFF RATING
WALTER M601E-21
Diagram 3-16
Section 3
Page 3-29
July 1, 2008
INSTALLATION MANUAL

WALTER M601E-21
Diagram 3-17
Section 3
Page 3-30
July 1, 2008
INSTALLATION MANUAL

WALTER M601E-21
Diagram 3-18
Section 3
Page 3-31
July 1, 2008
INSTALLATION MANUAL
TAKE-OFF RATING
WALTER M601E-21
Diagram 3-19
Section 3
Page 3-32
July 1, 2008
INSTALLATION MANUAL
TAKE-OFF RATING
WALTER M601E-21
Diagram 3-20
Section 3
Page 3-33
July 1, 2008
INSTALLATION MANUAL

WALTER M601E-21
Diagram 3-21
Section 3
Page 3-34
July 1, 2008
INSTALLATION MANUAL
MAX. CONTINUOUS RATING RATING acc. to JAR

WALTER M601E-21
Diagram 3-22
Section 3
Page 3-35
July 1, 2008
INSTALLATION MANUAL

WALTER M601E-21
Diagram 3-23
Section 3
Page 3-36
July 1, 2008
INSTALLATION MANUAL

WALTER M601E-21
Diagram 3-24
Section 3
Page 3-37
July 1, 2008
INSTALLATION MANUAL
Section 3
Page 3-38
July 1, 2008
INSTALLATION MANUAL
SECTION 4
ENGINE MOUNTING
General
Conditions for mounting the engine to the airframe structure as described within
Section 4 should be strictly followed.
Mounting System Arrangement

The engine is supported by three mounts located on the centrifugal compressor case.
Mounting pad locations are shown in Figure 4-1 (schematic). Each mounting pad is
numbered for the purpose of easy interpretation.
Reactions from engine mount bed must be taken in point R (refer to Figure 4-2). The
perpendicular distance between this point and mounting pad plane must not exceed
45 mm (1.77 in).
Maximum bending moments acting upon the pads must not exceed 900 Nm
(7,820 lb.in).
Mounting pad stud nut tightening torque must not exceed 26.5 Nm (235 lb.in).
Centering shoulder of mount body must be engaged into the mounting pad at least
2 mm in depth (0.08 in) - refer to Figure 4-2.
Distance between propeller centre of gravity and propeller flange must not exceed 110
mm (4.33 in).
Engine vibrations are insulated from aircraft structure by elastic supports.
Mount Loads
Forces acting upon individual mounts must be defined before the installation of the
engine to the airframe. These load factors must be included in the analysis:
1. Gravitational and inertial forces from the engine including accessories and propeller.
2. Aerodynamic forces from the propeller.
3. Gyroscopic moments induced by angular movements.
4. Acceleration moments of rotating parts.
Gyroscopic moments induced by angular movements of the gas generator and power
turbine rotors can be neglected with respect to the gyroscopic moment of the propeller.
Allowable loads during take-off, flight, and landing are shown in Figure 4-3.
Section 4
Page 4-1
July 1, 2008
INSTALLATION MANUAL
Engine Mass and Dynamic Characteristics
Engine mass and mass moments of inertia about the center of gravity are listed in
Tables 4-1 and 4-2. The location of the center of gravity is shown on Sheet 1, Sector
E8. Accessory mounting pads and the center of gravity projection for respective
accessories are shown on the same drawing. The center of gravity projection together
with the mass of the accessories causes overhang moments acting upon the pads of
casing. The values of overhang moments of accessories listed in Section 12 are max.
allowable values. In case of using the accessories exceeding the limits, the relevant
details should be submitted to engine manufacturer GE AVIATION CZECH s.r.o. and
asked for approval.
Engine dry mass 207 kg 456 lb

Mass of oil charge 7 kg 15.4 lb
Table 4-1
NOTE:
The following standard equipment delivered with the engine is included in the mass:
Fuel pump, fuel control unit, starter/generator, ignition unit, integrated speed
transmitters, oil temperature transmitter, interturbine transmitter, oil pressure
transmitter, fuel pressure transmitter, three torquemeter transmitters, min. oil pressure
switch, min. oil quantity signaller, engine mounts (three pieces).
Additional equipment mass:
Exhaust nozzles L.H. (M601-418.7) and R.H. (M601-419.7) 2.8 kg (6.2 lb)
Alternator gearbox 2.5 kg (5.5 lb)
LUN 2102 Alternator 9.8 kg (21.6 lb)
Engine mounting ring 5.16 kg (13.5 lb)
Actual engine mass and relevant C.G. position of the dry engine with equipment as
required by customer are shown in the Engine Log Book.
The actual engine mass and C.G. position do not respect weights of oil and fuel
pressure transmitters.
Section 4
Page 4-2
July 1, 2008
INSTALLATION MANUAL
Polar mass moment of inertia 3.4 kgm2 11,618 lb in2

about axis x
Mass moment of inertia about 38 kgm2 130,000 lb in2
axis y
Mass moment of inertia about 38 kgm2 130,000 lb in2
axis z
THE ENGINE MASS MOMENTS OF INERTIA

Table 4-2
Coordinate system of the engine (right handed) and positive sense of rotation
y
+ ωy; εy
Axis of the engine

Direction of flight x
+ ωx; εx
+ ωz; εz
Propeller mass and dynamic characteristics are shown in the Section 14 Propeller.
Section 4
Page 4-3
July 1, 2008
INSTALLATION MANUAL
Vibration
Vibration load of the engine is evaluated by effective vibration speed VEF (mm/s) or
VRMS (in/s). Each engine is submitted to the check on vibration in the manufacturing
plant. Vibration is measured at steady-state condition after 2 to 3 minutes of engine
operation. Vibration sensors are located in a radial direction as follows (Refer to Figure
4-1):
a) on the reduction gearbox (Designation Sn 1), where the first harmonic component of
power-turbine speed is measured.
b) on the accessory gearbox (Designation Sn 3), where the first harmonic component
of generator speed is measured.
SENSOR
Sn 1 Sn 3
Test bed
VEF VRMS VEF VRMS
(mm/sec) (in/sec) (mm/sec) (in/sec)
Propeller
10 0.4 5 0.2
test bed
VIBRATION LOAD LIMITS

Table 4-3
Mentioned check of the vibration limits after engine installation and during operation is
not necessary.
Section 4
Page 4-4
July 1, 2008
INSTALLATION MANUAL
Checking Mount Pad Load
Forces and couples acting on the engine's center of gravity at flight manoeuvres where
some parameters exceed the limit given in Fig. 4-3 must satisfy the following
relationships:
Mount Pad No. 1
Mount Pad No. 2
Mount Pad No. 3
Where
X, Y, Z [N] ... forces actuating on the engine center of gravity
(see Installation Drawing, Sheet 1, Sector E8)
Mxy, Myz, Mzx [Nm] ... couples acting on coordinate planes
R [m] ... pitch circle radius of hinged pin holes
TM ... engine center of gravity
XTM [m] ... distance of the engine center of gravity from spigot entry axis
in mount pads
C = 19,500 [N] ... limit load (FAR 33.23 (b)(1))
C = 29,250 [N] ... ultimate load (FAR 33.23 (b)(2))
Section 4
Page 4-5
July 1, 2008
INSTALLATION MANUAL
For the U.S. standard units the following values shall apply
X, Y, Z [lb] ... forces acting on the engine center of gravity
Mxy, Myz, Mzx [lb.in] ... couples acting on coordinate planes
R [in] ... pitch circle radius of hinged pin holes
TM ... engine center of gravity
XTM [in] ... distance of the engine center of gravity from spigot entry
axis in mount pads
C = 4,384 [lb] ... limit load (FAR 33.23 (b)(1))
C = 6,576 [lb] ... ultimate load (FAR 33.23 (b)(2))
The number of mount pads and the coordinate system with forces acting in positive
direction are shown diagrammatically in Fig. 4-1.
An excessive limit value obtained for any mount pad must be approved by the engine
manufacturer.
Section 4
Page 4-6
July 1, 2008
INSTALLATION MANUAL
SCHEME SHOWING LOCATION OF ENGINE MOUNT PADS AND COORDINATE SYSTEM

WITH FORCES AND COUPLES ACTING IN POSITIVE DIRECTION
Fig. 4-1
Section 4
Page 4-7
July 1, 2008
INSTALLATION MANUAL
FITTING THE ENGINE MOUNT BODY TO THE MOUNTING PAD (SCHEMATIC DIAGRAM)
Fig. 4-2
Section 4
Page 4-8
July 1, 2008
INSTALLATION MANUAL
ny ny
5 5
4 4
3 3
2 2
1 1
-2 -1 1 2 nx -1 1 nx
-1 -1
-2 -2
Landing Flight 1 Flight 2

(engine idling) (idling to (idling to
take-off power) take-off power)
nz = ± 1.5 nz = ± 1.5 nz = ± 1.5
ωy = 0 ωy = ± 0.3 ωy = ± 0.45
ωz = 0 ωz = ± 0.6 ωz = ± 0.6
εx = ± 3 εx = ± 4 εx = ± 4
εy = ± 10 εy = ± 6 εy = ± 6
εz = ± 10 εz = ± 6 εz = ± 6
(Coordinate system - Page 4-3)

(a) nx, ny, nz [g] gravitational load factors
ωx, ωy, ωz [rad/sec] angular velocities
εx, εy, εz [rad/sec2] angular accelerations

(b) Permitted loads are related to engine center of gravity
PERMITTED LOADS AT FLIGHT MANOEUVRES

Fig. 4-3
Section 4
Page 4-9
July 1, 2008
INSTALLATION MANUAL
Section 4
Page 4-10
July 1, 2008
INSTALLATION MANUAL
SECTION 5
AIR INLET SYSTEM
The purpose of the air inlet system is to deliver air into the compressor with both minimum
pressure loss and minimum warning up over a wide range of operational conditions. This is
required to obtain required shaft power levels at specified consumption.
The WALTER M601E model engine has been substantiated to the surge and stall
requirements of FAR 33.65, induction system icing requirements of FAR 33.68, and the
foreign object ingestion of FAR 33.77 fitted with the B 062350 inlet duct. This induction
system meets mentioned requirements for all WALTER M601 engine models.
The B 062350 inlet duct is a part of the engine nacelle designed by airframe manufacturer
LZ Aeron. Industries, inc. Installations powered by this engine model must incorporate this
duct or an equivalent inlet duct with an integral protective device. This equivalent inlet design
may not introduce distortion in excess of that of the B 062350 inlet duct design. An inlet
plenum chamber must be tight enongh to prevent from warm air leaking from engine
compartment. This must be ensured within the whole operating period of the installed engine.
Engine manufacturer should be consulted regarding the details of the aerodynamic and
structural requirements of the inlet duct system.
Description
The main components of the air inlet system are the inlet lip and throat area, the
diffuser duct, and the plenum.
Air enters the compressor from a plenum chamber through a protecting air inlet screen.
The plenum-type intake allows considerable versatility in the position and orientation of
the air inlet system.
Inlet Lip and Throat Area
It is necessary to extend the inlet lip as far forward as possible in order to obtain
uniform pressure and velocity distribution of air. It is recommended to ensure that the
entering air is not disturbed by the nacelle boundary layer. The inlet lip should be
located in the relatively uniform stream outside the macroturbulent zone at the propeller
blade roots. Great attention should be paid to the geometric design of the lip to prevent
undesired flow separation. The velocity of entering air at take-off condition should not
exceed 40 m/sec (130 ft/sec). Throat flow area greater than 0.078 m2 (121 in2) meets
this condition.
Section 5
Page 5-1
July 1, 2008
INSTALLATION MANUAL
Inlet Diffuser Duct

The diffuser transports air from the inlet lip to the inlet plenum and decreases the
velocity of the stream. Mean velocity of the stream before the inlet plenum should not
exceed 25 m/sec (82 ft/sec). Corresponding outlet area of the diffuser is app. 0.120 m2
(186 in2).
Inlet Plenum Chamber

The inlet plenum chamber completely surrounds the outside of the air inlet screen. The
compartment of the inlet plenum is bound in axial direction by front and rear air
bulkheads. It is recommended that the plenum (nacelle) wall should have a minimum
clearance of 60 mm (2.3 in) at a point of 180o opposite to the transfer duct entrance.
This clearance should gradually increase to a minimum of 120 mm (4.7 in) for 90o on
either side of this point towards the diffuser duct entrance.
Air Inlet Screen

Air enters the compressor through a protecting air inlet screen which protects the
engine from ingestion of large particles. As the screen area is very large and entering
air stream velocity low, air inlet screen pressure loss is very small.
Air Inlet Obstructions

Various lines and struts located in the inlet system might disturbe the inlet flow pattern
and influence adversely the performance of the engine. It is necessary to minimize
adverse effects of wakes caused by various structure components. These should be
kept as thin a practical and with suitable profile aligned with the direction of flow. Air
coolers, fluid pumps, and fluid lines should not be installed in the engine inlet air
stream. Such equipment increases the possibility of toxic contamination of bleed air.
Engine Anti-Icing Protection

In order to provide the aircraft with an all-weather capability, the power plant installation
must include an anti-icing system (see Fig. 5-1) The leading edge of the inlet lip and, if
necessary further components of the air inlet system structure, which might
considerably affect the stream of air entering the compressor, should incorporate
suitable means to prevent icing. In order to prevent ingestion ice particles and/or other
foreign objects it is recommended that the design of the air inlet system should be
based on a sudden turn in the air-stream. Ice particles, due to their greater momentum
cannot follow the sudden turn of the air-stream. Therefore the probability of their
ingestion into the compressor is considerably decreased.
Section 5
Page 5-2
July 1, 2008
INSTALLATION MANUAL
In order to improve the particle separation effect, the air inlet duct should be equipped
with a vane. The extended vane deflects the air-stream and in addition increases its
velocity. The resultant increase in particle momentum decreases the probability of their
ingestion. A by-pass vane allowing the air with foreign objects to be discharged
overboard should be opened at the same time. The system of vanes is put into
operation only when icing conditions occure. Small particles of ice which could pass to
the compressor inlet screen cannot considerably affect the performance of the engine.
Installation in Agricultural Aircraft

Operation in agriculture requires more efficient protection of the compressor against
ingestion of foreign objects. In addition to the dust particles the separation system must
ensure the separation of sprayed agent aerosols. The quantity of fine dust particles is
such that the protection based only on the sudden turn in the air-stream is not
sufficient. The inlet air system should be provided with an efficient filtering device. If
this filtering device cannot capture the aerosol, the air inlet system should be fitted with
a special filter for this purpose. The most advantageous location for the latter is the
inlet to the plenum chamber (Refer to Fig. 5-2).
Influence of Air Inlet System on Performance

The air inlet system can effect the performance of the engine by two basic factors:
warming of entering air from hot parts of the engine and admission of leaking hot air;
pressure loss of air inlet system.
Warming results in increased temperature at the compressor inlet. Thus the

performance of the engine should be defined with respect to this temperature. For
procedure refer to the Section 3, Correction on Installation Losses.
Direct influence of air inlet system pressure loss on power, fuel consumption and
interturbine temperature can be seen from curves on Fig. 5-3.
Section 5
Page 5-3
July 1, 2008
INSTALLATION MANUAL
AIR INLET SYSTEM

Fig. 5-1
1 - De-icing vane
2 - Vane
3 - Vane
4 - Screen
5 - Oil cooler
a - air inlet
b - air path (icing mode)
c - air path at normal operation (non icing mode)
d - engine air inlet compartment
e - air flow into oil cooler
f - ice particles
h - air outlet from the oil cooler
k - vane positions at normal operation (non icing mode)
m - vane positions (icing mode)
Section 5
Page 5-4
July 1, 2008
INSTALLATION MANUAL
AGRICULTURAL AIRPLANE ENGINE AIR INLET SYSTEM

Fig. 5-2
1 - Air Filter
2 - Aerosol Separator (Demister)
3 - Oil Cooler (outside of air inlet system)
Section 5
Page 5-5
July 1, 2008
INSTALLATION MANUAL
4
ΔITT
(°C)
2
1.00
ΔWF
1+
WF
ΔNH 0.98
1+
NH
1.00 0.96
0.98
0.96
0.94
0 0.01 0.02 ⎡ ΔP ⎤ 0.03
⎢ ⎥
⎢⎣ P0 ⎥⎦ IN
ENGINE SHAFT POWER, FUEL FLOW RATE AND INTERTURBINE TEMPERATURE

AT CONSTANT GAS GENERATOR SPEED.
VARIATION WITH AIR INLET SYSTEM PRESSURE LOSS
Fig. 5-3
Δ difference
WF fuel flow rate
NH shaft power
ΔITT interturbine temperature increase (°C)
ΔP difference between P0 - P1
P0 ambient total pressure
P1 total pressure at compressor protecting screen inlet
Section 5
Page 5-6
July 1, 2008
INSTALLATION MANUAL
12
Δp/pSTR 100 (%)
11 Δp/pAV x 100 [%] - ratio of max. acceptable inlet

total pressure difference and average inlet total
pressure
10 nGR=nG(288.15/T)0:5
nGR - corrected gas generator speed [%]
nG - gas generator speed [%]
9 T - outside air temperature [K]
0
60 70 80 90 100
nGR (%)
INLET AIR DISTORTION LIMIT

Diagram 5-4
Section 5
Page 5-7
July 1, 2008
INSTALLATION MANUAL
Section 5
Page 5-8
July 1, 2008
INSTALLATION MANUAL
SECTION 6
FUEL SYSTEM
Fuel supply to the engine fuel pump must be ensured by the airframe fuel system under all
specified operating conditions and must attain values as follows.
The fuel entering LUN 6290.04-8 engine fuel pump must flow through the LUN 7691.01-8
filter. Instruments is not installed on the engine and thus it should be located in the nacelle.
By-pass valve of the LUN 7691.01-8 fuel filter starts to open at fuel filter pressure loss of
0.045 to 0.055 MPa (6.5 to 8.0 psi), full fuel flow of 270 l/hr is reached at pressure loss of
0.057 to 0.067 MPa (8.26 to 9.7 psi).
Fuel is delivered to the LUN 6290.04-8 engine fuel pump through the flow adapter shown in
the engine Installation Drawing, Sheet 3, Sector E4.
Airframe Fuel System
Airframe fuel system shall provide engine fuel supply of 370 litre/hr (98 US gal/hr) within all
operating conditions. Fuel flow entering fuel filter shall be larger by fuel flow by-passed back
to fuel tank. Fuel pressure at the LUN 7691.01-8 fuel filter inlet shall be maintained in the
range of 0.15 to 0.3 MPa abs. (21.8 to 43.5 psia). The system shall provide for both easy fuel
cut-off upstream of the fuel filter and possibility of regular mud discharge.
Fuel entering filter cartridge of the LUN 7691.01-8 fuel filter must not contain free water, air
and fuel vapours. The flow adapter on the LUN 7691.01-8 fuel filter fitted with a nozzle of 1.5
mm dia provides for deaerating of the airframe fuel system. Outlet of the pipe from this
adapter must be situated below fuel level in the tank to prevent from system aerating in case
that the booster pump is off.
Section 6
Page 6-1
July 1, 2008
INSTALLATION MANUAL
Cleanlines of the fuel at the LUN 7691.01-8 fuel filter inlet has to meet the NAS 1638 class 8
requirement as minimum. Total allowed quantity of impuriteis is max. 1 mg/liter.
Fuel additives may be used acc. to the principles mentioned in the engine Operation Manual.
To prevent from filter cartridge clogging with ice crystals at low temperatures it is possible to
fit the fuel system with an oil/fuel heat exchanger upstream of the LUN 7691.01-8 fuel filter.
Drainage
In the case of unsuccessful starting, unburnt fuel mostly accumulates in the lowest part
of the combustion chamber jacket; some fuel passes then further through turbines and
accumulates in the lowest part of the outlet channel from where it flows out through a hole
in the outlet channel wall into the outlet casing. Certain amount of unburnt fuel comes
into outlet casing directly via the push fit collar of the outlet channel in the power turbine
nozzle guide vane ring.
From the combustion chamber jacket bottom, the accumulated fuel is brought via the pipe
union directly to the drain valve and, from there, to the common drainage outlet. Fuel
accumulated in the outlet casing is directed via a pipe to the drain valve body where it joints
the fuel from the combustion chamber jacket and flows through the above pipe
to the common drainage outlet. Then the fuel should be handled by the airframe fuel system.
Max. 0.9 litre/hr (0.24 US gal/hr) of fuel leaks during normal engine operation from drainage
tube of the fuel pump and FCU (Installation Drawing, Sheet 3, Sector C4) and in addition to it
fuel quantity of 0.2 litre (0.05 US gal) bleeds after each shutdown. This fuel is not redelivered
to the engine and must be removed by airframe drainage system.
Section 6
Page 6-2
July 1, 2008
INSTALLATION MANUAL
SECTION 7
ELECTRICAL SYSTEM AND MONITORING INSTRUMENTS
The power unit electrical system is supplied with nominal voltage of 27 V with the minus pole
connected to the frame.
As a power source a starter/generator complimented by a storage battery located in the
airplane is used.
The electric system including the monitoring instruments provides for:
− Engine starting;
− Storage battery charging;
− function of the engine monitoring instruments;
− Limits at start and at the reverse;
− Propeller de-icing (if the LUN 2102.01 additional alternator, additional gearbox and the
LUN 7850-7 brush block assembly are used). This AC source can be also utilized for
airframe needs.
The electric system of the engine and that of the aircraft are interconnected by four
connectors illustrated in the engine Installation Drawing, Sheet 1, Sector 2-5, F-G and Sheet
3, Sector 4-5, G-H and Sector 7E.
Wiring of individual connectors is shown in the enclosed wiring diagrams - Figures 7-1 to 7-3.
Block diagrams are presented in Figures 7-4 to 7-6.
Arrangement of engine instruments is shown in Fig. 12-1.
Connector counterparts of the wiring harness and of instruments which are necessary for
electric installation of the aircraft are supplied on a special order only. Connector
counterparts of the instruments included in the basic engine equipment and installed in the
airframe are delivered together with the instruments as an accessory.
Section 7
Str. 7-1
Jul.1.2008
INSTALLATION MANUAL
DESCRIPTION OF THE INSTRUMENTS
LUN 1333.12-8 Integrated Gas Generator and Propeller Speed Transmitters

The integrated gas generator and propeller speed transmitters provide for remote
transmitting of the engine speeds. The integrated gas generator speed transmitter is situated
in the engine rear part on the front face of the accessory gearbox and transmits gas
generator speed.
The integrated propeller speed transmitter is situated in the engine front part on the reduction
gearbox and transmits propeller speed.
The integrated speed transmitter consists of two parts:
three-phase alternator and pulse generator.
The three-phase alternator is the main part of the instrument, pulse generator is located in
the rear part of the alternator. The three-phase alternator supplies alternating current for the
speed indicator, pulse generator transmits signal for the limiter system.
LUN 1377-8 Interturbine Temperature Transmitter

A set of the LUN 1377-8 transmitters together with the LUN 1370.02-8 ITT indicator provide
for the remote measurement of the interturbine temperature. Temperature transmitters are
attached by two bolts to the exhaust casing. Nine transmitters are used as a set for one
engine. They are parallely interconnected by busbars terminated in soldering eyes. A
compensation line transmitting signals for the indicator and for the LUN 5260.04 integrated
electronic limiter unit is connected to these soldering eyes.
Resistance of the compensating line connecting the indicator should be max 10.
Resistance of the compensating line connecting the limiter system should be 6.2 ± 1 ohm at
ambient temperature of 20 oC (68 oF).
As far as the principle of operation is concerned the transmitters operate as chromelalumel
thermocouples. A 4 mm (0.16 in) dia. hole is provided on the soldering eye for chromel
terminal and a 5 mm (0.20 in) dia. hole for alumel terminal in order to prevent incorrect
interconnection of terminals. A stream of gas passes by the thermocouple shield and warms
the thermocouple measuring tip. Due to this a thermoelectric power is originated which is
proportional to the gas temperature. Originated voltage is transferred to the magnetoelectric
system of the indicator and to the limiter system.
Operational range of transmitter's temperature is from 0 to 900 oC (32 to 1,652 oF); for short-
time operation of up to 1,200 oC (2,192 oF).
Section 7
Page. 7-2
Jul.1.2008
INSTALLATION MANUAL
Torquemeter Indicator Set

A torque indicator set consists of the LUN 1540.02-8 transmitter and the LUN 1539.02- 8
indicator. It provides for engine torque measurements within the range of torque from 0 to
120 %. The set is supplied, together with the engine, and is already calibrated. Pressure
transmitter of the torquemeter is located on a bracket in the engine's air intake compartment
close to the engine's upper mount. Pressure oil from the reduction gearbox is fed (by a pipe)
to the space behind the front bulkhead to the torquemeter pressure transmitter. In the inlet
screw union of the torquemeter pressure transmitter a choking coil is situated for smoothing
the pulses of the pressure. The transmitter operates as an inductive converter of torquemeter
oil pressure into the electric signal.
The electric signal of the torquemeter pressure transmitter is evaluated in the indicator. The
torquemeter pressure indicator is situated on the control board in the cockpit. It operates as a
servomechanical autocompensating bridge. It is designed as an induction sensing unit
identical to that one in the transmitter and both sensing units are bridge connected.
The voltage in the coils is induced by the current passing through the exciter of the sensing
unit winding. The difference between the electric signals from the induction sensing units is
amplified by an amplifier and led to the servomotor which turns the armature of the induction
sensing unit indicator up to the difference voltage compensation. The induction sensing unit
of the indicator is coupled by gears with the instrument pointer which indicates the measured
value on the scale calibrated in percentage of torque. The bridge wiring of sensing units is
diagonally by-passed by a pair of shunts the value of which can be changed by means of the
switch for rough adjustment of the indicator range for 100 % of torque. Fine adjustment is to
be carried out mechanically. The set of the torque indicator can be adjusted within the range
of torquemeter oil pressure value from 0.93 MPa (135 psi) to 1.03 MPa (150 psi). Each
instrument of the set, i.e. transmitter or indicator can be replaced in case of failure. When
replacing one, a new adjustment is to be carried out for both instruments according to the
instructions in its certificate. A power source of 36 V, A.C. and 400 Hz is necessary for torque
indicator set supply. The aircraft should be equipped with this source, as this is not included
in the engine installation. Resistance of the electric line between the transmitter and indicator
can be max. 0.62 ohm.
Alternativelly (on special order) the engine can be fitted with another approved set. The set
can be adjusted together with the engine on the engine manufacturers test bed or after
engine installation in the airframe at customers facility acc. to approved documentation.
Section 7
Page. 7-3
1.7.2008
INSTALLATION MANUAL
LUN 1358-8 Oil Temperature Resistance Transmitter

Electric resistance transmitter of oil temperature together with the LUN 1538.01-8 three
pointer indicator form a set intended for remote measurement of oil temperature in the
engine. The oil temperature resistance transmitter is situated in the engine's rear part on the
accessory gearbox case. Its sensor is immersed in the oil tank compartment i.e. it measures
the oil temperature in the tank.
The temperature transmitter's function is based on the physical property of the thermometric
sensor which changes its resistance in accordance with the temperature change. The
changes in electric resistance are transferred by a connecting wire to the LUN 1538.01-8
three pointer indicator, which indicates the temperature in centigrades. The three pointer
indicator is located on the panel in the cockpit and is included in the airframe installation.
Variation of Transmitter Resistance With Temperature from -70°C to 150°C (-94°F to 302°F)
Transmit Transmit Transmi

Temperature Temperature Temperature
ter ter tter
Resistan Resistan Resista
ce ce nce
(°C) (°F)  (°C) (°F)  (°C) (°F) 

-70 (-94) 68,36 10 (50) 93,76 90 (194) 125,56
-60 (-76) 71,06 20 (68) 97,36 100 (212) 129,96
-50 (-58) 73,86 30 (86) 101,06 110 (230) 136,41
-40 (-40) 76,86 40 (104) 104,86 120 (248) 138,96
-30 (-22) 79,96 50 (122) 108,81 130 (266) 143,56
-20 ( - 4) 83,16 60 (140) 112,78 140 (284) 148,36
-10 (+14) 86,56 70 (158) 116,96 150 (302) 153,26
0 (+32) 90,26 80 (176) 121,22
Resistance of the connection wiring between the transmitter and the indicator of 0,16 Ohm
has been included.
Current load must not exceed the value of 10 mA.
Section 7
Page 7-4
Jul.1.2008
INSTALLATION MANUAL
1.25 K LUN 1469.32-8 Min. Oil Pressure Switch

The pressure switch is situated on the upper part of the accessory gearbox.
This switch provides for signalling the engine's oil pressure drop. A signaller situated on the
panel in the cockpit is connected in the pressure switch circuit and becomes lit when the oil
pressure drops below the value of 0.125 MPa (18 psi). Following the pressure increase the
signaller is switched off again.
LUN 1559-8 Fuel Pressure Transmitter
NOTE: Measurement/indication of the fuel pressure upstream of the fuel distributor is not
required by FAR. If the fuel pressure is not measured it is necessary to blind screw
union on the tube delivering fuel to the engine with aid of approved cap. The engine is
delivered with shipping cap only.
The fuel pressure transmitter shall be situated in the engine nacelle and senses the fuel
pressure upstream of the fuel distributor. It operates in a set with the LUN 1538.01- 8 three
pointer indicator which is situated on the panel in the cockpit. Fuel pressure for the
transmitter is fed from the pipe union which is located on the pipe delivering fuel from the
FCU to the engine in the L.H. lower part (Installation Drawing, Sheet 2, Sector D11). A hose
connecting the transmitter is an airframe installation part. The fuel pressure transmitter
operation results from the diaphragm deflection due to acting pressure. Thus the electrical
characteristics of the exciting coils are changed. Due to diaphragm deflection air gap
magnitude changes and thus permeance of magnetic circuits changes. Change in the
permeance causes change in magnetic flux, which is closed through the air gaps by common
armature in the individual circuits.
Of course, this influences the value of inductance and impedance of the exciting coils.
Currents passing through the coils turn by the transmitter armature. The position of the
pointer in the three pointer indicator is found so that the transmitter/receiver armatures
angular displacements will correspond with each other.
The measuring range of the transmitter is from 0 to 1.6 MPa (232 psi).
The operational feeding voltage is within the range of 32.5 to 38 V A.C., 400 Hz ± 2 % and
the distortion is up to 20 %.
The maximum current for feeding by operational voltage is 80 mA.
Each branch resistance of the line between the transmitter and the indicator must not exceed
0.6 ohm.
Section 7
Page. 7-5
Jul.1.2008
INSTALLATION MANUAL
Equivalent Resistance of the Pressure Transmitter

Including the Inductive Transducer
Fuel Pressure Resistance Between Resistance between

Value Transmitter Pins Transmitter Pins
MPa (psi) No. 2 and 1 No. 2 and 3 (Ohm)
0 (0) 110,0 150,0

0,2 (29) 115,8 144,2
0,4 (58) 121,0 139,0
0,6 (87) 125,6 134,4
0,8 (116) 130,0 130,0
1,0 (145) 134,4 125,6
1,2 (174) 138,8 121,2
1,4 (203) 143,8 116,2
1,6 (232) 150,0 110,0
LUN 1558-8 Oil Pressure Transmitter

The oil pressure transmitter shall be located in the engine nacelle and provides for oil
pressure sensing in the engine. It operates as a part of a set with the LUN 1538.01-8 three
pointer indicator which is located on the panel in the cockpit. Oil pressure is sensed by this
transmitter in the space of the flow adapter on the oil supply pipe at the pressure switch
intake of the accessory gearbox's rear wall (Installation Drawing, Sheet 1, Sector F5).
Pressure is fed to the transmitter by a hose which is an airframe installation part.
The oil pressure transmitter operates on the same principle as the LUN 1559-8 fuel pressure
transmitter.
The measuring range is from 0 to 0.4 MPa (58 psi), the operational range is from 0.06 to 0.34
MPa (8.7 to 49.3 psi).
The operational alternating feeding voltage is within the range of 32.5 to 38 V, 400 Hz ± 2 %;
distortion is up to 20 %.
The maximum feeding current is 80 mA at operational voltage.
Each branch resistance between the transmitter and the indicator must not exceed 0.6 ohm.
Section 7
Page. 7-6
Jul.1.2008
INSTALLATION MANUAL
Equivalent Resistances of the Pressure Transmitter

Including the Inductive Transducer
Oil Pressure Resistance Between Resistance Between

Transmitter Pins No. 2 Transmitter Pins No. 2
and 1 (Ohms) and 3 (Ohms)
MPa (psi)
0 (0) 110,0 150,0

0,04 (5,8) 114,7 145,3
0,06 (8,7) 117,0 143,0
0,10 (14,5) 121,1 138,9
0,16 (23,2) 123,6 133,4
0,20 (29) 130,0 130,0
0,26 (37,7) 135,2 124,8
0,30 (43,5) 138,9 121,1
0,34 (49,3) 142,8 117,2
0,36 (52,2) 145,0 115,0
0,40 (58) 150,0 110,0
Function of Instruments During Engine Starting

By depressing the „START“ push-button for a short time, the LUN 2601.01-8 time relay is
switched for the period of 20 sec and provides for:
 the power switch of the LUN 2132.02-8 starter/generator is switched on;
 the current is fed to the ignition system;
 the current is fed to the LUN 3191-8 interrupter, which provides for pulse operation of the
fuel inlet valve and so regular periodic breaks of two to three sec. in the fuel supply to the
torch igniters are ensured.
By depressing the „MOTORING RUN“ push-button for a short time, the LUN 2601.01-8 time
relay is put in operation, this relay provides for switching on of the LUN 2132.02-8
starter/generator power switch only.
Engine starting is further influenced by the starting fuel control unit, which provides for
continuos growth of the fuel suuply in the combustion chamber in accordance with the
compressor delivery pressure.
Section 7.
Page. 7-7
Jul.1.2008
INSTALLATION MANUAL
An integrated electronic limiter unit IELU - LUN 5260.04 (which is described separately) is
used as fuel supply limiter at interturbine overtemperature during engine starting. Course of
starting is fully automated and the pilot′s activity during engine starting is reduced to
depressing the push-button „START“ only.
The switch for spark plug check provides for separate check of individual ignition units. If the
switch is in one of the extreme positions, the voltage is fed to the respective ignition unit. No
voltage is fed (conducted) to the ignition units when the switch is in the middle position. Block
diagram is in the Fig. 7-5.
Section 7
Page 7-8
Jul.1.2008
INSTALLATION MANUAL
LIMITER SYSTEM - DESCRIPTION

1. General
The limiter system is be fitted with LUN 5260.04 Integrated Electronic Limiter Unit (IELU).
The LUN 5260.04 system operates as a two-level limiter of
- gas generator speed
- torque
- interturbine temperature
- propeller speed
The mentioned parameters are limited above the level of permanently permitted values but in
the way still preventing engine deterioration.
The limitation of parameters is a matter of importance for the multi-engined aircraft. There is
a possibility of coupling with propeller automatic feathering. In case of emergency with one
engine out it is necessary to cut-off the limiter of the operating engine and select the
maximum contingency rating. The operation of the engine at this power rating is permitted for
2.5 minutes - at parametres corresponding to gas generator speed of 102 %.
The manufacturer provides on request the set of necessary data for the whole limitation
system design.
The limiter system provides for:
A. Signalling of monitored parameter limit value exceeding.
The following parameters are monitored:
gas generator speed nG
propeller speed nV
interturbine temperature ITT
torque Mk (TQ)
ITT rate of growth at engine start dITT/dt
The limiter provides for visual signalling if the control current exceeds value of 3 mA which
corresponds to exceeding monitored parameter over the adjusted value of nG, nV and ITT by
app. 0.15 %.
Section 7
Page. 7-9
Jul.1.2008
INSTALLATION MANUAL
B. Protection of the engine against overloading.

Limiter system decreases engine fuel delivery when limit values of the monitored parametres
have been exceeded.
In addition to signals which identify specific engine operation (e.g. engine starting, engine
operation in BETA range (reverse)) or inform about undercarriage retracting, ambient
temperature and flight altitude signals from the following transmitters are transmitted to the
limiter:
- gas generator speed transmitter nG
- propeller speed transmitter nV
- interturbine temperature transmitter ITT
and from the torque limiter pressure switch Mk (TQ)
The limiter evaluates signals of the nG, nV and the ITT and compares them with the values
adjusted in the limiter. In case of higher value of the input signal than that adjusted in the
limiter, the limiter emits control current. Its value depends on exceeding magnitude and
number of exceeded signals. Control current provides for required function of the limiter
system.
The limiter evaluates also (in addition to the true speed) corrected gas generator speed.
Necessary information on the ambient temperature for calculation of corrected speed is
provided by the P-5(7) ambient temperature transmitter. Signal from pressure switch of
torque limiter which results from exceeding adjusted torque value in the switch, initiates
transmitting max value of control current from the limiter.
The limiter evaluates also the ITT rate of growth dITT/dt at starting and in case of higher rate
than that adjusted in the limiter, the limiter transmits max. control current.
Section 7.
Page. 7-10
Jul.1.2008
INSTALLATION MANUAL
2. Description
Limiter system fitted with the LUN 5260.04 integrated electronic limiter unit consists of the
below listed equipment and parts. For block diagram of the limiter system see Fig. 7-6. GE
AVIATION CZECH s.r.o. delivers wiring diagram of the system upon request.
A. LUN 1333.12-8 integrated speed transmitter (gas generator speed)

B. LUN 1333.12-8 integrated speed transmitter (propeller speed)
C. LUN 1377-8 interturbine temperature transmitter
D. LUN 1476-8 torque limiter pressure switch
E. A-037 Radioaltimeter
F. Aircraft undercarriage switch
G. LUN 5223 Generator speed derivative element
H. LUN 5260.04 integrated electronic limiter unit (IELU)
I. Electrohydraulic Transducer on the Fuel Control Unit
J. LUN 3280-8 Pressure switch for propeller automatic feathering
K. LUN 7816-8 Propeller speed governor
L. P-5(7) Ambient Temperature Transmitter
M. Signallers, interconnecting lines, controls
N. LUN 2601.01-8 time relay of the starting panel
Section 7
Page. 7-11
Jul.1.2008
INSTALLATION MANUAL
Description of the individual system components

A., B. LUN 1333.12-8 Integrated Speed Transmitter
Description and function are presented separately, refer to Page 7-2.
C. LUN 1377-8 ITT Transmitter

Description and function are presented separately, refer to Page 7-2.
D. LUN 1476-8 Torque Limiter Pressure Switch

The switch closes at adjusted level of torquemeter oil pressure, which is proportional
to torque. Adjustment is carried out on the test rig by means of a control element
which is situated on the switch under cover. A damper which absorbs oil pressure
oscillations inside the switch is located in the inlet flow adapter of the switch.
The switch is attached to a bracket on the engine below mount ring in 1 o´clock
position.
E. A-037 Radioaltimeter
Only that signal is used from the radioaltimeter which is obtained as a sum of a signal
proportional to the altitude above ground and a signal of the radioaltimeter pilot lamp.
The signal is derived so that the signal for the radioaltimeter indicator will be not
affected and the permitted loading of the radioaltimeter as shown in its technical
specifications will be not exceeded.
F. Aircraft undercarriage switch

This is a limit switch which provides for grounding the pin (17) on LUN 5260.04 if the
undercarriage is retracted. It is mounted on the aircraft. Its wiring is shown in the
diagram B 071175 in the documentation of L410UVP-E airplane.
Section 7.
Page. 7-12
Jul.1.2008
INSTALLATION MANUAL
G. The LUN 5223 generator speed derivative element

The LUN 5223 derivative element is an electronic fully transistorised device. It serves for
stabilization of engine running (for reduction of generator speed fluctuations) in the case
of engine power limitation by torque limiter or in the case of torque maintaining at 65 to 75
% with the first limiting level on.
The derivative element consists of the converter of frequency derived from the generator
speed to voltage which is applied to the derivative circuit input.
The derivative circuit processes the voltage change so that, starting with a certain rate of
voltage drop, voltage on the derivative block output will drop from 10 V to 0 V (supply
voltage for LUN 1476-8).
The derivative block includes also a time circuit consisting of a mono-stable circuit which
cancels the function of the derivative circuit if more than 6 1 seconds passed following
the occurrence of control current in the system of limiters (system intervention or failure
state).
The derivative block includes a light-emitting diode which serves for checking proper
functioning at periodic inspections.
The derivative block is mounted in the airframe close to LUN 5260.04.
H. LUN 5260.04 Integrated Electronic Limiter Unit (IELU)

The integrated electronic limiter unit is an electronic instrument which is inserted in the
spring mounted frame in the airframe. Location of this frame depends on aircraft type and
is presented in the aircraft documentation. Wiring except compensation line of the
thermocouples is joint to the spring mounted frame and through socket/plug connectors is
connected to the limiter after its insertion to the frame. Compensation line of the
thermocouples is connected by means of eyes to the limiter.
Section 7
Page. 7-13
Jul.1.2008
INSTALLATION MANUAL
LUN 5260.04 is an electronic fully transistorised device. It processes signals from

individual transmitters of parameters subjected to limitation (gas generator speed,
propeller speed, inter-turbine temperature ITT, torque). At starting and at activating
the push-button „CHECK“, ITT temperature limit is reduced and additionally the
limited parameter dITT/dt is to be respected. When any of the preset values of these
parameters is exceeded, the unit transmits an electric signal to the actuator of the
system of limiters on the FCU which provides for the reduction of the supply of fuel
to the engine, and thus for the reduction of the parameter subjected to limitation.
The limited value of generator speed depends on the ambient temperature; at
temperatures below 0 oC, generator speed is limited according to the formula: nGred =
(corrected speed) = const. Depending on the radioaltimeter signal, on the position of
the undercarriage switch, on the position of the switch on LUN 7816-8, on the state
of switch LUN 3280-8 and push-button „CHECK“, engine rating can be limited by the
IELU as follows:
1. at the first limiting level, to a rating corresponding to the torque of 65 to 75 %,
2. at the second limiting level, to a rating corresponding to the supply of fuel for
generator speed of approximately 60 %.
The device has no actuating elements. It enables successive checking of regulation
channels of the generator speed limiter, propeller speed limiter and torque limiter by
means of a switch and push-button „TEST“ located on the front panel of the IELU.
The channel of the ITT limiter can be checked by depressing push-button „CHECK“.
The checking of individual channels is performed without removing the device from
the aircraft, with the engine running. The device provides for optical signalling of:
a) switching-on the device,
b) switching-on the first limiting level,
c) intervention of any limiter.
Section 7
Page. 7-14
Jul.1.2008
INSTALLATION MANUAL
Limiting level II is switched on automatically:

a) the altitude of flight is in range from H = 700 m SOL to 3,700 m ISA with the
undercarriage retracted
- signal is provided by the switch on the aircraft undercarriage and A-037 altimeter;
b) in the BETA control range and at reverse
- signal is passed through the switch on the LUN 7816-8 propeller speed governor;
c) the engine is starting; ITT (subject to limitation) is limited to a lower value and further
parameter dITT/dt subjected to limitation is being switched on. The function of other
limiters remains unchanged. Lower limit for ITT and dITT/dt are engaged only during
the operation of the starting panel and if the corresponding pair of contacts in the
LUN 3280-8 switch is closed;
d) with depressed „CHECK“ push-button when ITT subjected to limitation is switched to
a lower value and another parameter dITT/dt subjected to limitation is switched on.
There is no change in the function of the other limiters.
I. Electrohydraulic Transducer on the Fuel Control Unit

The electrohydraulic transducer modifies the pressure in the servosystem of the main
metering needle in accordance to the control current from the limiter system. Pressure
change in the servosystem results in position change of the main metering needle and thus
change in fuel supply. The transducer is neither adjusted in operation nor separately
checked. Check is carried out within limiter system check.
Section 7
Page 7-15
Jul.1.2008
INSTALLATION MANUAL
J. LUN 3280-8 Pressure Switch for Propeller Automatic Feathering

The pressure switch for automatic propeller feathering is located on a bracket in the
space of engine intake in the same plane as the torque indication set transmitter and
torque limiter pressure switch.
The pressure switch has two levels of contact closing. At the higher pressure level it
closes the circuits for automatic trimming of airplane rolling in the electric installation
of the airplane and blocks the function of automatic feathering of the second engine.
At the lower pressure level it closes circuit of automatic feathering, by an
independent pair of contacts switches the limiter over to the lower level of ITT limit
when starting-up the engine and simultaneously switches on a circuit limiting the
rate of temperature growth.
K. LUN 7816-8 Propeller Speed Governor

Signal is derived from B 613-3A mechanical microswitch which is mounted under
the governor shield. The switch, depending on the position of the propeller feedback
ring closes, at the moment when the propeller blade angle starts to be set to value
below the minimum flight angle to small positive angles. The closing of the switch
activates the system of limiters and engages the second limiting level. This is
optically signalled on the panel in the cockpit by lamp „BETA“. The propeller speed
governor is mounted on the engine.
Section 7.
Page 7-16
Jul.1.2008
INSTALLATION MANUAL
L. P-5(7) Ambient Temperature Transmitter

Ambient temperature transmitter is based on the principle of thermal variation of the
electric resistance. Transmitter is installed under engine cowling.
The transmitter can be replaced by another approved resistance transmitter with the
following properties:
Ambient Air Temperature Transmitter Resistance

[°C] []
-60 70,9
-50 73,7
-40 76,7
-30 79,8
-20 83,0
-10 86,4
0 90,1
+10 93,6
> +10 >93,6
The transmitter must be situated in the engine nacelle so to sense true ambient air
temperature.
The transmitter is not adjusted in operation.
NOTE: An independent transmitter shall be installed for each engine (multiengine
airplane).
Section 7
Page 7-17
Jul.1.2008
INSTALLATION MANUAL
M. Signallers, interconnecting lines, controls

These items are included in the airframe installation of the limiter system. Wiring
diagram should be included in the airframe documentation.
The following signallers should be situated within pilot's viewing angle:
1. „PARAMETER EXCEEDING“ signaller indicates exceeding of some
monitored parameter.
2. „ELECTROHYDRAULIC TRANSDUCER“ („EHT“, „ALERT IELU“, or „IELU
OPERATIVE“) signaller indicates that system reduces fuel supply when
some monitored parameter exceeds limit.
3. „BETA“ signaller indicates that propeller blades are adjusted below min.
flight angle.
N. LUN 2601.01-8 Time Relay of the Starting Panel
The time relay is a part of the starting panel. The relay provides the limiter system
with necessary signals for 20 sec, it informs about starting.
The relay is installed in the airframe.
Section 7
Page. 7-18
1.7.2008
INSTALLATION MANUAL
CONNECTOR WIRING
Fig. 7-1
Section 7
Page 7-19
Jun.15.2013
INSTALLATION MANUAL
CONNECTOR WIRING
Fig. 7-2
Section 7
Page 7-20
Jun.15.2013
INSTALLATION MANUAL
CONNECTOR WIRING
Fig. 7-3
Section 7
Page 7-21
Jul.1.2008
INSTALLATION MANUAL
WIRING DIAGRAM – ITT MEASUREMENT

Fig. 7-4
Section 7
Page 7-22
Jul.1.2008
INSTALLATION MANUAL
BLOCK DIAGRAM – STARTING SYSTEM

Fig. 7-5
Section 7
Page 7-23
Jul.1.2008
INSTALLATION MANUAL
BLOCK DIAGRAM OF THE SYSTEM OF LIMITERS

Fig. 7-6
Section 7
Page 7-24
Jun.15.2013
INSTALLATION MANUAL
SECTION 8
LUBRICATION SYSTEM
The engine is equipped with an independent pressure and scavenge circulation oil system
including a single oil tank inside the engine.
The lubrication system provides for lubrication and cooling of all bearings and gears in the
engine.
By means of additional equipment the pressure oil is also used for torque measurement in
the reduction gearbox and for propeller speed control.
The following appliances are connected to the engine in the aircraft:

- Oil cooler
- Oil/fuel heat exchanger (optional)
- Electric feathering pump (optional)
Due to great demands it is necessary to use only the specified grades of oil. Usage of such
oils was approved and it is necessary to adhere to the conditions stated in the „Operation
Manual“.
The oil tank is an integral part of the accessory gearbox case in the engine's rear part. There
are 7 litres of oil (1.85 US gallons) in the oil tank but in order to fill the whole oil system
including the cooler and the oil/fuel heat exchanger it is necessary to fill a further oil quantity
of about 4 litres (1 US gallon), which is necessary to refill following the first engine motoring
run.
Circulation of oil inside of the engine is effected by a single pressure pump and three
scavenge pumps located in the accessory gearbox. In addition to it there is a dual pump in
the reduction gearbox; one stage of this provides for oil repumping from the power turbine to
the sump in the reduction gearbox at greater pitch angles of the aircraft; the second one is a
pressure stage which provides for torque equalisation on the reduction gearbox
countershafts and, at the same time for torque measurement.
Oil is filtered by the main oil filter (see Installation Drawing, Sheet 5, View R3) with an eye
size metal filter cloth of 31.5 µm (1.24 . 10-6 in).
Section 8
Page 8-1
July 1, 2008
INSTALLATION MANUAL
Protection strainers are arranged at the scavenge pump's intake. The strainers can be
checked from the outside of the engine. One strainer is arranged on the reduction gearbox
(see Installation Drawing, Sheet 2, Sector CD - 3) and two strainers are situated on the
accessory gearbox case. In the oil branch from the generator turbine the strainer is located
on the lower part on the accessory gearbox periphery (see Installation Drawing, Sheet 3,
Sector C6).
In the oil branch from the gears of the accessory gearbox the strainer is located on the lower
part of the accessory gearbox's front wall. This strainer is accessible after the chip signaller's
removal (see Installation Drawing, Sheet 3, Sector D5).
The protecting strainer of the oil enter to the reduction gearbox and the propeller turbine is
accessible from the front side of the reduction gearbox (see Installation Drawing, Sheet 3,
Sector D11).
Filling and checking of oil charge should be enabled by sufficiently large ports in the engine
cowling without the necessity of further parts removal.
The oil filter, local protecting strainers, and chip signallers must be accessible when carrying-
out the specified engine maintenance procedures.
For oil cooling the lubrication system is fitted with an oil cooler. The cooler is attached to flow
adapter installed in the lower part of the accessory gearbox (shown in the Installation
Drawing, Sheet 3, Rear View, Sector CD-5) by means of hoses of minimum inner dia. 16 mm
(0.62 in).
Leading particulars of the cooler:

- Minimum cooling performance
at flow rate of 30 kg/min (66.15 lb/min)
at oil inlet temperature of 110 oC (230 oF) 9,600 W (546 Btu/min)
- Operation pressure max. 0.25 MPa (36psi)
- Pressure peak at cold engine starting max. 0.4 MPa (58 psi)
- Hydraulic drag of the cooler
at flow rate of 30 kg/min (66.15 lb/min)
and oil temperature of 90 oC (194 oF) 0.05 ± 0,02 MPa
(7.2 ± 2.8 psi)
- Oil inlet temperature max. 130 °C (266 °F)
- Thermostatic valve ensuring the oil outlet temperature control within the range of
60o to 70o C (140o to 158o F) must be arranged in the cooler; maximum temperature
is 85 oC (185 oF).
- As a part of the cooler a relief valve must be installed which provides for by-pass
opening at the pressure of 0.35 MPa (51 psi) within the whole range of the
operation temperatures.
Section 8
Page 8-2
July 1, 2008
INSTALLATION MANUAL
The oil tank filler neck is situated in the common compartment together with the oil dipstick
and with the oil filter cap on the upper part of the accessory gearbox case.
In order to ensure correct operation of the lubrication system the engine is equipped with the
following instruments:
- LUN 1358-8 oil temperature resistance transmitter
- LUN 1558-8 oil pressure transmitter
- 1.25 K LUN 1469.32-8 min. oil pressure switch
- LUN 1581-8 signaller of the min. oil quantity in the tank
For check of steel parts condition, which can be subjected to the lubrication oil influence, two
chip signallers are installed in the engine; one of them is situated in the rear part of the
accessory gearbox and the second one is in the oil sump in the reduction gearbox's lower
part. The location of these signallers is shown in the Installation Drawing, Sheet 3, Sector
D5, and in Sheet 2, Sector C4. A magnetic drainage plug is situated on the bottom of the oil
tank.
The wiring diagram of electric signallers and transmitters with indicators is shown in
Section 7 of this „Installation Manual“.
On special order the following instruments can be delivered:

- LUN 7840-8 electric feathering pump
The following appliances are parts of the L410UVP-E airplane installation:

- Fuel/oil heat exchanger
- oil cooler
These instruments are not included in the engine, but in the airframe installation.
CAUTION: IF THE OIL COOLER IS NOT ARRANGED IN THE LUBRICATION SYSTEM

AND THE FLOW ADAPTERS, WHICH CONNECT THE COOLER TO THE
ACCESSORY GEARBOX (SEE INSTALLATION DRAWING, SHEET 3), ARE
CLOSED BY A PLUG, IT IS FORBIDDEN TURN THE GAS GENERATOR
ROTOR BECAUSE THE OIL PUMPS AND THEIR DRIVES CAN BE
DAMAGED.
Section 8
Page 8-3
July 1, 2008
INSTALLATION MANUAL
Section 8
Page 8-4
July 1, 2008
INSTALLATION MANUAL
SECTION 9
COOLING REQUIREMENTS
The engine nacelle shall be designed so that the surface of the engine and of its accessories
will be cooled sufficiently. The engine and its parts can be cooled by both external and
internal flow of cooling air.
The conditions inside the nacelle required for external cooling of the engine surface shall be
such as to prevent the engine and accessories' surface temperature distribution from
exceeding maximum permitted values at all power ratings in both flight and ground operation
and at the following engine shutdown. Therefore the nacelle is provided with openings for the
necessary cooling air flow, especially between the engine's rear bulkhead and the firewall of
the airplane.
The efficiency of the cooling system and the inner nacelle layouts effect on the engine
surface temperature distribution shall be checked to ascertain that maximum acceptable
temperatures are not exceeded at specified points at all power ratings in both flight and
ground operation and at any moment following engine shutdown.
The specified points are located:
- Air temperature above hooking eye of reduction gearbox 25 mm (1inch)
Maximum temperature: 100 oC (212 oF).
- under fixing nut of the flange of the LUN 6590.51-8 fuel control unit intake flow
adapter (designated „A“). See the Installation Drawing, Sheet 3, Sector D4.
- on the LUN 6290.04-8 fuel pump intake flow adapter. Point „A“ in its cylindrical part.
See the Installation Drawing, Sheet 3, Sector D5.
- under the nut of the ignition unit fixing bolt. See the Installation Drawing, Sheet 1,
Sector C5.
Maximum temperature: 60 oC (158 oF) for ignition set LUN 2201
- Air temperature above hooking eye of the accessory gearbox in distance 25mm
(1inch)
Section 9
Page 9-1
Jun.15.2013
INSTALLATION MANUAL
Unlike the external cooling system, this system employs an internal flow of cooling air. This
concerns the LUN 2132.03-8 or APC 250 SG 125Q starter/generator and the LUN 2102.01
alternator. It is therefore necessary for the nacelle outer surface to have air intakes (scoops)
utilising the ram effect to supply air to these devices. The air intakes, as well as the shape
and length of air feeding hoses have to be so designed to ensure air supply with minimum
pressure losses.
The shape and dimensions of the cooling air intake are shown on the Installation Drawing,
Sheet 7.
Cooling of the LUN 2132.02-8 Starter/Generator
- permanent nominal load of 200 A; ram air overpressure of min. 1.2 kPa (0.17
psi) at intake vs pressure in the nacelle; operation at decreased overpressure is
limited to a period of 15 minutes. Overpressure must not be lower than 0.7 kPa
(0.1 psi).
- reduced load of 100 A; operation at no ram effect is only possible for a period of
up to 30 minutes. Cooling of the APC 250 SG 125Q Starter/Generator
- permanent nominal load of 250 A; ram air overpressure of min. 1.5 kPa (0.21 psi) at intake
vs pressure in the nacelle.
Cooling of the LUN 2102.01 Alternator
- permanent nominal load of 3/3.7 kW, ram air overpressure of min. 1.2 kPa (0.17
psi) at intake vs pressure in the nacelle;
- operation at an overpressure reduced to 1 kPa (0.14 psi) and 0.7 kPa (0.10 psi)
is limited to a period of up to 10 and 3 minutes respectively.
Section 9
Page 9-2
Jul.1.2008
INSTALLATION MANUAL
SECTION 10
EXHAUST SYSTEM
The exhaust system directs gas from the power turbine into ambient atmosphere.
It consists of an outlet duct, an outlet casing, two inserts, and two exhaust nozzles. The
outlet duct and inserts are located in the outlet casing and are parts of the engine layout. The
exhaust nozzles and inserts are fastened by bolts to twin opposed exhaust flanges on the
outlet casing.
The exhaust nozzle flange is shown, incl. all assembling dimensions on Installation Drawing,
Sheet 6, View Z3. The exhaust nozzles turn the stream from radial into a roughly axial,
slightly downward direction.
The shape of the nozzle liner is such as to guide the stream to flow in the required direction.
The stream of the exhaust gas produces an additional thrust.
CAUTION: THE L.H. AND R.H. EXHAUST NOZZLES DIFFER FROM EACH OTHER AND
ARE NOT INTERCHANGEABLE.
The nozzles pass through openings in the engine nacelle. On the cold engine a clearance of
20 mm (0.8 in) must be maintained along the whole periphery between the engine nacelle
and the exhaust nozzle.
Exhaust nozzles Nos. M601-418.7 (L.H.) and M601-419.7 (R.H.) are included in the engine
standard equipment.
Exhaust nozzles differing in shape and design from those described above can also be
installed if required, but these must be tested and approved by the engine manufacturer.
CAUTION: 1. WHEN ASSEMBLING OR DISASSEMBLING THE EXHAUST NOZZLES, IT

IS NECESSARY FOR THE INSERT TO BE LOCATED IN THE OUTLET
CASING IN ORDER TO AVOID SIMULTANEOUS REMOVAL OF THE
BOTH NOZZLES AND HENCE TO PREVENT THE INNER PART OF THE
EXHAUST SYSTEM FROM LOOSENING.
2. THE DIFFERENT SHAPE OF THE R.H. AND L.H. EXHAUST NOZZLES

LEADS TO THE NECESSITY OF ASSEMBLING THEM SO THAT THEIR
RECESS R 10 (R 0.4 in) ON THE MOUNTING FLANGE WILL BE ALWAYS
DIRECTED UPWARDS.
PRESCRIBED SELFLOCKING WASHERS MUST BE USED IN

ASSEMBLING.
Section 10
Page 10-1
July 1, 2008
INSTALLATION MANUAL
Section 10
Page 10-2
July 1, 2008
INSTALLATION MANUAL
SECTION 11
AIRBLEED SYSTEM
The air bleed for airframe purposes is used for cabin conditioning/pressuring and de-icing the
lips of the engine nacelle air inlet and ducts providing internal cooling of both the
starter/generator and electric alternator.
No further of the engine proper need to be de-iced by air supplied from the compressor.
The air supplied to the airframe is bled from the centrifugal compressor outlet via a thermally
insulated manifold terminated on the engine's rear bulkhead by a flange and a airbleed pipe
union shown on Installation Drawing, Sheet 3, Sector E3.
Air pressure and air flow rate which can be bled from the compressor are shown on Diagram
3-3.
As follows from the diagram the flow rate of bled air for makes up 62 g/s (0.136 lb/s) at
altitude of 4,200 m (13,780 ft), TAS of 400 km/hr (216 kt) and tH ≤ -10 oC (14 oF). This flow
rate may not be used at take-off. In this case 25 g/s (0.055 lb/s) of air can be bled for de-icing
purposes only.
With airbleed on the ITT increases by the value shown on Diagram 3-4 and hence the engine
rating shall be set so that the interturbine temperature will not exceed the maximum
permitted value.
Bleed Air Purity
Harmful substances in the air bled from the engine do not exceed the following values for
- carbon monoxide: one part per 50,000 parts
- nitrogen oxide: one part per 300,000 parts.
Section 11
Page 11-1
July 1, 2008
INSTALLATION MANUAL
Section 11
Page 11-2
July 1, 2008
INSTALLATION MANUAL
SECTION 12
ENGINE ACCESSORIES
This Section contains a list of instruments and accessories which provide for correct engine
operation and its check. Non-standard equipment is also included. Speeds, torques and
overhang moments of instruments mounted on the engine are presented. Diagram of
instrument position on accessory gearbox and reduction gearbox is given in the Fig. 12-1.
Basic engine equipment:
Description Designation Pcs NOTE
Fuel control unit LUN 6590.51-8 1
Fuel pump LUN 6290.04-8 1
Starter/generator LUN 2132.02-8 1
or
APC 250SG 125Q on special order
Ignition unit LUN 2201.03-8 2
or
UNISON
90 49 765-1 1
Propeller speed governor LUN 7816-8 1
Min. oil quantity signaller LUN 1581-8 1 on special order
Min. oil pressure switch 1.25 K LUN 1469.32-8 1
Electrohydraulic actuator LUN 7880.01-8 1 on special order
Pressure switch of propeller
automatic feathering system LUN 3280-8 1 on special order
Torque limiter pressure switch LUN 1476-8 1
Integrated speed transmitter (gas generator) LUN 1333.12-8 1
Integrated speed transmitter (propeller) LUN 1333.12-8 1
Interturbine temperature transmitter LUN 1377-8 9
Torquemeter transmitter LUN 1540.02-8 1 on special order
Oil temperature transmitter LUN 1358-8 1
Engine mount M601-907.9 3
Additional Alternator Gearbox M601-55.6 1 on special order
Engine mount ring B 061 001 1* on special order
* Part of the airframe installation
Section 12
Page 12-1
Jun.15.2013
INSTALLATION MANUAL
Accessories:
Exhaust nozzles - L.H. model M601-418.7 1 on special order
- R.H. model M601-419.7 1 on special order
Instruments installed in the airframe (enclosed in the container):

Torquemeter indicator LUN 1539.02-8 1 on special order
Oil pressure transmitter LUN 1558-8 1 on special order
Fuel pressure transmitter LUN 1559-8 1 on special order
NOTE:
The engine have not to be fitted with the following equipment (on special order):
a) LUN 3280-8 autofeathering pressure switch, if the airplane is not fitted with an
autofeathering system.
b) LUN 7880.01-8 electrohydraulic actuator, if airplane is fitted with neither
autofeathering nor manual feathering system.
Section 12
Page 12-2
Jul.1.2008
INSTALLATION MANUAL
Instruments installed in the airframe, which provide for operation and check of the engine.
Nonstandard equipment, which is not included in the standard equipment (these instruments
remain a part of the aiframe):
Integrated electronic limiter unit (IELU) LUN 5260.04 1 *
or
Engine Limiting Unit LUN 5224 1 *
Fuel filter LUN 7691.01-8 1 *
Speed indicator (Gas generator) LUN 1347.03-8 1 on special order
Speed indicator (Propeller) LUN 1348.03-8 1 on special order
Interturbine temperature indicator LUN 1370.02-8 1 on special order
Three pointer indicator of LUN 1538.01-8 1 on special order
- oil temperature
- oil pressure
- fuel pressure (at fuel nozzle inlet)
Feathering pump LUN 7840-8 1 on special order
Pressure switch 0.7 S LUN 1492.04-8 1 on special order
Propeller time relay LUN 2601-8 1 on special order
Starting system time relay LUN 2601.01-8 1
Starting system interrupter LUN 3191.91-8 1
Alternator LUN 2102.01 1 on special order
* The following instruments shall be always ordered for „first“ new engine installation in the
airframe: LUN 5260.04 IELU and LUN 7691.01-8 fuel filter. These instruments remain part
of the airframe installation and they are not removed during engine changes.
Section 12
Page 12-3
Jul.1.2008
INSTALLATION MANUAL
Cockpit signallers
Indication Description
1. Min. oil pressure - „MIN OIL PRESSURE“
2. Chips in oil - reduction gearbox
+ accessory gearbox - „CHIPS“
3. Min. fuel pressure - „MIN FUEL“
4. BETA control - „BETA“
5. Electrohydraulic transducer on - „ELECTROHYDRAULIC
TRANSDUCER“
(„EHT“, „ALERT IELU“, or
„IELU OPERATIVE“)
6. Parameter exceeding - „PARAMETER EXCEEDING
7. Emergency circuit switched on - „ISOL. VALVE“
The following signallers are used in the case of autofeathering and manual feathering system
application:
8. Switching on of microswitch on the ECL
when autofeathering system is on - „AUTOFEATHER“
9. Switching on of feathering pump - „FEATHER PUMP“
Optional (fuel filter):

10. Fuel filter by-pass (open) - „FUEL BYPASS OPEN“
Optional (oil tank):

11. Min. oil quantity - „MIN OIL“
Optional changes of transmitters, indicators and signallers must be discussed and approved
by the engine manufacturer.
Section 12
Page 12-4
Jul.1.2008
INSTALLATION MANUAL
Non standard equipment:

The engine can be fitted by the following instruments in addition to the standard ones:
De-icing system of the Propeller.
This device through pilot's intervention provides for de-icing of the propeller blades in
icing conditions.
A.C. supplied by the alternator is utilized for propeller blade deicing.
Brush bracket is a part of the systemit transfers voltage from the stator part to the
propeller rotor.
The following instruments are used for deicing of the double acting VJ8.510 Propeller:
Propeller fitted with de-ice boots fed by voltage of 115/200 V AC:
LUN 7850-7 brush block assembly is situated on the reduction gearbox.
LUN 2102.01 alternator of power 3 to 3.7 kVA, U = 115/200 V, n = 6,300 to
10,150 r.p.m. The alternator is situated on the accessory
gearbox and is driven via an additional gearbox, which is
installed together with the generator. Integral part with
the alternator is its ØJG 3/3.7 kVA regulator, which is
installed in the airframe. Cyclic switch for propeller blade
heating is also installed in the airframe. The alternator
can be utilised for cockpit windscreen deicing and further
airframe needs.
Section 12
Page 12-5
Jul.1.2008
INSTALLATION MANUAL
Instruments mounted on the accessory gearbox

100 % nG = 36,660 r.p.m.
Item instrument Sense of Speed Max. Overhang

drive ratio Torque moment
rotation
Nm (lb.in) Nm (lb.in)
1 Starter Generator Starter 11.2 (100) 21
D.C. CW 0.2898 9.2 (82) (186)
Generator
2 Spare drive CCW 0.1974 5.8 (51) 40
(Hydraulic pump drive) (353)
3 Fuel Pump CW 0.1196 4.5 (40) This
instrument
must be
used
4 Fuel Control Unit CCW 0.1223 1.1 (10) This
instrument
must be
used
5 Integrated Gas Generator Speed CW 0.1145 0.5 (4,5) 4
Transmitter (35.4)
6a Manual turning by CCW 0.1145 11.5 (102) 0
6b Alternator CCW 0.2763 5 (44) 40
Manual Turning By) (353)
Instruments mounted on the reduction gearbox

nV = 2,080 r.p.m.
7 Propeller Speed Governor 7

CCW 2.0285 5.7 (50)
LUN 7816-8 (62)
8 Integrated Propeller Speed 4
CCW 2.0285 0.5 (4.5)
Transmitter LUN 1333.12-8 (35.4)
Section 12
Page 12-6
Jul.1.2008
INSTALLATION MANUAL
Facing the Reduction Gearbox
Facing the Accessory Gearbox
For figure description refer to Page 12-6.

ENGINE MOUNTED ACCESSORIES
Fig. 12-1
Section 12
Page 12-7
Jul.1.2008
INSTALLATION MANUAL
Required overall accuracies of measurement and ranges for instruments procured
organization performing the engine installation into airframe.
Range Accuracy
Gas Generator Speed (nG) 0 ÷ 110 % 0 ÷ 60 % ± 1,5 %
60 ÷ 110 % ± 0,5 %
Propeller Speed (nV) 0 ÷ 2500 1/min 0 ÷ 1500 1/min ± 1,5 %
1500 ÷ 2500 1/min ± 0,5 %
Interturbine Temperature (ITT 0 ÷ 900 °C 600 ÷ 680 °C ± 15 °C
680 ÷ 725 °C ± 10 °C
725 ÷ 900 °C ± 15 °C
Oil Pressure (pOIL) 0 ÷ 0,4 MPa 0,1 ÷ 0,3 MPa ± 0,017 MPa
otherwise ± 0,024 MPa
Oil Temperature (tOIL) -30 ÷ 150 °C 0 ÷ 90 °C ± 4 °C
90 ÷ 120 °C ± 7 °C
Torque (TQ) 0 ÷ 120% 80 ÷ 109 % ±2%
otherwise ± 3,5 %
Část 12.
Str. 12-8
1.7.2008
INSTALLATION MANUAL
SECTION 13
COOLANT INJECTION
The engine can be fitted for coolant injection at higher atmospheric temperatures as
described in the „Operation Manual“. The coolant is injected through nozzles installed on the
spray ring surrounding the compressor inlet protecting screen. The spray ring is connected to
the coolant tank and the pump via the coolant injection flow adapter on the rear bulkhead;
see Installation Drawing, Sheet 2, Sector F10. The spray ring is used also for compressor
recovery washing.
Three stages of coolant injection can be distinguished in response to ambient conditions as

shown in the „Operation Manual“.
Pressures required for the various stages at the spray ring inlet must attain the following
values:
Stage of coolant injection Coolant flow Inlet spray ring pressure

l/min (US gal/min) MPa (psi)
I. 1.65 (0.437) 0.075 (10.6)
II. 3.3 (0.873) 0.26 (37.0)
III. 5.0 (1.323) 0.46 (65.0)
The coolant is injected for a period of max. 5 minutes.
The coolant supply adapter on the rear bulkhead can also held a device for washing the
compressor as described in the „Maintenance Manual“, Section 72.03.00, Page 701.
Coolant injection is put in operation by means of cockpit push button. Series connection of
terminals No 11 and 12 on the V8 connector (see Fig. 7-1) into push button circuit is required
to avoid engine shut down when gas generator rotational speed is decreased without
preceding coolant injection switching off.
Section 13
Page 13-1
July 1, 2008
INSTALLATION MANUAL
Section 13
Page 13-2
July 1, 2008
INSTALLATION MANUAL
SECTION 14
PROPELLER
Five blade double acting (Avia-Propeller) propellers can be installed on the engine.
Necessary control oil pressure in the propeller hub must not exceed 2.9 MPa and max.
permitted oil pressure in the propeller hub should be greater than 2.7 MPa in the sea level
static conditions. The propeller must not exceed mass limits shown in Fig. 14-1. If mass
characterics of the propeller exceed curve (refer Fig. 14-1) GE AVIATION CZECH s.r.o. must
be consulted. Distance between propeller center of gravity and engine propeller flange must
not exceed 110 mm (4.33 in).
The engines are normally fitted for installation of VJ8.510 Propeller.
Propeller mass 83 kg 183 lb

Polar mass moment of inertia 10.1 kgm2 34,512 lb in2
Mass moment of inertia about the axis 5.95 kgm2 20,300 lb in2
perpendicular to the axis of rotation
THE PROPELLER MASS AND DYNAMIC CHARACTERISTICS OF V510 PROPELLER

Table 14-1
Max. adjustable reverse power:
Double acting five blade Avia propeller,

dia 2,300 mm (90.5 in) app. 325 kW (436 SHP)
There is a pad on the reduction gearbox which is utilized for installation of the brush block
assembly when propeller deicing is required (see Installation Drawing, Sheet 7, View T2,
Section N4-N4).
Avia-Propeller delivers brush block assembly for deiced Avia propellers which can be
installed without any modification on WALTER M601 engines; refer to Section 12,
Nonstandard equipment.
Section 14
Page 14-1
July 1, 2008
INSTALLATION MANUAL
PROPELLER FEATHERING
1) Emergency feathering
Emergency feathering is carried out by means of the propeller control lever. This
feathering system does not depend on airframe systems.
2) Manual propeller feathering (all ratings) effected by means of the push button
Propeller is feathered when voltage of 27 volts is fed to the connector of LUN 7880.01-8
electrohydraulic actuator. The system shall ensure simultaneous voltage feeding to
emergency control circuit to protect the engine.
Propeller manual feathering system of the double acting propellers includes an auxiliary
pump which provides for feathering of the stopped engine and even in the case of
engine oil loss.
3) Propeller autofeathering
Propeller autofeathering system is an airframe system applied mainly on twin engine

airplanes. The system evaluates signals from switch on the engine control lever and
from LUN 3280-8 propeller autofeathering pressure switch.
The system shall provide for proper operation (with respect to the engine) the following
functions:
a) delay of min 4 sec of the signal from the switch closing on the engine control lever.
b) Switching of the emergency circuit on simutaneously with voltage feeding to

LUN 7880.01-8 electrohydraulic actuator and feathering pump if they are included in
the feathering system of the double acting propellers.
Section 14
Page 14-2
July 1, 2008
INSTALLATION MANUAL
25
Propeller Mass Polar Moment of Inertia JPVRT [kgm ]
2
20
15
10
0
40 50 60 70 80 90 100
Propeller Total Mass (incl. Oil Charge) [kg]
LIMITS OF PROPELLER MASS CHARACTERICS

Fig. 14-1
Section 14
Page 14-3
July 1, 2008
INSTALLATION MANUAL
Section 14
Page 14-4
July 1, 2008
INSTALLATION MANUAL
SECTION 15
ENGINE CONTROLS
The engine operation is controlled by the following levers:

(Schematic diagram is shown in the Fig. 15-1)
− engine control lever (ECL)
− fuel shut-off valve actuating lever
− propeller control lever (PCL)
1 Engine control lever in the cockpit

2 Fuel shut-off valve actuating lever in the cockpit
3 Propeller control lever in the cockpit
4 Engine control lever on the engine
5 Fuel shut-off valve actuating lever on the engine
6 Rope conduit to the PCL on the engine Dwg. No M601-77.6 (optional)
7 Interface for the airplane installation of the PCL
(in case of installation of the rope conduit Dwg. No M601-77.6)
8 The PCL on the engine; interface for the airframe installation in case that the rope
conduit Dwg. No M601-77.6 is not installed.
ENGINE CONTROLS - SCHEMATIC DIAGRAM

Fig. 15-1
Section 15
Page 15-1
July 1, 2008
INSTALLATION MANUAL
Engine Control Lever

The engine control lever (ECL) sets the required gas generator speed (engine power)
at the forward thrust ratings and the fuel delivery (engine power) at BETA range. At
BETA range the engine power corresponds to such a reverse propeller angle that
prevents the propeller from overspeeding.
At forward thrust ratings the displacement of engine control lever is limited by a stop on
the fuel control unit. The stop corresponds to selected gas generator speed of 100 %.
At the reverse thrust ratings the displacement of the ECL is limited by a stop that
corresponds to max. reverse power.
Fuel Shut-Off Valve Actuating Lever

The fuel shut-off valve actuating lever opens and closes engine fuel delivery. With
emergency circuit on the lever sets the engine power.
Propeller control lever

Propeller control lever sets controlled propeller speed. The lever effects emergency
feathering in one extreme position.
Airframe Engine Actuating System Requirements

Necessary data concerning airframe interface of individual engine levers are presented
in the Installation Drawing, Sheet 6.
Airframe part of actuating system shall provide for:

Engine Control Lever:
a) Retractable stop on the ECL in cockpit for the idle position. The stop prevents from
undesirable displacement of the lever from forward thrust ratings to the reverse
thrust and vice versa. Retractable stop from side of forward thrust ratings specifies
the ECL position for starting and idle.
b) Min. value of actuating moment of 12 N.m (8.8506 lb.ft) on the ECL for max. reverse
power setting. This rating is set by an ECL stop.
c) Min. value of actuating moment of 1.5 N.m (1.1063 lb.ft) on the ECL on the engine
for take-off rating setting.
Airframe part of the actuating system is joined to the engine actuating system in the
Item 4 (see Fig. 15-1).
Section 15
Page 15-2
July 1, 2008
INSTALLATION MANUAL
Fuel Shut-Off Valve Actuating Lever
a) Retractable stop on the fuel shut-off valve actuating lever in the cockpit for „OPEN“
position („CLOSED“ and „MAX. SPEED“ positions - if power is controlled by the
emergency circuit - are ensured by stops on the fuel control unit).
b) Min. value of actuating moment of 3 N.m (2.2126 lb.ft) on the fuel shut-off valve
actuating lever on the engine to enable reaching of extreme positions of the lever.
Airframe part of actuating system is joined to the fuel shut-off valve actuating lever
on the engine in the Item 5 (see Fig. 15-1).
Propeller Control Lever
a) Retractable stop on the PCL in the cockpit for „MIN. CONTROLLED SPEED“
position. (Lever positions corresponding to „MAX. CONTROLLED SPEED“ and
„PROPELLER FEATHERING“ are ensured by stops on the propeller governor.)
b) Min. value of actuating moment of 2 N.m (1.4751 lb.ft) on the PCL on the engine to
enable reaching of extreme positions of the lever (if the rope conduit Dwg. No M601-
77.6 is installed the force on the rods of the airframe system is increased by app.
20 %).
Airframe part of actuating system is joined to the PCL on the engine in the interface:
7 in case of installation of the rope conduit Dwg. No M601-77.6 (see Fig. 15-1)
8 in case that the rope conduit Dwg. No M601-77.6 is not installed (see Fig. 15-1)
Section 15
Page 15-3
July 1, 2008
INSTALLATION MANUAL
Section 15
Page 15-4
July 1, 2008
INSTALLATION MANUAL
ENGINE INSTALLATION DRAWING
Sheet 1
Appendix 1
July 1, 2008
INSTALLATION MANUAL
Sheet 2
Appendix 2
July 1, 2008
INSTALLATION MANUAL
Sheet 3
Appendix 3
July 1, 2008
INSTALLATION MANUAL
SHEET 4
Appendix 4
July 1, 2008
INSTALLATION MANUAL
Sheet 5
Appendix 5
July 1, 2008
INSTALLATION MANUAL
Sheet 6
Appendix 6
July 1, 2008
INSTALLATION MANUAL
62 (61.97)*
COOLING AIR INLET
88 (88.9)
+1.5 *
(1.3 )
*
(5.6 +1.5)*
145 (142.7)*
DIMENSIONS MARKED (…)* ARE VALID FOR
STARTER-GENERATOR MODEL 250 SG 125 Q APC
USA MANUFACTURER

(294)* Sheet 7
300
Appendix 7
July 1, 2008
INSTALLATION MANUAL
Sheet 8
Appendix 8
July 1, 2008

Eim 0982502 R1 M601e E21 en

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GE AVIATION CZECH s.r.o.

REVI- BULLETIN ISSUE NUMBERS OF AFFECTED DATE OF

REVI- BULLETIN ISSUE NUMBERS OF AFFECTED DATE OF

REVIEW OF EFFECTIVE PAGES - SHEETS

Title Sheet Jul.1.2008 Section 3. 3-15 Jul.1.2008

REVIEW OF EFFECTIVE PAGES - SHEETS

Section 6. 6-1 Jul.1.2008 Section 12. 12-1 Jun 15.2013

Section 9. 9-1 Jun 15.2013

Section 10. 10-1 Jul.1.2008

Section 11. 11-1 Jul.1.2008

REVIEW OF EFFECTIVE PAGES - SHEETS

Section Description Page No.

Appendices: WALTER M601E/E-21 Engine Installation Drawing Appendix 1

This page has been intentionally left blank.

INFORMATION DISCLOSED IN THIS MANUAL, AS WELL AS THE ENCLOSED

NOTE: IF DRAWINGS/TABLES/DIAGRAMS SHOW DESIGNATION OF AN ENGINE

Type Airworthiness Approval

The engine is started by an electric starter/generator.

WALTER M601E1/E-21 ENGINE OPERATION LIMITS

ITT [°C] INTERTURBINE TEMPERATURE

740 AREA „B“

OVERTEMPERATURE LIMITS - STARTING CONDITIONS ONLY

2) Check total time of overtemperature - it must not exceed 200 min.

3) Find out the fault and rectify cause of overtemperature.

2) Check total time of overtemperature - it must not exceed 30 min.

3) Find out the fault and rectify cause of overtemperature.

ITT [°C] INTERTURBINE TEMPERATURE

RETURN THE ENGINE TO AN OVERHAUL

OVERTEMPERATURE LIMITS - ALL CONDITIONS EXCEPT STARTING

ITT [°C] INTERTURBINE TEMPERATURE

RETURN THE ENGINE TO AN OVERHAUL FACILITY FOR

770 AREA „B“

OVERTEMPERATURE LIMITS – ALL CONDITIONS EXCEPT STARTING

PROPELLER TORQUE [%]

102 AREA „A“

Propeller speed Measures

up to 2,220 No action required

2,220 to 2,300 Overspeed not longer than 20 sec:

Overspeed longer than 20 sec:

3) After engine shut-down turn-by propeller manually. Check for

PROPELLER OVERSPEED LIMITS

Flight Mach Number

ENGINE OPERATING ENVELOPE

All mentioned values were calculated under the following conditions:

- No installation losses but considering ram effect

- No power off-take from accessory gearbox

- Fuel of min. LHV = 42,915 kJ/kg (18,458 BTU/lb)

- Flight altitude corresponds with pressure altitude defined by ISA

The following nomenclature is used in this section:

JAR - Joint Aviation Requirements

Temperature Conversion Formulae: °F = 1.8 (°C + 40) - 40

Correction on Ambient Temperature Which is Different from ISA Conditions

Atmospheric temperature variation shows also an adverse effect: at constant gas

Correction on Installation Losses

a) Pressure Loss Influence:

decreases by 0.9 % and the fuel consumption by 0.6 %.

system ΔTIN with the corrected gas generator speed nG / Θ , as measured on

Correction on Airbleed at Compressor Outlet:

TIN = TC + ΔTIN [K]

V = true air speed [ km/hr ]

ΔTIN = air temperature increase in the air inlet system [K]

1 the value of ΔTIN and we can calculate TIN = TAM + ΔTIN.

V = true air speed [ kt ]