THE POWERPLANT OF THE AIRPLANE

The turbine engine has several different types: turbo-jet, and turbo-fan, turbo-propeller. They are largely used on the modern airplanes which

are widely operated in the world.

The turbo-jet engine consists of compressors, one or multiple combustors, multiple-stage turbines, and one exhaust section. The exhaust

section of some aircraft includes the exhaust duct and the exhaust nozzle.

The turbo-fan engine is the basic turbo-jet engine with a fan added. The fan can be incorporated at the front side or the rear side of engine,

letting more air flow through it to gain extra thrust for engine, so that the turbo-fan engine can also improve the fuel consumption, propulsive

efficiency and reduce the noise level by increasing air flow and decreasing exhaust nozzle velocity.

The turbo-propeller engine is the basic turbo-jet engine with a reduction gear assembly and a propeller added. The function of the

reduction gear assembly is to reduce the engine RPM transmitted to the propeller to increase the torque and prevent it from exceeding its critical

RPM.

The turbo-shaft engine uses a transmission system to reduce the RPM and change the angle to drive the main rotor and the tail rotor of the

helicopter.

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 Turbo Fan Engine 渦輪風扇發動機

Turbo Propeller Engine 渦輪螺旋槳發動機

Turbo Shaft Engine 渦輪軸發動機

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Abbreviations and Acronyms
AGB - accessory gearbox
aft - after
EEC - electronic engine control
GE - General Electric
fwd - forward
HPC - high pressure compressor
HPT - high pressure turbine
IDG - integrated drive generator
IGV - inlet guide vane
LPC - low pressure compressor
LPT - low pressure turbine
max - maximum
OGV - outlet guide vane
TO - takeoff
actr - actuator
ctrl - control
EAI - engine anti-ice
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FAV - fan air valve
hdlg - handling
HMU - hydromechanical unit
HP - high pressure
LP - low pressure
LLP- Life Limit Part
MAT - maintenance access terminal
PDOS - powered door opening system
PSU – Passenger Service Unit
PRSOV - pressure regulating and shutoff valve
svc - service
T/R - thrust reverser
T12 - temperature at station 12
EGT – Exhaust Gas Temperature
ITT – Inter-Turbine Temperature
VSV - variable stator vanes
MANUAL DE OPERACIONES AIRBUS A-330
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 POWER PLANT -- ENGINE HAZARDS
It is dangerous to do work around engines. Use the engine entry corridors to go near an engine in operation. You must stay out of the inlet and exhaust hazard areas when
the engine is in operation. The hazards around jet engines in operation include:
- Inlet suction - Exhaust
- Heat - Noise.
Engine Entry Corridors
Engine entry corridors are between the inlet hazard areas and the exhaust hazard areas. You can go near an engine in operation only when:
- Engine is at idle (forward thrust only)
- You can speak with the flight compartment.
Inlet Suction
Suction at the inlet of an engine can pull objects and persons into the engine. At idle power, the hazard area is a 15 ft (4.6 m) radius around the inlet. At breakaway power,
the hazard area is a 28.5 ft (8.7 m) radius around the inlet. At takeoff power, the hazard area is a 63 ft (19.2 m) radius around the inlet. Engine damage can result when rags,
eyeglasses, hats, or other loose objects go into the inlet cowl. You must attach or remove loose objects before you do work around the engine.
Exhaust
The engine fan and thrust reverser give high speed exhaust gases that can cause injury. The exhaust gases move forward when the thrust reverser opens.
Engine Shut Down Procedures
The GE90 engine can have high HPC vibration during start if there is a period of time after a shutdown. This is because the HPC rotor cooling is not equal, and a bow in the
rotor causes the vibration monitoring system to sense high N2 vibrations. If the vibration is too high, damage to the HPC blades can occur during start. To make the HPC
vibrations minimum during start, GEAC recommends engine cool-down procedures to decrease the level of the HPC vibrations and to give protection to the engine from
blade tip damage.
GEAC recommends these procedure changes to the normal shutdown procedure:
- Increase idle time after maintenance ground operation before shutdown - ground operation of less than 70% N1 must have 10 minutes at idle; ground operation of more than
70% N1 must have 20 minutes at idle

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 GE90-115B (Leap-1C)(GENx)(PW4058)
TO THRUST (BET) 115,300 LB
BYPASS RATIO 9:1
WEIGHT (APPROXIMATE) 18,291 LB (8314 KG)
FAN CASE DIAMETER 158.7 IN (4.03 M)
FAN DIAMETER 128.0 IN (3.52 M)
LENGTH 285.8 IN (7.26 M)

The GE90 is a high-bypass, two-shaft, turbofan engine. It has a low pressure (LP) rotor system (N1) and a high pressure (HP) rotor system (N2). The engine has station
numbers to identify locations along its axis.
Airflow
The engine has primary (core) airflow and secondary (bypass) airflow. The bypass ratio of this engine is 9:1. There is 9 times more secondary air that goes through the
engine than primary air. The primary airflow goes through the compressors, combustion section, and turbines. The combustion section also gets fuel from the fuel nozzles.
This mixture of air and fuel burns to make high pressure exhaust gas. The exhaust gas goes out of the combustion section to turn the turbines. The exhaust gas from the
primary airflow makes approximately 20 percent of the forward thrust. The secondary airflow goes around the core of the engine. The secondary airflow makes
approximately 80 percent of the forward thrust. The thrust reverser system also uses secondary airflow for reverse thrust.
Low Pressure Rotor System (N1)
The LP rotor system includes the fan and a four-stage low pressure compressor (LPC) connected to a six-stage low pressure turbine (LPT). A coupling (耦合) connects the
LPT drive shaft to the LPC.
High Pressure System (N2)
The HP rotor system is a nine-stage, high pressure compressor (HPC) connected to a two-stage, high pressure turbine (HPT). A coupling connects the HPT drive shaft to the
HPC. The HPC has variable stator vanes in the first four stagese.
Accessory Drives
There are three gearboxes on the engine:
- Inlet gearbox

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- Transfer gearbox
- Accessory gearbox.(附件)
The inlet and transfer gearboxes move energy from the N2 shaft to the accessory gearbox. The accessory gearbox holds and turns the engine accessories. The N2 shaft turns
the radial drive shaft through the inlet gearbox. The radial drive shaft turns the horizontal drive shaft through the transfer gearbox. The horizontal drive shaft turns the
accessory gearbox(AGB).
The GE90 engine has these primary engine modules and components:
- Spinner - Aft compressor case
- Fan blades - Combustion chamber
- Fan disk - HPT case
- Fan case - Turbine center frame
- Fan frame - LPT case
- Fan hub frame - Turbine rear frame
- Forward compressor case - Accessory drives.
Acoustical liners attach to the inside of the fan case to absorb the sound of the fan blades. There are eight forward and eight aft acoustical liners. The accessory drives are
below the HPC at the 6:00 position.

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 ENGINE INDICATING -- INTRODUCTION
Purpose
The engine indicating system supplies engine performance data to the AIMS for display on the primary display system. The indicating system has these subsystems:
- N1 and N2 tachometer
- Exhaust gas temperature (EGT)
- Airborne vibration monitoring (AVM).
Abbreviations and Acronyms
AIMS - airplane information management system LPT - low pressure turbine
ACMF - airplane condition monitoring function MFD - multi-function display
ACMS - airplane condition monitoring system N1 - low pressure rotor speed
AVM - airborne vibration monitoring N2 - high pressure rotor speed
CMCF - central maintenance computing function PDS - primary display system
EBS - engine balancing system P49 - HPT exit or LPT inlet pressure
EDIU - engine data interface unit PT25 - total pressure LPC exit
EEC - electronic engine control TRF - turbine rear frame
EGT - exhaust gas temperature (T49) T/R - thrust reverser
EPCS - electronic propulsion control system T49 - HPT exit or LPT inlet temperature(EGT)
HPC - high pressure compressor T5 - LPT exit temperature
HPT - high pressure turbine PS13 - fan exit static pressure
LPC - low pressure compressor QAR - quick access recorder

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 ENGINE INDICATING -- EGT - GENERAL DESCRIPTION(第一組)
The EGT indicating system measures the temperature at the LPT inlet (engine station 49). The system uses alumel-chromel thermocouples to measure EGT. There are four
sectors of two thermocouples each around the turbine center frame. In each sector each pair of thermocouples makes an average. EEC channel A receives EGT data from
sectors 1, 2, and 4. EEC channel B receives EGT data from sectors 1, 3, and 4. The EEC digital cross-link receives data from sectors 2 and 3.
T49 Probes
The T49 thermocouples give low pressure turbine inlet temperature (EGT) to the EEC. Each T49 sensor contains dual thermocouples that make an average in the sensor.
They send analog signals to the EEC. The EEC sends digital signals to the AIMS for display and monitor functions.
Indications
The EGT indication on the EICAS display shows these temperature limits and readouts:
- Actual EGT
- Redline
- Amber band
- Start limit.
The EGT start limit shows when the fuel control switch is in CUTOFF and during engine start.
It goes out of view after engine starter cutout. If EGT goes above the amber band, the display
color changes to amber. If EGT goes above the redline or the start limit, the display color changes
to red. When the EGT goes back to a value less than the limit, the display color changes to the
normal color. The box around the readout stays red until you push the CANCEL/RECALL switch
on the DSP. When you push the CANCEL/RECALL switch again, the red box shows again.
Show the engine exceedance(超限) maintenance page for data about the exceedance and the
airplane maintenance manual(AMM). The red box goes away after you erase the engine
exceedance maintenance page. You can see the temperature limits on the propulsion data limits maintenance page 1 (shown subsequently in this chapter).

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 ENGINE STARTING – INTRODUCTION
The engine starting system uses pneumatic power to turn the N2 shaft during an engine start. You also use the system to motor the engine. The engine starting system
operates on the ground and in the air. Flight compartment switches and the EEC control the system. The engine starting system uses these pneumatic power sources:
- Auxiliary power unit (APU) - Ground power unit (GPU)
- Opposite engine in operation.
Abbreviations and Acronyms
AIMS - airplane information management system inst - instrument
APU - auxiliary power unit LRU - line replaceable unit
ASCPC - air supply cabin pressure controller max - maximum
capt – captain 船長 mgmt - management
EEC - electronic engine control OPAS - overhead panel ARINC system
EDIU - engine data interface unit PRSOV - pressure regulating and shutoff valve
EICAS - engine indication and crew alerting system QAD - quick attach detach
ELMS - electrical load management system SAV - starter air valve
flt - flight stby - standby
GPU - ground power unit typ - typical
vlv - valve

ENGINE STARTING -- GENERAL DESCRIPTION

The EEC uses these inputs to control the engine starting system:
- Flight compartment controls
- Electrical power

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- Pneumatic power.
Start Selection
You can start the engines manually or automatically, but you normally do automatic starts. You control the type of start with the autostart switch. The autostart switch sends
a signal to the EEC on the systems ARINC 629 buses. When the autostart switch is in the ON position, the EEC controls fuel and ignition and monitors the engine
parameters. The fuel control switch (not shown) must be in the RUN position for the EEC to do an autostart. When the autostart switch is in the OFF position, you manually
control and monitor the engine start. (2020 1209)
Engine Starting
When you put the start/ignition selector to the START position it does these functions:
- Energizes a relay in the ELMS to connect 115v ac to the EEC
- Energizes a relay in the ELMS to connect 28v dc to the EEC to open the SAV
- Sends analog and digital start signals to the EEC
- Sends a discrete signal to the air supply cabin pressure controller (ASCPC).
The AIMS supplies a ground for a solenoid that holds the engine start/ignition selector in the START position. The EEC sends a digital signal to give the AIMS an indication
of when to release the selector. If the AIMS does not receive the signal from the EEC, it uses N2 as an indication of when to release the selector. See the engine air supply
section for more information about the ASCPC (ATA 36-11).
Starter Air Valve and Engine Starter
The EEC controls the starter air valve (SAV). When the valve is open, pneumatic power from the airplane air supply goes to the engine starter. This causes the engine starter
to turn the N2 rotor. The starter air valve has a pressure sensor that measures the pressure downstream of the valve. The sensor sends a signal to the EEC. The EEC uses this
signal to find the valve position.

ENGINE STARTING -- ENGINE STARTER

The engine starter turns the accessory gearbox to start or motor the engine. The accessory gearbox turns the high pressure compressor (N2) shaft
Physical Description
The engine starter is a one-stage, axial flow, turbine air motor. It attaches to the aft face of the accessory gearbox. The starter has an oil sight glass and an oil fill and drain

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plug on the bottom. The plug has a magnetic chip detector for oil inspection. You remove the oil fill and drain plug by hand (push and turn). A check valve in the fill
and drain port keeps oil in. You do not use the oil sight glass.
Functional Description
Pneumatic power from the starter air duct turns the turbine air motor. The turbine air exhaust then goes out through the exhaust deflector baffles. The starter uses reduction
gears and a clutch mechanism to turn the output shaft. The clutch mechanism has a primary and a secondary clutch that prevent crash engagements.
Training Information Point (TIP) joking, like MBA man below average, SHIT: Special High Intensive Training
The engine starter uses engine oil for lubrication and cooling. When you install a new starter, you must fill it with oil. After that, oil from the engine oil system keeps it full.
Servicing is not necessary. You use a tool that goes in the oil fill and drain plug port to drain and fill the starter. Do not use the oil level sightglass to get the correct oil
level. As an alternative to the tool, you put oil in the return hole on the drive end with the starter vertically on the bench.

ENGINE STARTING -- FUNCTIONAL DESCRIPTION - START PROFILE

Normal Autostart
When you enable an autostart, the EEC automatically starts the engine. You enable an autostart by doing these steps:
- Push the autostart switch to ON
- Turn the start selector to START
- Move the fuel control switch to RUN. (2020 1216)
The EEC opens the starter air valve (SAV), which causes N2 to rotate. The EEC starts a timer when N2 gets to 2000 RPM (21.4%). After 15 seconds, the EEC energizes
one ignitor. After 18 seconds, the EEC opens the shutoff valve in the HMU to let fuel flow to the engine. When the engine speed gets to 56 percent N2, the EEC de-
energizes the igniter. At 64 percent N2, the EEC closes the SAV. At idle, the EEC sets the AIMS engine start signal to false. This causes the AIMS to de-energize the
start/ignition selector latching solenoid. The selector returns to the NORM position.
Abnormal Autostart
If the EEC finds a problem during an autostart try, it will do another autostart try. The EEC can do three autostart tries. Before the EEC does a second or third
autostart try, it motors the engine to cool it and remove any fuel. If an autostart problem occurs after the SAV closes, the EEC waits until the engine speed gets to the
maximum starter re-engagement speed before it re-opens the SAV. The EEC uses two igniters after the first autostart try.(2020 1208)

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Manual Start
When you do a manual start, the EEC only controls some of the start sequence. It does not monitor or control starting faults. You enable a manual start by doing these steps:
- Push the autostart switch to OFF
- Turn the start selector to START.
The EEC opens the SAV, which causes N2 to rotate. At maximum motor speed (22 percent N2 or higher), you put the fuel control switch in the RUN position. When the fuel
control switch is in the RUN position, the EEC opens the shutoff valve in the HMU and energizes one igniter. When the engine speed gets to 56 percent N2, the EEC de-
energizes the igniter. At 64 percent N2, the EEC closes the SAV. At idle, the EEC sets the AIMS engine start signal to false. This causes the AIMS to de-energize the
start/ignition selector latching solenoid. The selector goes back to the NORM position.

ENGINE STARTING – OPERATION

The engine starting system has these modes of operation:
- Autostart
- Manual start.
These are the flight deck controls you use for an engine start operation:
- Start/ignition selectors
- Autostart switch
- Fuel control switches.
It is important to monitor the engine parameters to find or prevent these fault conditions:
- Low starter air pressure - Hot start
- No light-up - Starter shaft breakage
- Locked rotor(s) - Starter duty cycle exceedance.
- Hung start
Autostart Operation
This is a brief summary of the autostart operation procedure:
- Put the autostart switch in ON

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- Put the engine start/ignition selector in START
- Put the fuel control switch in RUN.
The EEC automatically controls and monitors the autostart operation. During ground autostarts, the EEC starts a 15-second timer at 2000 rpm (21.4% N2). When the timer
ends, ignition starts. The fuel metering valve opens three seconds later. This additional HPC motoring time helps prevent high N2 vibration from a bowed HPC rotor during
the start. The EEC will stop the start sequence for a fault condition. If the autostart fails, the EEC automatically attempts another start operation. On the ground, the EEC
permits only three tries to start the engine. If the third try fails, then the autostart operation stops. The start/ignition selector moves to the NORM position when one of these
conditions occur:
- The N2 speed gets to approximately 66 percent
- The EEC stops the autostart operation.
In the air, the autostart operation continues until the engine starts or you move the start/ignition selector to NORM.
Manual Start Operation
This is a brief summary of the manual start operation procedures:
- Put the autostart switch to OFF
- Put the engine start/ignition selector to START
- Monitor the engine parameters for the correct indications (oil pressure, vibrations, oil temperature)
- Put the fuel control switch in RUN when the starter gets to the MAX motoring speed (1 percent increase in N2 over five seconds).
You must monitor the manual start operation and stop the operation for a fault condition.
Starter Cutout
The EEC closes the starter air valve when the engine gets to 64 percent N2. The valve position shows on the air synoptic display.
Training Information Point (TIP)
The EEC does not use oil pressure as an input to find a starting fault.
For a manual start, if the fuel control switch is put to the RUN position at less than 18 percent N2, the advisory message ENG AUTOSTART shows to tell you the start
procedure was incorrect. Delay of the fuel on command during start lets the HPC get to its MAX motoring speed. This will decrease the severity of bowed rotor rubs and
protect the engine from blade tip damage.

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