Manual Inst t53

T53 Intermediate Maintenance Training Manual
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Customer Training Department Notice of

Limitations
This document is for training only. For operation and maintenance
procedures, refer to the applicable OEM aircraft operating and
maintenance manuals.
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FOREWORD Some aircraft manufacturers will assimilate Honeywell Interna-

tional Inc. manuals into their own publications, while other manu-
facturers may simply refer the owner/operator to Honeywell
International Inc. published manuals.
Information contained herein is intended as a general description
THIS TRAINING MANUAL HAS NO OFFICIAL STATUS. IN ALL
of operation which will permit maintenance and systematic trou-
INSTANCES, INFORMATION CONTAINED IN OFFICIAL PUBLICA-
bleshooting of the subject system or components described
TIONS SHALL GOVERN.
herein.
It is not the intent of the Honeywell International Inc. that this Course Goal
training study guide be used as a supplement to, or in lieu of, any This course is designed to provide maintenance personnel with
official publication. Contents herein are subject to change without the training required to service, inspect, operate, and perform
notice and are not exposed to the benefits of constant revision or line maintenance activities on the T53 series engine following the
update. procedures outlined in the applicable technical manuals.
The reader of this manual is reminded that all values of pressure,

temperature, speed, power, etc., are chosen for their illustrative
meaning only, and are not necessarily representative of actual
values of any engine configuration. For actual values the applica- Notes:
ble maintenance manual must be consulted.
The official publications pertaining to operating procedures, lim-

its, and capabilities of the engine are the responsibility of the air-
frame manufacturer.
The airframe manufacturer installs the engine in its airframe,

designs, and/or manufacturers the electrical and mechanical con-
trols, selects the instruments, and flight tests the aircraft.
The airframe manufacturer determines how, and under what limi-

tations, the engine will be operated for all modes of aircraft oper-
ation.
Honeywell International Inc. may suggest and advise -- but not

dictate -- the operational and maintenance practices it feels are
best for the engine.
Page 0-4
Table of Contents
Chapter 1—Basic Gas Turbine Theory Chapter 3—Engine Components
Objectives ......................................................................................................................... 1-1 Objectives ......................................................................................................................... 3-1
Gas Turbine Theory ....................................................................................................... 1-2 Description Of Engine Major Assemblies ................................................................... 3-2
Laws And Principles ....................................................................................................... 1-4 Combustor Turbine Assembly .............................................................................. 3-6
Early Examples Of Gas Turbine Propulsion .............................................................. 1-6 External Components Left Side View .......................................................................... 3-8
Theory Of Gas Turbine Operation .............................................................................. 1-8 External Components Left Side View ........................................................................3-10
The Basic Gas Turbine ................................................................................................. 1-12 External Components Right Side View .....................................................................3-12
Comparison Of Reciprocating Engine To Turbine Engine ................................... 1-14 External Components Right Side View T53-L-703/T5317 ....................................3-14
Brayton Cycle ................................................................................................................. 1-16 Engine Components And Locations ..........................................................................3-16
Environmental Effects On Internal Combustion Engines ............................ 1-18 Output Reduction Carrier And Sun Gearshaft .................................................3-18
Axial Compressor .......................................................................................................... 1-20 Output Gearshaft Seal ..................................................................................3-20
Centrifugal Compressor ............................................................................................... 1-22 Inlet Housing Assembly .......................................................................................3-22
Axial Centrifugal Compressor ..................................................................................... 1-24 Oil Transfer Support And Accessory Drive Carrier Assembly ..............3-24
Types Of Combustors .................................................................................................. 1-26 Power Shaft Spur Gear And Bearing Support Housing .........................3-26
External Annular Atomizing Combustion Chamber ............................................... 1-30
Accessory Drive Gearbox Assembly ..................................................................3-28
Nozzle And Turbine Theory ....................................................................................... 1-32
Accessory Drive Gearbox Mounting Pads And Seals .............................3-30
Gas Producer And Power Turbine Assembly .......................................................... 1-34
Review ............................................................................................................................. 1-36 Overspeed Governor And Tachometer Drive Assembly ...............................3-32
Compressor And Impeller Housing ...................................................................3-34
Compressor And Impeller Housing T53-L-703/T5317 .................................3-36
Chapter 2—Design And Output Capabilities Compressor Rotor Assembly .............................................................................. 3-38
Compressor Rotor Assembly Blade Removal ..........................................3-40
Objectives ......................................................................................................................... 2-1
Overview .......................................................................................................................... 2-2 Air Diffuser And No. 2 Bearing Assembly .......................................................3-42
T53-L-703/17 Configuration ........................................................................................ 2-6 Air Diffuser And No. 2 Bearing Assembly T53-L-703/T5317 .....................3-46
Major Engine Sections And Directional References ................................................. 2-8 Gas Producer Nozzle And First Stage Turbine ................................................3-48
Station Locations ........................................................................................................... 2-10 Gas Producer Nozzle And First Stage Turbine T53-L-703/T5317 ..............3-50
N1 And N2 Systems And Main Bearing Locations ................................................. 2-12 Gas Producer 2nd Nozzle And Turbine Assembly .........................................3-52
Accessory Drives ........................................................................................................... 2-14 Gas Producer 2nd Nozzle And Turbine Assembly T53-L-703/T5317 .......3-54
Performance Ratings At Standard Sea Level Static Conditions ............................. 2-16 Combustor Turbine Assembly ............................................................................3-56
Flat Rated Engine Performance Curve ...................................................................... 2-18 Combustor Turbine Assembly T53-L-703/T5317 ..........................................3-60
T53-L-703 Performance Ratings ................................................................................ 2-20 Combustor Turbine Assembly ....................................................................3-62
Performance Rating T5317 .......................................................................................... 2-22 Combustor Turbine Assembly T53-L-703/T5317 ..........................................3-64
Review ............................................................................................................................. 2-24 Combustion Chamber Liner ................................................................................3-66
Power Turbine Rotor And Bearing Housing Assembly ..................................3-68
Table of Contents Page 1

Combustor Turbine Assembly Installation ....................................................... 3-72 Chapter 6—Interstage Air-Bleed System
Review ............................................................................................................................. 3-74
Objectives ......................................................................................................................... 6-1
Chapter 4—Lubrication System Overview ........................................................................................................................... 6-2
Airfoil Angles Of Attack Versus Lift ............................................................................ 6-4
Objectives ......................................................................................................................... 4-1 Airflow Velocity And Rotor Speed Relationship ........................................................ 6-6
Description And Operation Of Lubrication System ................................................. 4-2 Interstage Bleed System ................................................................................................6-10
Lubrication System External Components ................................................................. 4-4 Interstage Bleed System ................................................................................................6-12
Main Oil Pressure Supply System ................................................................................. 4-6 Interstage Air-Bleed Actuator Assembly ...................................................................6-14
Oil Scavenge System ..................................................................................................... 4-14 Interstage Bleed System Diagram ...............................................................................6-16
Components ................................................................................................................... 4-18 Interstage Air-Bleed Adjustment .................................................................................6-18
Power-Driven Rotary Oil Pump ......................................................................... 4-18 Bleed Band Closure Check ...........................................................................................6-20
Chip Detector ................................................................................................................ 4-22 Bleed Band Closure Adjustment .................................................................................6-22
Oil Temperature Bulb .................................................................................................. 4-22 Review .............................................................................................................................6-24
Oil System Breather Vent ............................................................................................ 4-22
Lube Oil Filter Assembly ............................................................................................. 4-24 Chapter 7—Variable Inlet Guide Vane System
Lube Oil Filter Cutaway ............................................................................................... 4-26
Lubrication System Diagram ....................................................................................... 4-28 Objectives ......................................................................................................................... 7-1
Torquemeter System ..................................................................................................... 4-32 Overview ........................................................................................................................... 7-2
Power-Driven Rotary Booster Pump ......................................................................... 4-36 Variable Inlet Guide Vane System ................................................................................ 7-4
Torquemeter Valve Location And Adjustment Diagram ....................................... 4-38 Variable Inlet Guide Vane Operation .......................................................................... 7-6
Review ............................................................................................................................. 4-40 Variable Inlet Guide Vane Actuator Adjustment ....................................................... 7-8
Review .............................................................................................................................7-12
Chapter 5—Electrical And Thermocouple Systems
Chapter 8—Internal Cooling And Pressurization
Objectives ......................................................................................................................... 5-1
Overview .......................................................................................................................... 5-2 Objectives ......................................................................................................................... 8-1
Electrical System Components ..................................................................................... 5-4 Overview ........................................................................................................................... 8-2
Main Electrical Cable Assembly .................................................................................... 5-8 Internal Cooling And Pressurization System .............................................................. 8-4
Ignition Exciter .............................................................................................................. 5-12 Internal Cooling And Pressurization (T53-L-703) ................................................... 8-10
Exhaust Thermocouple Harness Assembly .............................................................. 5-14 No. 1 Bearing Oil Seal ..................................................................................................8-12
Exhaust Thermocouple Harness Schematic ............................................................. 5-16 No. 3 Bearing Oil Seal ..................................................................................................8-14
Harness Soak Temperature/Resistance ..................................................................... 5-18 Description Of Anti-Icing System .............................................................................. 8-16
Measured Gas Temperature-Schematic ..................................................................... 5-20 Hot Air Valve .................................................................................................................8-18
Harmess Soak Temperature/Resistance (T5317B/T53-L-703) ............................ 5-22 Anti-Icing System Diagram ..........................................................................................8-20
Review ............................................................................................................................. 5-24 Review .............................................................................................................................8-22

Chapter 9—Fuel System Emergency Solenoid Valve ..................................................................................9-38
End Float Adjustment Of Overspeed Governor Drive Shaft ...............................9-40
Objectives ......................................................................................................................... 9-1 Fuel Flow Section ..........................................................................................................9-42
Overview .......................................................................................................................... 9-2 Speed Input Servo And N1 Governor .......................................................................9-46
Fuel System External Components .............................................................................. 9-4 Power Turbine (N2 Governor) ...................................................................................9-50
Starting Fuel System ....................................................................................................... 9-6 T1 Motor Assembly (Temperature Compensator) ................................................... 9-52
Starting Fuel Sequence And Purge System ................................................................. 9-8 P1 Multiplier Assembly (Altitude Compensator) .....................................................9-54
Flow Divider, Dump Valve Assembly ....................................................................... 9-10 Transient Air-Bleed Control ........................................................................................9-56
Flow Divider Operation ............................................................................................... 9-12 Variable Inlet Guide Vane Control System Diagram ...............................................9-58
Fuel Manifold Assembly .............................................................................................. 9-14 Review .............................................................................................................................9-60
Manifold And Nozzle Assembly Operation ............................................................. 9-16
Combustion Chamber Drain Valve ............................................................................ 9-18
Chapter 10—Trouble Analysis
Fuel System Diagram .................................................................................................... 9-20
Fuel Flow Schedule ....................................................................................................... 9-24 Objectives .......................................................................................................................10-1
Emergency Fuel Flow Schedule .................................................................................. 9-26 Overview .........................................................................................................................10-2
Fuel Control ................................................................................................................... 9-28 Trouble Analysis Methods ...........................................................................................10-4
Fuel Control Adjustments ........................................................................................... 9-32
Emergency Solenoid Valve .......................................................................................... 9-36


T53 Series Intermediate Maintenance Training Manual
CHAPTER 1—BASIC GAS

TURBINE THEORY
OBJECTIVES
Upon completion of this training section, you will be able to:
• Describe the operating principles of gas turbine engines to
include:
- Basic gas laws
- Bernoulli’s principle
- Operating cycle differences
Notes:
Basic Gas Turbine Theory Objectives Page 1-1

GAS TURBINE THEORY the laws of motion that were first stated by the English physicist,
Sir Isaac Newton, in 1687.
Concepts
For centuries, man has devoted himself to the task of harnessing
energy for the betterment of mankind. Ever since man's first use
of fire in the early ages, it has been his burning desire to put
energy to work in more and more efficient ways and means. The
gas turbine represents one of man's more ingenious means of
harnessing energy. With the use of a relatively few pounds of heat
resistant metal, properly shaped, and in the presence of
pressurized combustion gases, well supplied with heat, the gas
turbine is capable of harnessing probably more mechanical shaft
energy than any other man-made device of equal size and
weight.
The principle of the gas turbine is not a new concept, but goes
back into scientific history for hundreds of years. The principle of
the gas turbine was used long ago to obtain continuous turning of Notes:
the spit used for roasting meat over an open fire. Blades - in
effect, turbine blades - were placed in the chimney to be turned
by the rising hot gases. The blade-carrying shaft was connected
through gearing to the spit to obtain a very slow rotary motion.
Only modern science and engineering has made possible the
advent and use of this principle.
Gas turbines are internal combustion engines that generate

power by compressing a gas (air) that has been pumped into a
suitable chamber, adding heat energy (by burning fuel), and
expanding and expelling the heated gas through a nozzle, using
rotating machinery that carries out all of the process in a steady
flow. The gas which operates the turbine is the product of the
combustion that takes place when a suitable fuel is mixed and
burned with the air passing through the engine.
Whatever the form of the apparatus utilizing gas turbine

principles, the device operates through the practical application of
Basic Gas Turbine Theory Gas Turbine Theory Page 1-2

Laws and Principles
Illustration
Convergent Divergent
Velocity increases, ATM818-001 Pressure increases,
pressure decreases velocity decreases
ATM818-001
Basic Gas Turbine Theory Gas Turbine Theory Page 1-3

LAWS AND PRINCIPLES
Newton's First Law
A body at rest remains at rest and a body in motion continues to
move at a constant speed along a straight line unless the body is
acted on in either case by an unbalance force.
Newton's Second Law

The Force produced is equal to the Mass times the Acceleration
F = MA.
Newton's Third Law

For every action or force there is an equal and opposit reaction or
force.
Bernoulli's Principle
When the same amount of liquid leaves as enters a frictionless Notes:
pipe, but the cross-sectional diameter of the pipe varies, where
the cross-section is the greatest the pressure will be the greatest
and velocity the least.
Compression is accomplished by accelerating airflow and

converting the resultant velocity to pressure. The axial
compressor will accelerate air rearward to the stationary stator
vanes. The stator vanes will convert velocity to pressure due to
the divergent airflow path created by the vanes and introduce the
air at the proper angle to the centrifugal compressor. The
centrifugal compressor will accelerate air radially at high velocity
to the air diffuser where stationary, divergent vanes will convert
this velocity to pressure.
Basic Gas Turbine Theory Laws And Principles Page 1-4

Laws and Principles
Illustration
Convergent Divergent
Velocity increases, ATM818-001 Pressure increases,
pressure decreases velocity decreases
ATM818-001
Basic Gas Turbine Theory Laws And Principles Page 1-5

EARLY EXAMPLES OF GAS TURBINE essentially of a large boiler mounted on four wheels. Steam
generated by a fire built below the boiler was allowed to escape
PROPULSION through a nozzle facing rearward. The speed of the vehicle was
controlled by a steam cock located in the nozzle. The steam
wagon aptly demonstrates Newton's Third Law of Motion: "For
Strange as it may seem, of the two types of engines that provide every action, there is always an equal and opposite reaction.
most of our power today, the piston engine and the gas turbine, it
is the gas turbine that is the older. The basic idea of the gas
turbine is over 2000 years old.
Aeolipile
The first reaction engine known to be used to perform work was
built by Hero of Alexandria somewhere around the year 150 B.C.,
and was called an aeolipile. It consisted essentially of a boiler,
suspended over a fire, from which two tubes led to a closed
vessel in the shape of a sphere, into which steam under pressure
was introduced. When the steam escaped from two bent tubes
mounted opposite one another on the surface of the sphere, the
tubes became jet nozzles. A force was created at the nozzles that Notes:
caused the sphere to rotate about an axis. It is said that Hero
attached a pulley, ropes, and linkages to the axle on which the
sphere rotated, and used the device to pull open temple doors
without the touch of human hands.
Branca's Stamping Mill

A further application of the gas turbine propulsion principle,
utilizing what was probably the first actual impulse turbine, was
the invention of a stamping mill built in 1629 by Giovanni Branca,
an Italian engineer. The turbine was driven by steam generated in
a boiler. The jet of steam from a nozzle in this boiler impinged on
the blades of a horizontally mounted turbine wheel which,
through an arrangement of gearing, caused the mill to operate.
Newton's Steam Wagon

In 1687, Sir Isaac Newton formulated the laws of motion and
employed the basic principle used by Hero. The wagon consisted
Basic Gas Turbine Theory Early Examples Of Gas Turbine Propulsion Page 1-6
Early Examples of Gas Turbine Propulsion
AEOLIPILE
Illustration
ATM818-002
BRANCA'S Stamping Mill
ATM818-002
NEWTON'S Steam Wagon
Basic Gas Turbine Theory Early Examples Of Gas Turbine Propulsion Page 1-7
THEORY OF GAS TURBINE CONTAINER D - (Conversion of Energy)
This can be accomplished by adding a turbine wheel to container
OPERATION D. The heated air is directed onto the airfoil-shaped blades
attached to the rim of the disc (turbine) causing the turbine to
rotate on its shaft.
In order for you to operate and maintain a modern turboshaft
engine such as the T53, you must understand the basic principles CONTAINER E - (Container Cycle)
involved in its operation. To maintain a continuous airflow, an opening is placed in the
forward end of the container E and a mechanical pump
All turbine engines attain their high rotational speeds and power (compressor) forces air into the container. With the high velocity
from the energy transferred to the turbine wheels by the air driving the turbine rotor, it is logical that the rotating motion of
accelerated air mass within the engine. To better understand how the turbine rotor can be used to drive the compressor by joining
this is accomplished, take a look at the simple containers shown. the two rotating parts with a shaft.
CONTAINER A - (Air Mass)

There are a certain amount of air molecules within the container
which can be referred to as volumetric density, commonly called
air mass. Air mass is one of the key components required to drive
the turbine wheels in the mass acceleration principle. Notes:
CONTAINER B - (Pressure)
A second component required in the mass acceleration principle is
pressure or driving force. To attain this pressure, the container is
heated and the molecules within expand and exert high pressure
equally in all directions. The next step is to get the expanded air
mass to accelerate.
CONTAINER C - (Accelerated Mass)

A convergent nozzle is added, it is this convergency which causes
the air mass to accelerate and produce the velocity energy
required. There is a tremendous amount of force in velocity
energy, a typical example being that water can be driven through
concrete if it is going fast enough. In order for us to take
maximum advantage of this tremendous velocity energy source,
we must convert this force into useful rotational mechanical work.
Basic Gas Turbine Theory Theory Of Gas Turbine Operation Page 1-8
Theory Of Gas Turbine Engine Operation
A B
Illustration
C
ATM818-003 D
E
ATM818-003
CONTAINER F - (Aircraft Power)
Up to this point, the air container has only provided for heating of
the air by an outside means. The container becomes an engine
combustion chamber when fuel is introduced and mixed with the
air and ignited internally. All of the air is heated and expands
rapidly. It exhausts as hot high velocity gas through a converging
nozzle and is directed onto the turbine blades. As the gases pass
across the turbine blades, approximately two-thirds of the
available energy is used. The remaining energy still possesses a
high work potential; therefore, a second turbine rotor is placed in
the flow path of the hot high-velocity gases. The second turbine
rotor (Free Power Turbine) by means of a shaft system
mechanically independent of the compressor system, drives a
series of reduction gears and output shaft. The output shaft can
be externally splined for a turboprop application or internally
splined for a helicopter application.
Notes:
Gas Turbine Helicopter Power
F
Illustration
ATM818-004
ATM818-004
THE BASIC GAS TURBINE
The gas turbine is comprised of three primary components: the
compressor, combustor, and turbine. The compressor is driven by
the turbine through an interconnecting shaft. Compressed air
flows to the combustor where it is mixed with injected fuel, and
the fuel/air mixture is ignited. The hot combustor gases flow
through the turbine. The turbine extracts energy from the hot
gases, converting it to power to drive the compressor and any
mechanical load connected to the drive. The basic gas turbine is
referred to as a "Gas Producer."
THE TURBOSHAFT GAS TURBINE

In a turboshaft engine, the turbine provides power in excess of
that required to drive the compressor. The excess power is
applied as driving torque available at an output shaft. The power
to drive the output shaft can be extracted either from the same
turbine that drives the compressor or from a separate, free- Notes:
wheeling power turbine. In a free-wheeling power turbine the
power turbine is absolutely free, no mechanical connection
between the gas producer system and power turbine system. A
free power turbine system is an ideal arrangement for a
helicopter. Since the power turbine system is connected to the
helicopter main rotor blades, all we have to do is supply a fuel
flow to the combustor to satisfy a constant output power turbine
speed under varying loads. This is the basics of turboshaft
operation in a helicopter.
Basic Gas Turbine Theory The Basic Gas Turbine Page 1-12
Basic Gas Turbine And Turboshaft
COMPRESSOR COMBUSTOR TURBINE
GAS PRODUCER
Illustration A
ATM818-005
GAS PRODUCER
POWER TURBINE
ATM818-005
B
Basic Gas Turbine Theory The Basic Gas Turbine Page 1-13
COMPARISON OF RECIPROCATING
ENGINE TO TURBINE ENGINE
The figure illustrates the operation of both the reciprocating and
turbine engines. The cycle is the same inasmuch as both engines
must have an intake of air, a means of compression, an extraction
of power, and a means of exhausting gases after the energy has
been extracted. This is where the similarity ends.
Basic Reciprocating Engine Operating Cycle

The reciprocating (piston) engine performs the four events:
intake, compression, power, and exhaust within the realm of a
closed cycle (Otto cycle). The intake event takes place with the
downward movement of the piston within its cylinder. In this
operation, the intake valve is open allowing a fuel air mixture to
enter the cylinder. As the piston starts its upward movement, the
intake valve closes allowing the piston to compress the mixture. Notes:
When the piston reaches its peak of compression, the mixture is
ignited and the expanding gases drive the piston downward
(power event). The exhaust valve opens and the piston moves up
in its cylinder, pushing the burned gases to the atmosphere,
completing one cycle.
Basic Gas Turbine Engine Operating Cycle

Gas turbine engine operation consists of four events which are
essentially the same as the reciprocating engine; however, these
events are continuous (open) (Brayton Cycle). Air drawn through
the air inlet section (intake event) passes through the compressor
section (compression event). The air then enters the combustor,
mixes with fuel and is ignited expanding the gases and
maintaining the pressure-volume which drives the turbines and
extracts work (power event). Passing through the turbines, the
used gases are exhausted to atmosphere (exhaust event).
Basic Gas Turbine Theory Comparison Of Reciprocating Engine To Turbine Engine Page 1-14
Comparison of Reciprocating
Engine To Turbine Engine
Illustration
ATM818-006
ATM818-006
Basic Gas Turbine Theory Comparison Of Reciprocating Engine To Turbine Engine Page 1-15
BRAYTON CYCLE Table 1-1: Continous Combustion Cycle
View Reference Relationship
View C 3-4 Temperature fails somewhat as

Table 1-1: Continous Combustion Cycle turbine blades take
energy from the gases, and
View Reference Relationship then drops more rapidly as the
gases are exhausted.
View A 1-2 Pressure increases as the air is
processed by the compressor.
View A 2-3 Pressure falls slightly as com-

bustion takes place.
View A 3-4 Pressure drops quickly as the

gases put energy into the tur-
bine, and falls still lower as the
gases are exhausted.
Notes:
View B 1-2 Volume decreases as the air is
processed by the compressor.
View B 2-3 Volume is greatly increased as

combustion takes place.
View B 3-4 Volume continues to increase as

energy is extracted
by the turbines, and then falls
sharply as the gases are
exhausted.
View C 1-2 Temperature rises first because

of compression.
View C 2-3 Temperature rises to a much

greater degree with the
combustion of fuel.
Basic Gas Turbine Theory Brayton Cycle Page 1-16

Brayton Cycle
INLET COMPRESSOR COMBUSTOR TURBINE EXHAUST
2 3
4
A 1
PRESSURE
4
3
2
B 1
Illustration
VOLUME
3
2
C 1
ATM818-007 TEMPERATURE
4
GAS PRODUCER
OUTPUT POWER TURBINE
SHAFT
ATM818-007

ENVIRONMENTAL EFFECTS ON INTERNAL
COMBUSTION ENGINES
Environmental factors or conditions can be grouped as those that
hinder power output and those that aid power output. High
altitudes, temperature, and humidity combined with low
barometric pressure are all conducive to low air mass flow and,
consequently, low output. Low altitude, temperature, and
humidity combined with high barometric pressure are conducive
to high air mass flow and, consequently, high output. Because of
environmental variations, engines are designed, described, and
rated relative to Standard Day Conditions, 59°F or 15°C, and
29.92 Hg. with zero (0) humidity at sea level.
Notes:

Brayton Cycle
INLET COMPRESSOR COMBUSTOR TURBINE EXHAUST
2 3
4
A 1
PRESSURE
4
3
2
B 1
Illustration
VOLUME
3
2
C 1
ATM818-007 TEMPERATURE
4
GAS PRODUCER
OUTPUT POWER TURBINE
SHAFT
ATM818-007

AXIAL COMPRESSOR
The air in an axial compressor flows in an axial direction through
a series of rotating "rotor" blades and stationary "stator" vanes
which are concentric with the axis of rotation. Unlike the turbine,
which also employs rotor blades and stator vanes, the flow path
of an axial compressor decreases in cross-sectional area in the
direction of flow in proportion to the reduced volume of the air as
compression progresses from stage to stage. (A) illustrates the
rotor, (B) the stator, and (C) complete assembly of an axial
compressor.
After being delivered to the face of the compressor by the air-inlet

duct, the incoming air passes through a set of inlet guide vanes
directing the flow to the first-stage compressor rotor. Upon
entering this set of rotating blades, the air, flowing in a general
axial direction, is deflected in the direction of rotation. The air is
arrested and turned as it is passed onto a set of stator vanes, Notes:
picked up again by another set of rotating blades, and so on from
stage to stage through the compressor. The pressure of the air
increases as it passes through each successive set of rotors and
stators.
Basic Gas Turbine Theory Axial Compressor Page 1-20

Axial Compressor
A B C
Illustration
Stator Vanes Burner Section
Inlet Guide Vane
Gas Prodcuer Rotor
ATM818-008 Exhaust
ATM818-008
Basic Gas Turbine Theory Axial Compressor Page 1-21

CENTRIFUGAL COMPRESSOR Multistage centrifugal compressors consist of two, single
compressors mounted in tandem on the same shaft (C). The air
compressed by the first stage is passed on to the second stage at
Centrifugal compressors operate by taking in air near their hub its point of entry near the hub. This stage further compresses the
and accelerating it by means of an impeller. The impeller guides air before passing it on to still another stage, if there is one. In
the air toward the outer circumference of the compressor, compressors of this type, the greatest difficulty is encountered in
building up the velocity by means of the high rotational speed of turning the air as it is passed from one stage to the next.
the impeller. This type compressor consists of four main parts.
An inducer, impeller, a diffuser, and a compressor manifold (A).

Air leaves the impeller at high speed and flows through the
diffuser converting high-velocity air to high-pressure energy. The
diffuser also serves to straighten the airflow. The diffuser blades
direct the flow of air into the manifold at an angle designed to
retain a maximum of the energy imparted by the impeller. They,
the diffuser blades, also deliver air to the manifold at a velocity
and pressure which will be satisfactory for use in the combustor
section of the engine.
Notes:
The compressor shown in (A) is known as a single-face or single-
entry compressor. A variation of this is the double-face or double-
entry compressor in which the impeller is constructed as shown in
(B). The double-face compressor can handle the same volume of
airflow and has a smaller diameter than a single-face compressor.
This advantage is partially off-set by the complications involved in
delivering air from the engine inlet-duct to the rear face of the
impeller. Double-entry centrifugal compressors must have a
plenum chamber to enable the incoming air to be collected and
fed to the rear impeller. Plenum chambers are, in essence, air
chambers in which the compressor-inlet air is contained at low
velocity after having passed through the inlet duct of the aircraft.
This air is brought in at ambient pressure plus ram head pressure.
The pressure in the plenum chamber is therefore greater than
that of the outside atmosphere. The plenum chamber is actually a
diffuser.
Basic Gas Turbine Theory Centrifugal Compressor Page 1-22

Centrifugal Compressor
Illustration
ATM818-009 C
ATM818-009
Basic Gas Turbine Theory Centrifugal Compressor Page 1-23

AXIAL CENTRIFUGAL COMPRESSOR
The T53 series compressor is a combination five-stage axial and
single stage centrifugal compressor. The first two axial stages
(rotors and stators) have been redesigned in order to provide
increased airflow and pressure ratio capacity. The last three axial
stages and the centrifugal stage are aerodynamically identical to
the basic T53 compressor.
The objective of modifying the first two stages was to increase

the pressure ratio by 25 percent. This pressure increase
proportionately increases the mass air flow delivered to the third-
stage compressor by 20 percent. With this increase in total
airflow, we can now obtain a higher output capacity from the
engine.
Notes:
Basic Gas Turbine Theory Axial Centrifugal Compressor Page 1-24

Axial Centrifugal Compressor
Illustration
ATM818-010
ATM818-010

TYPES OF COMBUSTORS
CAN-TYPE COMBUSTION CHAMBER
Can-type combustion chamber is most frequently employed on
centrifugal compressor engines. In this system, the air is divided
as it leaves the diffuser and is ducted to individual combustion
cans, or cylinders, arranged around the circumference of the
burner section of the engine. Each burner or can contains its own
fuel nozzle and burner liner (1). Primary air, introduced at the
nozzle, serves to support the initial phase of combustion. Cooling
or secondary air passes between the liner and the burner case.
The liner has several series of holes or axial slots through which
some of the secondary air enters from the outside. These holes
furnish a layer of cooling air flowing along the inside of the liner,
and supply additional air for the combustion process. After
combustion is completed, the heated airstreams from the multiple
burners converge immediately upstream of the turbine. At this
point, the secondary air which bypassed the fuel nozzles, mixes Notes:
with the product of combustion, cooling to a temperature which
the turbine can tolerate.
ANNULAR COMBUSTION CHAMBER

Installed on some axial compressor engines are similar to that
shown in (2). The liner of this type burner consists of continuous,
circular, inner and outer shrouds around the outside of the
compressor drive shaft housing. The liner is sometimes referred
to as a "burner basket" because it is perforated with holes which
give it a basket-like appearance. Holes in the liner allow
secondary cooling air to enter the center of the combustion
chamber, keeping the flame away from the liner walls. In the
annular combustion chamber, fuel is introduced through a series
of nozzles at the upstream end of the liner. Because of their
proximity to the flames, all types of burner liners are short-lived
in comparison with other engine components, requiring frequent
inspection and sometimes replacement.

Types of Combustors
1
Turbine
Exhaust
Compressor
Discharge
CAN TYPE COMBUSTOR CHAMBER Screen

Fuel Manifold Outer Burner Shroud
Inner Burner Shroud
Illustration 2
ATM818-011
Secondary Air Inlet
Primary Air Inlets
Primary Compressed Air
Secondary Compressed Air
ANNULAR COMBUSTOR CHAMBER
CAN ANNULAR COMBUSTION CHAMBER

ATM818-011

CAN-ANNULAR COMBUSTION CHAMBER
Individual cans or liners are placed side by side in an annular
chamber (3). The cans are essentially individual, annular burners.
Each is provided with an individual concentric tube which
substantially increases the effective burner length without adding
to the physical dimensions. A cluster of several nozzles is placed
around the perimeter of the forward end of the can. The structure
is relatively small in diameter and has an inherent resistance to
buckling when subjected to high pressure at operating
temperatures. Special baffling is employed to swirl the
combustion airflow and to give it turbulence. Satisfactory cooling
of the can is made possible by introducing boundary-layer air
through annular apertures located at suitable intervals along the
length of the can. The can-annular combustion chamber
combines the advantages. A removable or telescoping shroud
covers the entire burner section and permits reasonably easy
access for inspection or replacement of the cans without removal
of the engine from the aircraft. The short burner length possible
with a can-annular combustion chamber prevents an excessive Notes:
drop in the pressure of the gases between the compressor outlet
and the flame area. The design provides an even temperature-
distribution at the turbine inlet without the danger of hot spots
occurring should one of the nozzles clog.

Types of Combustors
1
Turbine
Exhaust
Compressor
Discharge
CAN TYPE COMBUSTOR CHAMBER Screen

Fuel Manifold Outer Burner Shroud
Inner Burner Shroud
Illustration 2
Secondary Air Inlet

Primary Air Inlets
ATM818-011 Primary Compressed Air

Secondary Compressed Air
ANNULAR COMBUSTOR CHAMBER
CAN ANNULAR COMBUSTION CHAMBER

ATM818-011

EXTERNAL ANNULAR ATOMIZING
COMBUSTION CHAMBER
The combustion chamber for the T53 series engine is a reverse
flow, external annular atomizing type located external to the
turbine section. The combustion chamber consists of an annular
flame tube. One end of the flame tube is closed by the use of an
annular plate which contains 22 conical swirl cups. An atomized
fuel is introduced through 22 dual orifice fuel injectors, located in
the center of each swirl cup. Louvers in the swirl cups create the
mixing vortex into which the fuel is sprayed. The air admission
pattern in the primary zone is such that a high degree of fuel-air
mixing occurs within this zone.
In the dilutant zone of the liner, the hot combustion gases

emanating from the primary zone are cooled with P4 air so that
the combustion chamber exit temperature profile is compatible Notes:
with the turbine inlet temperature requirements. Dilution air is
introduced through a hole pattern in the forward end of the inner
liner assembly.
The basic method of protecting the walls of the combustion

chamber from the extreme temperature of combustion (3500°F)
is the use of thin films of air along the inner surfaces of the flame
exposed areas. These protective layers are introduced through
steps parallel to and in the same direction as the flow of burning
gases. Approximately 30 percent of the available air is employed
for film cooling. This cooling film also protects the metal from
carbon, fuel residue deposits and oxidation.
The 180 degree turn of gases is accomplished in the curl

assembly passage, which is designed to produce a constantly
accelerating flow due to its convergent shape.
Basic Gas Turbine Theory External Annular Atomizing Combustion Chamber Page 1-30
External Annular Combustion Chamber
Outer
Curl Turbine
Nozzle
Inner
Curl Illustration Turbine And Inner
Wall Cooling Air
Inner rear
Flange
Swirl
Slots
ATM818-012
Fuel Spray
Dilutent Intermediate Primary
Zone Zone Zone
Injector
Fuel In
Forward
Outer ATM818-012
Flange
Basic Gas Turbine Theory External Annular Atomizing Combustion Chamber Page 1-31
NOZZLE AND TURBINE THEORY increase the velocity and reduce the pressure of the escaping
gases.
The turbine extracts kinetic energy from the expanding gases In a gas turbine engine, the turbine is usually a balanced
which flow from the combustion chamber, converting it into shaft combination of both of these two types and is known as an
horsepower to drive the compressor and engine accessories. Most impulse-reaction type turbine rotor (C). The converging nozzle
of the energy available from the products of combustion is vanes alters the direction of gas flow and increases the velocity to
necessary to drive the compressor, or compressors in the case of the turbine rotor blades. The decrease is pressure and an added
a dual compressor engine. Additional power turbines may be increase in velocity is accomplished by the convergent shape of
employed to provide vehicular power. the passage between the rotor blades.
TURBINE THEORY AND DESIGN

The axial-flow turbine is comprised of two main elements: a
turbine wheel or rotor and a set of stationary vanes. The
stationary section consists of a plane of contoured vanes,
concentric with the axis of the turbine, and set at an angle to
form a series of small nozzles which discharge the gases onto the
blades of the turbine rotor (A). For this reason, the stationary-
vane assembly is usually referred to as the turbine nozzle and the Notes:
vanes are called nozzle vanes. Turbine-nozzle area is a critical
part of turbine design; if too large or too small, the turbine will
not operate at its best efficiency.
From the cross-section diagram of a turbine nozzle in (B) and (C),

we see the nozzle's function is to accomplish two separate tasks.
The first is to accelerate the gases by means of the convergent
shape of the passage, the second is to deflect the gases to a
specific angle in direction of turbine wheel rotation.
Turbines are divided into three types: impulse, reaction, and a

combination of these two, known as impulse-reaction, which is in
more common use today (C).
In the impulse type (B), there is no net change in pressure

between the rotor inlet and the rotor exit. Thus, the blade's
relative discharge velocity will be the same as its relative inlet
velocity. The nozzle vanes are shaped to form passages which
Basic Gas Turbine Theory Nozzle And Turbine Theory Page 1-32
Nozzle And Turbine Theory
Rotation
Force
Accelerated
Gases Turbine
Nozzle
Gas Flow
Illustration B Impulse
Turbine
Rotor
ATM818-013 Rotation
Force
Turbine
Nozzle
Turbine Nozzle Turbine Rotor

(Stationary) (Rotating) Turbine
A
Rotor
C Impulse Reaction ATM818-013
Basic Gas Turbine Theory Nozzle And Turbine Theory Page 1-33
GAS PRODUCER AND POWER TURBINE
ASSEMBLY
The T53 series engine incorporates two separate and independent
turbine systems (Gas Producer and Power). There is no
mechanical connection between these two systems.
The gas producer turbines drive the compressor rotor which

compresses the air. The power turbines supply the driving force
for the output shaft through the reduction gearing.
The turbine blades of the T53 series engine incorporate the

combined impulse- reaction type principles in its turbine blade
configuration. The engine has two gas producer turbine wheels
and two power turbine wheels.
Each turbine wheel has a corresponding nozzle which directs the Notes:
gases on to the wheel at the proper angle; in so doing, energy is
extracted in a more efficient manner.
Basic Gas Turbine Theory Gas Producer And Power Turbine Assembly Page 1-34
Gas Producer And Power Turbine Assembly
Illustration
ATM818-014
ATM818-014
Basic Gas Turbine Theory Gas Producer And Power Turbine Assembly Page 1-35
REVIEW The two atmospheric conditions required for a “standard
day” are?
Now that you have completed this section, you should be able to: Refer to page 1-18 for the answer to this question.
• Describe the operating principles of gas turbine engines to What two gas turbine components make up one stage of
include: axial compression?
- Basic gas laws
- Bernoulli’s principle Refer to page 1-20 for the answer to this question.
- Operating cycle differences
To make certain, ask yourself the following questions:
The air which forms a boundary layer between the

combustor liner wall and the burning mass is known as?
Refer to page 1-30 for a description of Combustion Chamber

operation.
Name the two types of compressors commonly used in the

T53 gas turbine engine?
Refer to page 1-24 for the answer to this question.
Define the Brayton Cycle.
What type of turbine rotors are used in the T53 searies

engine?
The major components in a typical turbine engine which

make up a centrifugal compressor are?
Basic Gas Turbine Theory Review Page 1-36

CHAPTER 2—DESIGN AND

OUTPUT CAPABILITIES
OBJECTIVES
• Identify the engine design features
• Describe the major sections and directional references
• Identify the engine station locations
• Describe the N1 and N2 systems and main bearing
locations
• Describe the accessory drives
• Describe performance ratings at standard sea level static Notes:
conditions
Design And Output Capabilities Objectives Page 2-1

OVERVIEW Abbreviations Term
T Temperature - Absolute - Read

The following paragraphs describe the design philosphy, output in degree Centigrade on the air-
capabilities, engine station designations, terms, abbreviations craft and degrees Fahrenheit in
and gas turbine nomenclature used with the T53 series engine. the test cells
The T5313 series gas turbine is designed to develop 1400 shaft SFC Specific Fuel Consumption -
horsepower with a T5 of approximately 1720°F and a specific fuel Read in lbs/shp/hr - Efficiency
consumption of .580. of an engine is determined
SHP Shaft Horse Power - Power out-

The dry weight of the engine is 549 lns. for the T5313B and 540
put of the engine
lbs. for the T53-L-13B retaining an overall length of 47.60 inches
and a nominal diameter of 23.00 inches.
Abbreviations Term
Notes:
TO Takeoff - maximum guaranteed
power
MC Maximum Continius - Maximum

power setting for continous
engine operation
FI Flight Idle Autorotation - The

lowest self sustaining power
setting during flight
GI Ground Idle - The lowest self-

sustaining power setting
P Pressure - Absolute - Read in

PSIA - Pounds square inch
absolute
Design And Output Capabilities Overview Page 2-2

T53-L-703/17 Series
Second GP
First GP Nozzle Blades
First PT Blades
Air Diffuser First GP
Blades
Second PT Rotor
Illustration
ATM818-015
No. 1 Face
Seal
Centrifugal
Second
Compressor
Fuel Control GP Nozzle
Housing First PT Nozzle
Combustor Liner ATM818-015

: 1805°F and specific fuel consumptions of .596 and .594,
respectively, at standard day ambient conditions. In addition, the
T53-L-703 engine is thermodynamic rated to produce 1,800 shaft
Abbreviations Term
horsepower at standard day ambient conditions, with a Tt5 of
Wa Airflow Rate - Measured in approximately 1,925°F and a specific fuel consumption of .568.
lbs/sec
Wf Fuel Flow rate - Measured in

lbs/hr
EGT Exhaust Gas Temperature - read

in °C
NR Aircraft Rotor Speed
OAT Outside Air Temperature
PT Power Turbine - N2 system -

Read in % RPM
GP Gas Producer - N1 system - Notes:

Read in % RPM
TBI Time Between Inspections
TBO Time Between Overhauls
Conversion of T5313B to T53-L-703 and T5317

Configuration
The T53-L-703 and T5317 engines incorporate improved "hot
day" performance as well as increased potential service life by the
introduction of improved hot end components. The improvements
will allow the engines to operate at higher gas temperatures
(1925°F from 1720°F) at T5. In addition, other improved
components have been introduced to provide increased reliability
and maintainability.
The T53-L-703 and T5317 engines are designed to develop 1,485

and 1,500 shaft horsepower with a T5 approximately 1800°F and

T53-L-703/17 Series
Second GP
First PT Blades
Blades
Second PT Rotor
Illustration
ATM818-015
No. 1 Face
Seal
Centrifugal
Second
Compressor

T53-L-703/17 CONFIGURATION
• Impingement cooled overbridge 1st Gas Producer nozzle
• Air cooled 1st Gas Producer turbine blades
• Improved material 2nd Gas Producer blades
• Improved material 1st Power Turbine blades
• Improved material 2nd Power Turbine disc, spacer and
bolts
• Reworked Air Diffuser and 2nd bearing package
• Reworked Combustor Liner
• New 2nd stage turbine sealing disc
• Cast 1st Power Turbine nozzle with T7 harness
• Stainless steel centrifugal compressor housing
• No.1 position face seal
• Fuel control improvements Notes:
Design And Output Capabilities T53-L-703/17 Configuration Page 2-6

T53-L-703/17 Series
Second GP
First PT Blades
Blades
Second PT Rotor
Illustration
ATM818-015
No. 1 Face
Seal
Centrifugal
Second
Compressor
Design And Output Capabilities T53-L-703/17 Configuration Page 2-7

MAJOR ENGINE SECTIONS AND
DIRECTIONAL REFERENCES
The five major engine sections of the engine are Air Inlet,
Compressor section, Air Diffuser section, Combustor section, and
Exhaust section.
Directional references are as follows:
FRONT - End of engine from which power is extracted.
REAR - End of engine from which exhaust gas is expelled.
RIGHT AND LEFT - Determined by viewing the engine from the

rear.
BOTTOM - Determined by the location of the accessory drive Notes:

gearbox.
TOP - Directly opposite or 180 degrees from the accessory drive

gearbox. (The engine lifting eyes are located at the top of the
engine.)
DIRECTION OF ROTATION
Determined as viewed from the rear of the engine. Direction of
rotation of the Compressor rotor Gas Producer turbines is
counterclockwise. The Power Turbines and the output gearshaft
rotate in a clockwise direction.
O'CLOCK - Position expressed as viewed from the rear of the

engine.
Design And Output Capabilities Major Engine Sections And Directional References Page 2-8
Major Engine Sections And Directional References
G P Turbines
Air Inlet Power Turbines Viewed From The
Compressor Rear Of Engine
Output Gear Shaft

Air Outlet
Right
Top
Illustration
Front
Left
ATM818-016
Bottom Exhaust
Diffuser
Compressor
Section Combustor
Air Diffuser
Section
Section
ATM818-016
Design And Output Capabilities Major Engine Sections And Directional References Page 2-9
STATION LOCATIONS
Engine station locations are numerical reference points
established throughout the engine.
The number 1.0 station is positioned approximately halfway

through the airflow passageway of the inlet housing. Station
number 2.0 is located in the space between the trailing edge of
the axial compressor exit guide vanes and the leading edge of the
centrifugal compressor. Station number 3.0 has bean established
in the airflow path at the mating flange of the diffuser and
combustor housings. Station number 4.0 is in the area of the
combustor housing inner diameter and the combustor liner outer
diameter. Station number 5.0 is found directly in front of the
leading edges of the vanes of the first-stage Gas Producer system
nozzle. Station number 7.0 is located immediately forward of the
first-stage Power Turbine nozzle and station number 9.0 exists in
the hot gas flow path of the exhaust diffuser housing Notes:
approximately two inches forward of the rear most engine flange.
Design And Output Capabilities Station Locations Page 2-10

Station Locations
Station 3.0
Station 7.0
Station 2.0 Station 4.0 Station 9.0

Station 5.0
Station 1.0
Illustration
ATM818-017
ATM818-017
Design And Output Capabilities Station Locations Page 2-11

N1 AND N2 SYSTEMS AND MAIN by No. 3 Roller Bearing (Radial Support) and the aft end is
supported by No. 4 Main Ball Bearing (Radial and Axial Support).
BEARING LOCATIONS The aft end of the Power Shaft is supported by being internally
splined to the power turbine shaft and the forward end is
supported by No. 21 Roller Bearing (Radial Support).
The T53 series gas turbine engine is a shaft turbine engine with a
two-stage, free-type power turbine, an external annular
atomizing type combustor, and a two-stage gas producer turbine
that drives a combination axial centrifugal compressor.
The N1 System is a two-stage gas producer turbine that drives a

combination axial centrifugal compressor. It consists of two gas
producer nozzles and two gas producer turbine wheels, and a
compressor. The nozzles direct the gas flow onto the turbine
wheels at a preset angle and increases the velocity of the gases.
The turbine wheels are bolted together, rotate together, and the
hot gases impinge onto the curved airfoils of the turbine wheels
which also increases the velocity of the gases at the exit of the
blades which causes a reaction. Power is extracted to drive the Notes:
compressor and most of the accessories. The forward end of the
compressor is supported by No. 1 Main Ball Bearing (Radial and
Axial Support). The aft end of the compressor and the two N1
turbine wheels are supported by No. 2 Main Roller Bearing (Radial
Support).
The N2 System consists of two power turbine nozzles, two power

turbine wheels, power shaft and reduction gearing. The function
of the two turbine nozzles and wheels are the same as the gas
producer nozzles and wheels. The N2 system is mechanically
independent of the N1 system which is called "Free Power
Turbine." Free power turbine allows constant power turbine speed
while varying gas producer speed to maintain power. Thermal
energy extracted by the power turbine is delivered through a co-
axial power shaft to the reduction gear. The reduction gear is a
two step helical gear, with co-axial input and output shafts which
functions to deliver energy to a transmission at usable speeds and
torque. The forward end of the power turbine shaft is supported
Design And Output Capabilities N1 And N2 Systems And Main Bearing Locations Page 2-12
N1 And N2 Systems And Main Bearing Locations
No. 3 Bearing
No. 2 Bearing
No. 1 Bearing No. 4 Bearing
Illustration
ATM818-018
No. 21 Bearing
ATM818-018
Design And Output Capabilities N1 And N2 Systems And Main Bearing Locations Page 2-13
ACCESSORY DRIVES The drive shaft then engages the internal splines of the 90 degree
upper drive gear which provides drive to the tachometer drive
gear and power turbine overspeed magnetic pickup housing. This
The accessory drive system provides drives for both the N1- gear meshes directly with an idler gear, which in turn, transmits
driven accessory gearbox and the N2-driven overspeed governor the drive to the combination torquemeter boost pump and
and tachometer drive assembly. Provision is also made within the overspeed governor drive gear.
system for the drive of customer-furnished accessories through
the power takeoff pad located at the 2-o'clock position on the
engine inlet housing.
N1 drive is provided from a pinion gear mounted on the forward

end of the compressor rotor shaft, driving two bevel gears located
within the accessory gear carrier. The bevel gear located at the 6-
o'clock position within the carrier, being the accessory gearbox
drive gear, is splined internally to accept the accessory gearbox
shaft. This drive shaft connects the gear carrier to the accessory
gearbox through the 90 degree pinion gear which, in turn, is
splined directly to the starter-generator drive gear. The starter-
generator drive gear provides drive to all subordinate gears Notes:
located within the accessory gearbox housing, N1 tach drive and
oil separator gear, idler gear, main oil pump drive, and fuel control
drive gear.
The customer drive is provided through the second bevel gear

located within the accessory gear carrier, and is readily available
for use by the insertion of a customer-supplied driveshaft within
its internal splines.
The N2-driven overspeed governor and tachometer drive gearbox

receives its drive from a spur gear pressed on the power shaft aft
of the sun gear. This gear engages the N2 drive and driven gear
package located within, and at the top of the accessory gear
carrier. This package, a series of 90 degree conversion gears,
provides an internally splined drive for the overspeed governor
and tachometer gearbox driveshaft which passes up through the
10-o'clock inlet housing strut and into the gearbox.
Design And Output Capabilities Accessory Drives Page 2-14

Accessory Drives
Overspeed Governor and 90° Upper Drive Gear
Tachometer Gearbox Driveshaft
Drive Shaft
Tachometer Drive Gear

Overspeed Governor and Tachometer Gearbox
Idler Gear
N2 Drive and Driven Gear
Overspeed Governor Drive Gear
Spur Gear
Bevel Gear
Illustration
ATM818-059
Pinion Gear
Bevel Gear
N1 Tach/ Air
Oil Separator
Accessory Gearbox Shaft Gear Idler
Gear
Oil Pump Gear
KEY
N1
Accessory Gearbox Housing
N2
90° Pinion Gear
Starter Generator Gear Fuel Control Gear
ATM818-059
Design And Output Capabilities Accessory Drives Page 2-15

PERFORMANCE RATINGS AT
STANDARD SEA LEVEL STATIC
CONDITIONS
Primary objective
For the T5313 series engine primary objective is 1400 SHP at a
T5 temperature of 1720°F with a SFC of .580 lbs/SHP/hr.
Flat rated not to exceed airframe capabilities (on a cold day) 1100
SHP =103°F or 10,000 ft. on a standard day.
Notes:
Design And Output Capabilities Performance Ratings At Standard Sea Level Static Conditions Page 2-16
Performance Ratings At Standard
Sea Level Static Conditions
(203 sq. in. exhaust nozzle for low jet thrust)
S h a ft-H ors e G as O ptimum M ax . S p e ci f i c Rated Gas

Power P roduc er O utput O utput Fuel Con- P r o d u ce r
R at in g s ( m in.) R otor S peed S haft S haft su m p t i o n Tu r b. I n l e t
SH P RPM R PM Speed l b / sh p / h r Te m p o F
(m ax .) R PM ( m a x. ) ( m a x. )
Ta ke o f f 14 0 0 2 5 ,4 0 0 6300 6630 0.580 1720
Maximu m
C ont inu o u s 1250 2 4 ,6 5 0 6040 6630 0.600 1660
90% max.
Illustration
C ont inu o u s 1125 2 4 ,2 5 0 5810 6630 0.620
75% max.
ATM818-165
C ont inu o u s 938 2 3 ,4 7 5 5440 6630 0.663
F light I d le *
Au t orot a t ion 0 1 7 ,1 0 0 0-6630 6630 220 lb/hr
(no lo a d ) ra n g e
G ro u n d I d le * 40 max. 1 3 ,1 0 0 0-6630 6630 150 lb/hr

ra n g e
* Acceleration Airbleed in open position.

ATM818-165
Design And Output Capabilities Performance Ratings At Standard Sea Level Static Conditions Page 2-17
FLAT RATED ENGINE PERFORMANCE
CURVE
The guaranteed take-off horsepower curve is a horizontal line at
1400 SHP up to 59°F ambient temperatures. This horizontal line
is a graphic explanation and probably the best explanation of a
flat rated engine.
The thermodynamic limits of the engine are represented by the

inclined segment of the curve. The thermodynamic limit is
reached by establishing maximum turbine inlet temperatures and
limiting fuel flow at that point. Shaft horsepower decreases
sharply as ambient temperatures increase because fuel is limited
to protect the engine at the thermodynamic limit.
The advantages of a flat rated engine can be appreciated, for

example, if a helicopter mission with a payload requiring 1100 Notes:
SHP is proposed, reference to graph 1100 SHP will be available at
sea level and up to ambient temperature of 103°F. This means
then, that at high ambient temperatures, the mission can be
completed which is an advanced improvement over the early T53
series engines.
An additional advantage of the T5313 series flat rated engine is

that 1100 SHP can be obtained at altitudes up to 10,000 feet on a
standard day. This then, provides an essentially constant power
output over a wide range of ambient temperatures and pressures;
thereby greatly improving the aircraft performance capability.
Design And Output Capabilities Flat Rated Engine Performance Curve Page 2-18
Flat Rated Engine Performance Curve
ESTIMATED PERFORMANCE
ALTITUDE - SEA LEVEL
WITHOUT DUCT LOSSES
1500 TRUE AIR SPEED - 0 KNOTS
EXHAUST AREA = 203
SQ IN.
SHAFT HORSEPOWER - SHP

TAKE-OFF RATING
1400
13 00
1200 THERMODYNAMIC LIMIT
1100
Illustration
1000
ATM818-166
900
800
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130
A M B IE N T T E M P E R A T U R E - T a m - o F
ATM818-166
Design And Output Capabilities Flat Rated Engine Performance Curve Page 2-19
T53-L-703 PERFORMANCE RATINGS
The engines power available must be restricted which describes
the mechanical and thermodynamics limits of the engine at sea
level altitude for various ambient temperatures.
Below an ambient temperature of 100°F the available engine

power must be restricted to 1,485 shaft horsepower, the
mechanical limit of the engine restricted gearing. At ambient
temperatures above 100°F the available engine power must be
restricted to 1925°F turbine inlet temperature, the
thermodynamic limit of the engine.
Other power advantages of the engine is that approximately

1,250 shaft horsepower can be obtained at altitudes up to 15,000
feet during standard day ambient conditions. This then provides
an even greater constant power output over a wide range of
ambient temperatures and pressures, thereby greatly improving Notes:
the aircraft performance capability.
The airframe and engine operating limits must be maintained by

pilot monitoring of the engine hydromechanical type torquemeter
signal, gas producer rotational speed and measured gas power
turbine inlet temperature.
Design And Output Capabilities T53-L-703 Performance Ratings Page 2-20

T53-L-703 Performance Ratings
Sea Level, Static, Standard Day Conditions
(203 sq. in. Exhaust Area)
Ratings Shaft Gas Producer Output Shaft Specific Fuel Gas Producer Measured
Horsepower Rotor Speed RPM Consumption Turbine Power
SHP Speed RPM LB/SHP/HR Inlet Turbine Inlet
o
(Minimum) (Maximum) (Maximum)
o
Temperature Temperature F
F (Maximum) (Estimated)
Illustration
MIilitary 1800 * * 26,400 6634 .568 1925 1565
(Thermodynamic)
Normal 1500 * * 25,440 6634 .595 1805 1465
ATM818-019
(Therodynamic)
(1) 1485 25,400 6634 .596 1800 1460
(2) 1300 24,900 6170 .620 1730 1400
75% NRP 1125 24,300 5870 .650
60% NRP 900 23,580 5435 .703
Flight Idle * 150 max. 18,100 0-6650 260 lb/hr

(Range)
Ground Idle * 40 max. 13,100 0-6650 160 lb/hr
(Range)
ATM818-019
Design And Output Capabilities T53-L-703 Performance Ratings Page 2-21

PERFORMANCE RATING T5317
The engine is rated at takeoff power of 1,500 shaft horsepower
and a maximum continuous of 1,350 shaft horsepower at sea
level standard day conditions (59°F ambient) are based on the
engine mechanical limits. The power available is restricted which
describes the mechanical and thermodynamic limits at sea level
altitude for various ambient temperatures.
Below an ambient temperature of 97°F, the available takeoff

power is restricted by the mechanical limit (pilot monitored) of
the power transmission system, resulting in constant available
power with decreasing ambient temperature.
The ratings and limits are maintained by pilot monitoring of the

engine hydromechanical type torquemeter signal and, in some
cases, gas producer rotational speed or exhaust gas temperature.
Notes:
Design And Output Capabilities Performance Rating T5317 Page 2-22

Performance Rating Chart
( LYCOMING MODEL T5317 )
PERFORMANCE RATINGS AT STANDARD SEA LEVEL STATIC CONDITION
(No Air Extraction, 203 sq. in. exaust nozzle for low jet thrust, no power retraction)
Sh a ft -Ho rse Gas O pt imum Max . S pec i f ic Ra t e d Ga s M e a s ur e d

Powe r P r o duc er O ut put O ut put F uel C on - Producer Rated
(m i n .) Ro to r S peed S haf t S haf t s umpt ion Tu r b. I n l e t E x h a u s t Gas
SHP RPM RPM S peed lb/ s hp/ hr Te m p o F Te m p o F
Ratings
(max . ) RPM ( max . ) . (max.) . (max.) .
Takeoff 1500 2 5, 400 6450 6600 0. 594 1805 1130
Maximum
Continuou s 1350 2 5, 050 Illustration
6210 6600 0. 610 1745 1095
90% max.
Continuou s
75% max.
1215 2 4, 610
ATM818-021
5980 6600 0. 630
Continuou s 1012 2 3, 870 5635 6600 0. 674
Flight Idl e 0 1 7, 100 0- 6650 6650 225 lb/ h r

(no load) ( max ) range
Ground I d l e 4 0 m a x. 1 7, 100 0- 6650 6650 153 lb/ h r

range
100% Ga s Pro d u ce r Sp e e d = 2 5, 150 r pm

100% Ga s Pro d u ce r Sp e e d = 6 572 out put s haf t r pm = 21, 075 power t ur bine r p m
ATM818-021
Design And Output Capabilities Performance Rating T5317 Page 2-23

REVIEW The accessory drive system provides drives for what two
gearboxes?
• Identify the engine design features The T5313 series engine is flat rated (not to exceed
• Describe the major sections and directional references airframe capabilities) at 1100 SHP and can be obtained at
• Identify the engine station locations altitudes up to 10,000 feet on what type of day?
• Describe the N1 and N2 systems and main bearing Refer to page 2-18 for the answer to this question.
locations
• Describe the accessory drives
• Describe performance ratings at standard sea level static
conditions
In what direction does the Power Turbine rotate?
What is the station location that identifys the airflow path

at the mating flange of the air diffuser and combustor
housing?
The forward end of the power shaft is supported by what

main bearing?
The area in the engine between the fifth-stage axial

compressor stator vanes and the leading edge of the
centrifugal compressor is know as what station location?
Design And Output Capabilities Review Page 2-24

CHAPTER 3—ENGINE
COMPONENTS
OBJECTIVES
• Identify the components of each main engine assembly
• Identify the purpose of each main engine assembly
Notes:
Engine Components Objectives Page 3-1

DESCRIPTION OF ENGINE MAJOR housing, allows for adjustment of the torquemeter boost oil
pressure.
ASSEMBLIES
ACCESSORY DRIVE GEARBOX ASSEMBLY
The accessory drive gearbox assembly is mounted at the 6-
Output Reduction Carrier And Gear Assembly o'clock position on the exterior of the inlet housing. It is driven
The output reduction carrier and gear assembly is mounted at the through a shaft and gearing from the compressor forward shaft.
front of the inlet housing. It consists of the support housing, The power-driven rotary (oil) pump, oil filter, fuel control,
carrier assembly, three planetary gear assemblies, a torquemeter compressor rotor tachometer generator, and the starter-
assembly, and output gearshaft. The sun gearshaft drives the generator are mounted on the gearbox. A chip detector drain plug
three planetary gears mounted on the carrier and gear assembly, is installed in the bottom of the gearbox.
which in turn drives the output gearshaft.
Inlet Housing Assembly

The inlet housing assembly is divided into two principal areas.The
outer housing, supported by six hollow support struts, forms the
outer wall of the air inlet area and houses the anti-icing annular.
The inner housing forms the inner wall of the air inlet area. The
inlet housing assembly encloses the output reduction carrier and Notes:
gear assembly, the oil transfer support assembly, and the
accessory drive, carrier assembly. The torquemeter valve and
cylinder and the variable inlet guide vane assembly are mounted
within the inlet housing. The inlet housing also provides mounting
for the overspeed governor and tachometer drive assembly, and
the accessory drive gearbox assembly.
Overspeed Governor And Tachometer Drive Assembly

The overspeed governor and tachometer drive assembly, is
mounted at the 1O-o'clock position on the exterior of the inlet
housing and is driven through shafts and gearing from the power
shaft. The drive assembly provides mounts and drives for the
power turbine tachometer generator, the power-driven rotary
(torquemeter booster) pump. The drive assembly also drives the
fuel control power turbine governor and incorporates a strainer
and metering cartridge for lubrication of the drive gear train. A
torquemeter relief valve, located on the upper portion of the
Engine Components Description Of Engine Major Assemblies Page 3-2

Engine Major Assemblies
Second
No. 2 Bearing GP
Package Nozzle
First
Overspeed Governor GP
and Tachometer Drive Turbine
First Gas Producer
Oil Transer Upper Compressor Air GP Cylinder
and Impeller Housing Diffuser Nozzle Second GP
Support
Accessory Turbine
Compressor
Reduction Drive
Rotor Assembly
Carrier Carrier
Inlet
Housing
Illustration
ATM818-028 Lower Compressor
and Impeller Housing
N1 Accessory Gearbox
ATM818-028

COMPRESSOR AND IMPELLER HOUSING ASSEMBLIES
The compressor and impeller housings consist of two halves. The
housings enclose the compressor rotor assembly. An air-bleed
connecting manifold provides a flow path for bleed air from the
diffuser housing to the air-bleed adapter assembly. The adapter
assembly is located on a port in the upper half of the impeller
housing. Customer air can be extracted from this adapter
assembly. An interstage bleed actuator assembly is mounted on
the right side of the impeller housing.
AIR DIFFUSER HOUSING

The air diffuser housing conducts air from the compressor to the
combustion chamber. It supports the rear bearing (compressor
rotor rear bearing) housing, the first stage gas producer nozzle,
the second stage gas producer nozzle, and the second stage gas
producer cylinder. Air is bled from the aft face of the diffuser
vanes, through a connecting manifold, to supply anti-icing and
customer bleed air.
Notes:

Engine Major Assemblies
Second
No. 2 Bearing GP
Package Nozzle
First
Overspeed Governor GP
and Tachometer Drive Turbine
First Gas Producer
Oil Transer Upper Compressor Air GP Cylinder
and Impeller Housing Diffuser Nozzle Second GP
Support
Accessory Turbine
Compressor
Reduction Drive
Rotor Assembly
Carrier Carrier
Inlet
Housing
Illustration
ATM818-028 Lower Compressor
and Impeller Housing
N1 Accessory Gearbox
ATM818-028

COMBUSTOR TURBINE ASSEMBLY
The combustor turbine assembly consists of the exhaust diffuser
support cone assembly, fuel manifold assembly, fire shield
assembly, exhaust diffuser assembly, second power turbine rotor
and bearing housing assembly, V-band coupling, atomizing
combustion chamber assembly, second-stage power turbine
nozzle, first-stage power turbine rotor, and first-stage power
turbine nozzle. The power turbine rotor and bearing housing
assembly consists of the turbine disc and blades, the No. 3 and 4
main bearings, the No. 3 main bearing seal, and the No. 3 and 4
main bearing housing. The exhaust diffuser contains hollow struts
through which cooling air is supplied to the No. 3 and 4 main
bearing housing and rear face of the second-stage power turbine
disc. The combustion chamber assembly consists of the
combustion chamber housing and the combustion chamber liner.
Notes:

Combustor Turbine Assembly
Illustration
Exhaust Diffuser
Fire Fuel Support Cone
Second Shield Manifold
Power
Second V-band Turbine
ATM818-029
PT Exhaust
First Assembly Diffuser
Nozzle
PT First Combustion
Nozzle Power Chamber
Turbine
ATM818-029

EXTERNAL COMPONENTS LEFT SIDE • Exhaust Thermocouple
- Flexible harness, 6 probs, each probe consists of 2
VIEW thermocouples, connected in parallel by an adapter
plug
• Fuel Flow Divider
This lesson is to prepare the student to be able to perform
diassembly and assembly procedures that are to follow and also - Directs fuel flow to the primary and secondary portion
to acquaint you with the components. of the main fuel manifolds
• Lead And Coil Assembly
• N2 Accessory Gearbox
- Directs the high voltage from the ignition unit to the
- Driven by the powershaft and provides drive for the four ignitor plugs
overspeed governor, N2 tachometer and the torqueme-
ter boost pump
• Main Electric Connector
- Provides an interface between the engine electrical
components and the aircaft electrical system
• Hot Air Solenoid Valve
Notes:
- Provides anti-icing air for the inlet housing
• Start Fuel Solenoid Valve
- Electrically controlled two position (on-off) valve,
spring loaded closed
• Customer Air-bleed
- Provides engine air for aircraft component use
• Ignition Unit
- Converts low input voltage to high voltage output for
ignitor plugs
• Start Fuel Manifold
- Stainless steel tube directing start fuel to the 2 start
fuel nozzles (left side)
• Ignitor Plug
- Receives high voltage from the ignition unit for engine
start
Engine Components External Components Left Side View Page 3-8

External Components Left Side View
Customer Air Bleed
Ignition Unit Start Fuel

Start Fuel Solenoid Valve
Manifold
Igniter
Hot Air Solenoid Valve
Plug
Main Electric Connector
N2 Accessory Gearbox Exhaust

Thermocouple
Illustration
ATM818-023
Fuel Flow Divider
Lead and Coil
T1 Sensing Unit Assembly
Oil Pump
N1 Fuel Control
Oil Filter Accessory
Gearbox Emergency
Fuel Transfer Solenoid
ATM818-023
Torquemeter
Boost Pump

EXTERNAL COMPONENTS LEFT SIDE
VIEW
• Fuel Control
- N1 driven, fuel regulator
• Emergency Fuel Transfer Solenoid
- Repositions the changeover valve by servo fuel pres-
sure
• Torquemeter Boost Pump
- Duel element gerotor type eccentric pump, one pres-
sure element and one scavenge
- Located at the 6 o’clock position on the inlet housing
• Oil Filter Notes:
- Filters all the oil passing to the engine
• Oil Pump
- Dual sliding vane type pump, one element supplies oil
pressure, the other element will scavenge the oil
• T1 Sensing Unit
- Monitors inlet air temperature and programs fuel con-
trol to deliver fuel at a rate relative to ambient temper-
ature

External Components Left Side View
Customer Air Bleed
Ignition Unit Start Fuel

Start Fuel Solenoid Valve
Manifold
Igniter
Plug
Main Electric Connector
N2 Accessory Gearbox Exhaust

Thermocouple
Illustration
ATM818-023
Fuel Flow Divider
Lead and Coil
T1 Sensing Unit Assembly
Oil Pump
N1 Fuel Control
Oil Filter Accessory
Gearbox Emergency
Fuel Transfer Solenoid
ATM818-023
Torquemeter
Boost Pump

EXTERNAL COMPONENTS RIGHT • Ignition Lead
- Transmits high voltage from the ignition unit to the 2
SIDE VIEW ignitor plugs (right side)
Identification and Location

The components of the engine found on the right side view are
the:
• Exhaust Thermocouple
- Flexible harness, 6 probes, each probe consists of 2
thermocouples, connected in parallel by an adapter
plug
• Fuel Manifold
- Directs fuel flow to the 22 dual orifice atomizing noz-
zles during engine operation
• Purge Air Check Valve
Notes:
- Purges start fuel manifolds and start fuel nozzles after
engine start
• Customer Power Take-off
- Mount pad for airframe component use
• Gearbox Vent
- Vents gearbox overboard
- Located at the 6 o’clock position on the inlet housing
• Variable Inlet Guide Vane Actuator
- Positions inlet guide vanes as a function of N1 speed
• Interstage Air-bleed Actuator
- Facilitates compressor rotor acceleration and prevents
engine surges
Engine Components External Components Right Side View Page 3-12

External Components Right Side View
Exhaust
Thermocouple Purge Air
Check Valve
Fuel
Manifold
Customer
Power
Take-Off
Illustration
ATM818-025
Ignition Lead
Interstage Air-Bleed
Gearbox Vent
Actuator
N1 Accessory
Gearbox
Variable Inlet Guide
Vane Actuator
ATM818-025
Engine Components External Components Right Side View Page 3-13

EXTERNAL COMPONENTS RIGHT
SIDE VIEW T53-L-703/T5317
Conversion of the T5313B to T53-L-703 and T5313B to T5317
configuration.
• MGT Lead
- Provides measured gas temperature signal to the air-
craft gauge
• MGT Junction Box
- Contains three circuits of foue thermocouples each to
provide the operator a more direct indication of engine
temperature signal
• Impeller Housing
- Replaces the magnesim housing with a stainless steel
Notes:
housing, provides a greater strength and resistance to
ettosion and corrosion. A one pice customer air-bleed
pad accommodates the new stainless steel upper
impeller housing.
Engine Components External Components Right Side View T53-L-703/T5317 Page 3-14
External Components Right-Side View
T53-L-703/T5317 Series
Impeller Housing
MGT Junction Box
Illustration
ATM818-026
MGT Lead
ATM818-026
Engine Components External Components Right Side View T53-L-703/T5317 Page 3-15
ENGINE COMPONENTS AND
LOCATIONS
The components of the engine found on the cutaway view are
the:
• Reduction Gear Carrier

• Torquemeter Assembly
• Inlet Housing
• Axial Compressor
• Power Shaft
• Centrifugal Compressor
• First GP Nozzle
• First GP Turbine Notes:
• Second GP Nozzle
• Second GP Turbine
• First PT Nozzle
• First PT Turbine
• Second PT Nozzle
• Second PT Turbine
• Main Fuel Nozzle
• Exhaust Diffuser
• Combustor Liner
• Air Diffuser
• Fuel Control
• Reduction Sun Gear
• Output Helical Gearshaft
Engine Components Engine Components And Locations Page 3-16

Engine Components And Locations
Second Second First
First GP GP PT
PT Second Power
Nozzle Nozzle Nozzle
Nozzle Turbine
First Second First
GP GP Power
Main Fuel
Centrifugal Turbine Turbine Turbine Exhaust
Nozzle
Compressor Diffuser
Inlet Axial
Power
Housing Compressor
Shaft
Torquemeter
Assembly
Reduction
Gear
Illustration
Carrier
ATM818-027
Output Helical
Gearshaft Combustor Liner
Reduction Air Diffuser

Sun Gear
Fuel ATM818-027
N1 Accessory Control
Gearbox

OUTPUT REDUCTION CARRIER AND SUN • Sun Gear
- Transmits power from the power shaft to the three
GEARSHAFT planetary gears for RPM reduction

The components of the engine found on the Output Reduction
Carrier and Sun Gearshaft are the:
• Oil Transfer Tubes

- 3 tubes that provides lubrication oil to the reduction
gearing
• Oil Strainer
- Last chance strainer for lubrication of the reduction
gearing
• Output Reduction Gear Carrier
- Consists of three two step helical planetary gears with
Co-axial input and output shafts Notes:
• Seal Rings
- Cast iron sealing rings (four) seals a chamber around a
moveable plate, and part of the stationary torquemeter
cylinder
• Sun Gear Retaining Bolt
- Secures the aft end of the sun gear to the forward end
of the power shaft
• Bolt Retainer And Lock Cup
- Secures the sun gear retaining bolt after torqueing the
bolt
• Vespal Washer
- Convex of vespel washer provides end float for sun
gear

Output Reduction Carrier And Sun Gearshaft
Output Reduction Gear Carrier
Seal Ring (2)
Oil Strainer
Seal Ring (2)
Oil Transfer
Tubes (3)
Illustration
ATM818-031NT
Sun Gear Sun Gear
Retaining Vespal
Bolt Washer
Bolt Retainer
and Lock Cup
ATM818-031NT

OUTPUT GEARSHAFT SEAL
The components of the engine found on the Output Gearshaft
Seal are the:
• Output Shaft Seal Housing

- Contains the carbon seal
• Seal
- Carbon, axial positive contact type
• Spacer Ring
- Positions seal in relationship to face plate
• Face Plate
- Seal runner
• Output Reduction Gear Carrier Assembly
Notes:
Maintenance Tip: To correct oil leaks at the output gearshaft seal
area, the carbon seal, face plate and O’rings must be replaced.

Output Gearshaft Seal
Output
Reduction
Gear Carrier
Assembly
Spacer
Face
Ring
Plate
Output Shaft
Illustration
Seal
Seal Housing
ATM818-032NT
ATM818-032NT

INLET HOUSING ASSEMBLY
The components of the engine found on the Inlet Housing
Assembly are the:
• Customer Power Takeoff Pad Cover

- Provitions for driving and lubricating component for
customer use
• Inlet Housing
- Divided into two principal areas known as the outer
housing and the inner housing, separated by six hollow
support struts
• Torquemeter Cylinder
- Provides a chamber for the torquemeter system and is
mounted in the foward inner flange of the inlet housing
Notes:
• Torquemeter Valve Shim
- Maintaines the position of the torquemeter valve in the
torquemeter cylinder
• Torquemeter Valve
- Spring loaded closed and contains system strainer

Inlet Housing Assembly
Customer Power
Takeoff Pad Cover
ATM818-033
Torquemeter Valve
Torquemeter
Valve Shim
Inlet
Torquemeter
Housing
Cylinder
ATM818-033

OIL TRANSFER SUPPORT AND ACCESSORY DRIVE
CARRIER ASSEMBLY
The components of the engine found in the Inlet Housing
Assembly are the:
• Oil Transfer Support

- Directs and distributs forced-feed spray lubrication oil
to the reduction gears and the three oil transfer tubes
• Accessory Drive Carrier
- Supports N1 and N2 drive gears. N1 bevel driven by
the compressor pinion gear, N2 power is transmitted to
the overspeed governor and tachometer drive gearbox
• Oil Transfer Tube
- Directs oil from the accessory drive carrier to the sup-
port bearing housing for spray lubrication of the No. 1 Notes:
bearing and pinion gear

Oil Transfer Support And Accessory Drive
Carrier Assembly
Oil Transfer Support

Accessory Drive Carrier
Illustration Oil Transfer Tube
ATM818-034NT
ATM818-034NT

POWER SHAFT SPUR GEAR AND BEARING
SUPPORT HOUSING
The components of the engine found in the Inlet Housing
Assembly are the:
• Power Shaft Spur Gear

- Transmits power from the power shaft to the over-
speed governor and tachometer drive gearbox
• Snap Ring
- Positions the power shaft spur gear in place on the
power shaft
• Bearing Retaining
- Retains the No. 21 bearing in the support housing and
provides a pinch on the outer race of the No. 21 bear-
ing Notes:
• No. 21 Bearing
- Roller type bearing and supports the forward end of
the power shaft
• Bearing Support Housing
- Bolted to the inner flange of the inlet housing and sup-
ports the forward end of the power shaft and No. 21
main bearing
• Power Shaft
- Transmits power from the power turbine section to the
reduction gear carrier assembly

Power Shaft Spur Gear And Bearing Support Housing
No. 21
Bearing
Snap
Ring
Bearing
Illustration
Power Shaft Retaining
Spur Gear
ATM818-035NT
B
Power
Bearing Support Housing Shaft
ATM818-035NT

ACCESSORY DRIVE GEARBOX ASSEMBLY
The components of the engine found on the Inlet Housing
Assembly are the:
• Accessory Drive Gearbox

- Mounted on the inlet housing at the 6 o’clock position
and driven by the N1 system. Has mounting pads for
the N1 tachometer, starter generator, fuel control,
main oil pump and the oil filter
• Strainer
- Strains all scavenge oil entering into the gearbox from
the inlet housing through the 6 o’clock strut
• Accessory Gearbox Drive Shaft
- Transfers rotational drive from the starter generator
during engine starts and transfers rotational drive to Notes:
the compressor pinion during normal engine opera-
tions and drives all N1 accessorys

Accessory Drive Gearbox Assembly
Accessory Gearbox
Drive Shaft
Strainer
Illustration
ATM818-036
Accessory
Drive
Gearbox
ATM818-036

ACCESSORY DRIVE GEARBOX MOUNTING PADS • Garlock Seal
AND SEALS - Lip seal for the starter generator
• Seal Housing
Identification and Location - Removable housing to aid in removal and installation of
The components of the Accessory Drive Gearbox are the: the starter generator seal
• Fule Control Pad Seal
• Accessory Gearbox Pressure Tap
- Lip seal, seals fuel control drive gear
- Oil pressure transmitter connected to gearbox
• Seal Housing
• Gearbox Vent
- Removable housing to aid in removal and installation of
- Air-oil separator vents air overboard through vent
the fuel control seal
• N1 Tach Generator Seal
- Lip seal
• N1 Tach Generator Seal Housing
- Removable housing to remove and replace lip seal
• Fuel Drain Connector Notes:
- Fuel draining from the VIGV actuator drains into the
gearbox housing internal passages and is drained over-
board
• Oil Pump Mount Pad
- Mounting pad for the main oil pump
• Oil Filter Mount Pad
- Mounting pad for the main oil filter
• Seal Runner
- Runner for the starter generator seal assembly
• Lock Nut
- Nut secures seal runner to the starter drive gear
• Lock Cup
- Secures lock nut after torque

Accessory Drive Gearbox Mounting Pads And Seals
Startor
N1 Tach N1 Tach Generator Seal
Generator Seal Housing Housing
Startor
Seal
Gearbox Seal
Vent Seal
Luck
Runner
Nut
Accessory
Illustration
Gearbox
Pressure
Tap
ATM818-037NT Lock
Cup
Fuel Drain
Connector Oil Filter
Oil Pump Mount Pad
Mount Pad
Fuel Control
Fuel Control Seal Housing
Pad Seal
ATM818-037NT

OVERSPEED GOVERNOR AND • Torquemeter Relief Valve
- The relief valve in the overspeed governor and
TACHOMETER DRIVE ASSEMBLY tachometer drive assembly sets the pump outlet pres-
sure
The components of the Overspeed Governor and Tachometer
Drive Assembly are the:
• Overspeed Governor and Tachometer Drive Shaft

- Directs N2 drive from the power shaft spur gear
through the inlet housing 10 o’clock strut to drive the
overspeed governor and tachometer drive assembly
• Oil Strainer
- Filters all oil entering the overspeed governor and
tachometer drive assembly
• N2 Tach Generator Mount Pad
- N2 tach generator (airframe supplied component) Notes:
delivers N2 speed indication to the aircraft instrument
in the flight deck
• Lip Seal
- Removable of the cover from the overspeed governor
and tachometer drive assembly is required to aid in the
removel and installation of the lip seal
• Overspeed Governor Drive
- Drives the power turbine overspeed governor that is
mounted on top of the fuel control
• Torquemeter Boost Pump Mount Pad
- Drives the torquemeter boost pump, containing the
pressure and the scavenge elements

Overspeed Governor And Tachometer Drive Assembly
Torquemeter Relief
Valve
Oil Strainer
N2 Tach
Generator
Mount Pad
Illustration
Overspeed Governor
and Tach Drive Shaft
N2 Tach
ATM818-039
Generator
Seal
Overspeed
Governor
Drive
Torquemeter Boost
Pump Mount Pad
ATM818-039

COMPRESSOR AND IMPELLER HOUSING
The components of the Compressor and Impeller Housings are
the:
• Compressor Housing
- Serial numbered match set and a structural support
between the inlet housing and the hot section
• Stator Vane
- Divergent type, not a match set item and is bolted to
the ID of the compressor housing
• Impeller Housing
- Serial numbered match set and is shrouded for the
impeller
• Bolt Notes:
• hollow Dowel
- Used to maintain the alignment of the impeller hous-
ings

Compressor And Impeller Housing
Compressor
Housing Impeller Housing
Stator Vane
Bolt
Hollow Dowel
Illustration
ATM818-041
ATM818-041

COMPRESSOR AND IMPELLER HOUSING
T53-L-703/T5317
The components of the Compressor and Impeller Housings for the
T53-L-703/T5317 series are the:
• Customer Air Bleed

- One piece removable
• Centrifugal Compressor Housing (upper)
- Stainless steel, shrouded, matched set housings
• Bolt
• Hollow Dowel
- Used to maintain the alignment of the impeller hous-
ings
Notes:
• Centrifugal Compressor Housing (lower)
- Stainless steel, shrouded, matched set housings

Compressor And Impeller Housing T53-L-703/T5317
Customer Air Bleed
Housing (upper)
Bolt
Hollow Dowel
Illustration
ATM818-042
Housing (lower)
ATM818-042

COMPRESSOR ROTOR ASSEMBLY • Power Shaft
- A shaft within a shaft, the power shaft interfaces the
power turbine rotors to the reduction carrier assembly
The components of the Compressor Rotor Assembly are the: • Rear Stub Shaft
- Secured to the aft end of the compressor rotor and
• First Stage Compressor Disc provides support for the two GP Turbine Rotors
- Made of stainless steel and is secured to the forward
end of the compressor rotor
• Spring Pin
- Used for blade retention and the pin is replaceable, the
same part number pin for all 5 stages
• Locking Plate
- Used for blade retention in the disc, one time use item,
the same part number locking plate for all 5 stages
• First Stage Blades
- Total number of blades is 31 for the first stage Notes:
• Compressor Rotor
- Constructed as a one piece type drum
• Second Stage Blades
- Total number of blades is 34 for the second stage
• Third Stage Blades
- Total number of blades is 34 for the third stage
• Fourth Stage Blades
- Total number of blades is 36 for the fourth stage
• Fifth Stage Blades
- Total number of blades is 38 for the fifth stage
• Centrifugal Impeller
- A two piece hollowed out impeller rotor and is secured
to the aft end of the compressor rotor

Compressor Rotor Assembly
First Stage Compressor

Compressor Disc Rotor
Centrifugal
Impeller
Spring Pin
Illustration
Locking Plate Fifth Stage Blades
Fourth Stage
First Stage Third Stage Blades
Blades Second Stage Blades
Blades
ATM818-044
Power
Shaft
Rear Stub Shaft
ATM818-044

COMPRESSOR ROTOR ASSEMBLY BLADE
REMOVAL
When removing the compressor housing, only one half of the
compressor housing will be removed, the other half will remain
bolted due to the compressor housings are structural supports.
First stage rotor blades are removed rearward. Second through

fifth stage rotor blades of compressor rotor subassembly are
removed in a forward direction.
Insert drift through the front of the inlet housing and through
inlet guide vane to contact base of damaged first stage rotor
blade. Inlet guide vanes may be moved as necessary to facilitate
blade removal. Remove and discard locking plate after blade
removal. Remove and replace pin if damaged.
Notes:
When a damaged first stage rotor blade is to be replaced, the
16th blade located counterclockwise from the damaged blade
location as viewed from the rear of the first stage rotor disc must
be replaced to maintain proper rotor balance.
Up to 10 sets of blades may be replaced if damage is limited to 10

sets or less. If more than 10 blade sets are damaged, replace all
blades of the first stage.
When a damaged second through fifth stage rotor blade is to be

replaced by a field replacement blade, the blade located 180
degrees diametrically opposite to the damaged blade must also
be replaced to maintain proper rotor balance.
There is no limit to the number of blade sets that may be

replaced. If more than six sets of blades are replaced, an engine
vibration check shall be performed.

Compressor Rotor Assembly Blade Removal
Second Through Fifth

Stage Blades are
Removed Forward
First Stage
Blades are
Removed Aft
Illustration
ATM818-045NT
ATM818-045NT

AIR DIFFUSER AND NO. 2 BEARING • No. 2 Bearing Housing
- Lubricates the bearing and directs cooling air for the
ASSEMBLY first gas producer rotor
• Shouldered Stud
• No. 2 Bearing Outer Race
The components of the Air Diffuser and No. 2 Bearing Assembly
are the: - located in the bearing housing
• No.2 Bearing Retaining Plate
• Air Diffuser Housing
- Functions as an oil nozzle to spray oil to the undercuts
- The housing is a structural support for the aft end of of the seal runners and lubricate the bearing
the compressor shaft
• Aft Seal Runner
• Strainer
- Running surfice for carbon element, cooled by oil
- Last chance strainer that filters all the oil for the No. 2 directed to the undercuts of the runner
bearing
• Gasket
- Metal (brass) crush type
• Forward Seal Notes:
- Carbon segmented seal, pressurized by buffered air
• Forward Seal Runner
- Running surfice for carbon element, cooled by oil
directed to the undercuts of the runner
• Spacer
- Used by the bearing manufacture for tolerance fit
• Retaining Ring
- Retains forward seal and spacer in the air diffuser
housing
• No.2 Bearing
- Roller type bearing, supporting a radial load and the aft
end of the compressor shaft
• Metal o’rings

Air Diffuser And No. 2 Bearing Assembly
No. 2
Bearing Aft Seal Housing
Retaining Retaining
Ring Plate Seal
Shouldered
Metal Retaining Housing
Stud
Forward
Metal O’ring Ring Aft Seal
Air Diffuser Seal
Housing O’ring
Runner
Forward No. 2
Seal Spacer Bearing
Illustration Aft
ATM818-046 No. 2 Metal Seal

Strainer Runner
Bearing O’ring
Metal
Outer
O’ring
Race
No. 2
Bearing
Housing
Gasket
ATM818-046

• Retaining Ring
- Retains aft seal in the seal housing
• Aft Seal
- Carbon segmented seal, pressurized by buffered air
• Seal Housing
- Contains the aft seal assembly
Notes:

Air Diffuser And No. 2 Bearing Assembly
No. 2
Bearing Aft Seal Housing
Retaining Retaining
Ring Plate Seal
Shouldered
Metal Retaining Housing
Stud
Forward
Metal O’ring Ring Aft Seal
Air Diffuser Seal
Housing O’ring
Runner
Forward No. 2
Seal Spacer Bearing
Illustration Aft
ATM818-046 No. 2 Metal Seal

Strainer Runner
Bearing O’ring
Metal
Outer
O’ring
Race
No. 2
Bearing
Housing
Gasket
ATM818-046

AIR DIFFUSER AND NO. 2 BEARING
ASSEMBLY T53-L-703/T5317
The components of the Air Diffuser and No. 2 Bearing Assembly
T53-L-703/T5317 series are the:
• Air Diffuser
- Reworked to increase air flow for the cooling of the gas
producer rotor blades
• Screw
- Replaces the old shouldered studs
• No.2 Bearing Outer Race
- To provent the rotation of the outer race of the No. 2
bearing the race is pinned
• No. 2 Bearing Housing Notes:
- Reworked to provide an increased airflow through the
housing for cooling air for the gas producer turbine
blades
• No. 2 Bearing Retaining Plate
- Reworked to allow the increased airflow for gas pro-
ducer turbine blade cooling

Air Diffuser And No. 2 Bearing
Assembly T53-L-703/T5317
Screw
Air Diffuser
A
A
No. 2 Bearing Outer Race
Illustration No. 2 Bearing
ATM818-047
Retaining Plate
No. 2 Bearing
Housing
ATM818-047

GAS PRODUCER NOZZLE AND FIRST STAGE • Retention Nut
- Secures the first GP rotor to the aft end of the com-
TURBINE pressor shaft

The components of the Gas Producer Nozzle and First Stage
Turbine are the:
• Outer Curl
- Turns the combustion gases 180 degrees and directs
them into the first GP nozzle
• First GP Nozzle
- Convergent type nozzle, directs the high velocity air to
the first GP rotor
• Sealing Ring
- Maintains an air cavity between the No. 2 bearing
housing and the first GP turbine disc and directs cool- Notes:
ing air for the turbines and spacer
• Shim
- Maintains an axial clearance between the first GP noz-
zle and the first GP rotor
• Forward Cone
- Aligns the first GP rotor on the compressor stub shaft
• Bolts
- 6 bolts used to secure the second GP rotor to the first
GP rotor
• First GP Rotor
- extracts works from the hot gases and is mounted on
the aft end of the compressor shaft
• Lock Cup
- Secures the retention nut after torquing

Gas Producer Nozzle And First Stage Turbine
First
Outer
GP Bolts
Curl
Nozzle
Shim Lock Cup
Illustration Retention Nut
Forward
ATM818-049NT Cone
First
GP
Rear
Cone
Sealing
Rotor
Ring
ATM818-049NT

GAS PRODUCER NOZZLE AND FIRST STAGE
TURBINE T53-L-703/T5317
The components of the Gas Producer Nozzle and First Stage
Turbine for the T53-L-703/T5317 series are the:
• First GP Nozzle
- Incorporats inserts in each vane to promote greater
cooling and an overbridge designed to relieve thermal
loading of the cylinder area
• Sealing Ring
- Creates a swirling motion of air tangential to the first
rotor to reduce pumping losses and minimizing cooling
temperatures.
• Sealing Disc Notes:
- Allows greater airflow to the first GP rotor
• Spacer Ring
- Pilots sealing disc to first GP rotor interference fit
match marked after balance
• First GP Rotor
- Incorporates new air cooled blades, sealing disc and
spacer ring
• Rotor Blades
- Incorporates internal cooling and new material to
increase strength and resistance to high temperature
and sulfidation
• Retaining Ring
- Functions to retain blades in rotor disc

Gas Producer Nozzle And First Stage Turbine
T53-L-703/T5317
Rotor
Blades
Sealing Spacer
Ring Ring
Illustration
ATM818-050 Retaining
Ring
First
Sealing GP
First Disc Rotor
GP
Nozzle
ATM818-050

GAS PRODUCER 2ND NOZZLE AND • Locating Pins
- Aligns and locates the gas producer cylinder, shim to
TURBINE ASSEMBLY the first GP nozzle
• Retaining Plates
- Secures locating pins in place
The components of the Gas Producer 2nd Nozzle and Turbine
Assembly are the: • Sealing Rings
- Provides sealing between the gas producer and the
• Shim power turbine sections and preventing leakage of sec-
- Maintains axial clearance between the first GP rotor ondary air from bleeding into the exhaust flow
and the second GP nozzle
• Retaining Ring
- Allows the second GP nozzle to float in the retainer ring
and the ring is mounted to the first GP nozzle
- Floating type nozzle, requires at least one shim under
it, vanes are drilled to allow cooling air into the nozzle Notes:
diaphram.
• Sealing Ring
- Prevents gas leakage between the second GP nozzle
and the gas producer cylinder
• Spacer
- Installed to maintain a nominal distance between the
first and second GP rotors also directs cooling air
between both rotors
• Second GP Rotor
- Used to assist the first GP rotor in extracting thermal
energy from the hot gases to drive the accessorys and
compressor
• Gas Producer Cylinder
- Bolted to the first GP nozzle and encloses the second
GP rotor to maintain proper tip clearance

Gas Producer 2nd Nozzle And Turbine Assembly
Gas Producer Cylinder
Second Second
GP GP Rotor Sealing Rings
Retainer Nozzle
Ring
Shim
Illustration
ATM818-051NT Retaining Plates
Spacer
Locating Pins
Sealing
Ring
ATM818-051NT

GAS PRODUCER 2ND NOZZLE AND
TURBINE ASSEMBLY T53-L-703/T5317
The components of the Gas Producer 2nd Nozzle and Turbine
Assembly for the T53-L-703/T5317 series are the:
- Reworked to accommodate the sealing disc, labyrinth
seal located on the ID of the nozzle was replaced with
felt metal in order to get a positive air seal between
the two GP turbines
• Spacer
- Accommodates sealing disc
• Sealing Disc
- Functions to ensure an even distribution of cooling air Notes:
over the forward face of the second GP rotor
• Gas Producer Rotor
- Incorporates new GP blades, spacer and sealing disc
• Rotor Blades
- The new blades incorporates a new material to
increase by threefold the stress rupture life of the
blades

Gas Producer 2nd Nozzle And Turbine
Assembly T53-L-703/T5317
Rotor Blades
Second GP Nozzle
Illustration
ATM818-052
Second GP Rotor
Spacer
Sealing Disc
ATM818-052

COMBUSTOR TURBINE ASSEMBLY • Locating Pin
- 3 each, locates the two shims, retaining ring to the
chombustor housing
The components of the Combustor Turbine Assembly are the: • Spacer
- Installed to maintain a nominal distance between the
• Exhaust Diffuser first PT rotor and the second PT rotor
- A structural support for the power turbine section and • First PT Rotor
provides a path for the hot gases to be exhausted to
- Bolted and secured to the second PT rotor and extracts
the atmosphere
thermal energy for power output
• Second PT Rotor Assembly
• Sealing Flange
- Consists of No.3 and 4 bearing package that supports
- Aids in directing cooling air
the aft end of the power turbine section
• Metal Gasket
- Used to seal the first PT rotor to the second PT rotor,
one time use item
• Combustion Chamber Housing Notes:
- Stainless steel construction, houses combustor compo-
nents and turbine section
• Shim
- Maintains axial clearance between the second PT noz-
zle and the first PT rotor
• Retaining Ring
- Allows the second PT nozzle to float in the retainer ring
the ring is mounted to the combustor housing inner
flange
• Second PT Nozzle
- Floating type nozzle, requires at minimum of one shim
under the retaining ring and nozzle
• Shim
- Maintains the axial clearance between the first PT noz-
zle and the first PT rotor

Combustion Chamber
Housing
Second Retaining
Shim
First P T Locking PT Ring
Locating
Nozzle Plate Nozzle
Pin
Shim
Bolt
Locking Plates
Illustration Spacer
ATM818-169NT
First P T
Rotor
Sealing
Flange
Metal Gasket
Exhaust Diffuser
Second P T
Rotor Assembly
ATM818-169NT

• Locking Plate Bolts
- 3 each, secures the bolts after they have been torqued
• Bolts
- 6 each, numbered to maintain the integrity of the bal-
ance of the power turbine section
• First PT Nozzle
- Convergent type nozzle, directs the high velocity air to
the first PT rotor
• Locking Plates
- 11 lock plates, one is smaller for the offset hole used
for proper nozzle alignment
Notes:

Combustion Chamber
Housing
Second Retaining
Shim
First P T Locking PT Ring
Locating
Nozzle Plate Nozzle
Pin
Shim
Bolt
Locking Plates
Illustration Spacer
ATM818-169NT
First P T
Rotor
Sealing
Flange
Metal Gasket
Exhaust Diffuser
Second P T
Rotor Assembly
ATM818-169NT

COMBUSTOR TURBINE ASSEMBLY T53-L-
703/T5317
The components of the Combustor Turbine Assembly of the T53-
L-703/T5317 series are the:
• MGT Harness
- Individual probes, 6 inner, 6 outer connected in parallel
and directs reading to the flight deck
• First PT Nozzle
- Redesigned to accept the MGT harness
• First PT Rotor
- Incorporates new blade material to increase strength
and corrosion resistance
• Bracket Notes:
- Used to retain the MGT harness on the first PT nozzle
• Plate
- Used in place for those engines that do not require a
MGT harness
• Spacer
- Located between the first and second PT rotors, new
material change
• Second PT Rotor
- Incorporates new disc material and has an inertially
bonded rear shaft

Combustor Turbine Assembly T53-L-703/T5317
First PT Nozzle First PT Rotor
Illustration
ATM818-053
A Spacer
Plate
MGT Bracket
MGT Harness
Second PT Rotor
ATM818-053

COMBUSTOR TURBINE ASSEMBLY • V-Band
- Attaches the aft support cone to the combustor hous-
Identification and Location ing
The components of the Combustor Turbine Assembly are the:
• Combustion Liner
- Mounted internally in the combustion housing, reverse
flow,external atomizing type design
• Spacer
- Aligns and possitions combustion liner in the housing
• Oil Transfer Tub
- Top tube provides lubricating oil for the bearing pack-
age and the bottom routs scavenge oil from the bear-
ing package to the accessory gearbox.
• Fire Shield
- Isolates fuel system from the combustion chamber Notes:
• Fitting (top)
- Delivers lubricating oil to the bearing package and the
bottom fitting will direct scavenge oil from the bearing
package
• Oil Strainer
- The last time the oil will be filtered before lubricating
the bearings
• Fuel Manifold
- Milled dual-flow channel type manifold with 11 dual
orifice atomizers for each manifold half, right and left
manifolds are interchangeable
• Aft Support Cone
- Aids in supporting the exhaust diffuser and provides a
mounting bracket for the fuel flow divider at the 6
o’clock position

Aft Support V-band

Cone
Fuel
Oil Fitting Manifold
Fire Shield Strainer
Oil Transfer Tube
Spacer
Combustion Liner
Illustration
ATM818-170NT
Fitting
Oil Transfer Tube
ATM818-170NT

COMBUSTOR TURBINE ASSEMBLY T53-L-
703/T5317
The components of the Combustor Turbine Assembly for the T53-
L-703/T5317 series are the:
• Combustion Chamber Liner

- Modified at the mating surface of the first GP nozzle to
improve the seal and to reduce the loss of film cooling
air
• Exhaust Diffuser
- Added offset hole to accommodate the MGT harness
lead
• Fire Shield
- Reworked to accommodate the MGT harness lead Notes:
• Rear Support Cone
- Reworked to accommodate the MGT harness lead and
mounting bracket for the MGT junction box

Combustor Turbine Assembly T53-L-703/T5317
Exhaust Diffuser
Combustion Chamber Liner
Illustration
ATM818-054
Rear Support Cone
Fire Shield
ATM818-054

COMBUSTION CHAMBER LINER
The components of the Combustion Chamber Liner are the:
• Combustion Liner
- Reverse flow, external annular atomizing type. Accepts
22 dual orifice atomizers on the swirl cups where fuel is
atomized in the air stream
• Studs
- Liner is mounted to the combustor housing by six
studs 3 soft and 3 hard mounts
• Spacers
- The 3 hard mounts uses a removable spacer and they
are located at the #1, #3 and #5 positions on the
combustor liner
Notes:
• Clips
- Secures the six mounting studs on the combustor liner
mounting slots

Combustion Chamber Liner
Combustion Liner
Spacers
Illustration Clips
Hard Studs
ATM818-0171 Clips
Spacers
Spacers
Soft Studs
ATM818-171

POWER TURBINE ROTOR AND BEARING • Forward Impeller
- Provides oil scavenging from the No. 3 bearing area
HOUSING ASSEMBLY
• Sear Housing
Identification and Location - Contains an oil jet to direct cooling oil to the seal run-
ner
The components of the Power Turbine Rotor and Bearing Housing
Assembly are the: • Seal
- Segmented carbon seal
• Second PT Rotor
- Used to assist the first PT rotor in extracting thermal
energy from the hot gases for power output
• Plate
- The plates holes are threded to allow the bolts to
secure the first PT rotor to the second PT rotor
• Seal Runner
- Has the running surface for the carbon seal element
and has an undercut to allow oil to cool the seal ele- Notes:
ment
• Forward Impeller Drive
- Drives the forward impeller scavenge pump
• No. 3 and 4 Bearing Housing
- Mounted on the stub shaft of the second PT rotor
• Oil Transfer Tube
- Connects on one end to the oil boss in the bearing
housing and the other end to the seal housing to spray
oil to the undercut of the seal runner
• No. 3 Bearing Outer Race
- A pinned outer race to prevent spinning
• Bearing Retainer Ring
- Retains No. 3 bearing in the bearing housing

Power Turbine Rotor And Bearing Housing Assembly
Second
Plate Seal
PT Forward
Runner
Rotor Impeller
Drive
No. 3
and 4
Oil
Bearing Bearing
Transfer
Retainer No. 3 Housing
Tube
Seal Housing Ring Bearing
Assembly Outer
Forward Race
Seal
Retaining
Housing Impeller
Deflector Ring
Illustration
Support Seal
ATM818-055
Lock
Nut
Lock
Aft Cover Cup
Impeller
No. 4 Drive Aft
Shim Bearing
Spacer Impeller
No. 3 Bearing
Bearing Retaining
ATM818-055
Ring

• Retaining Ring • Lock Nut
- Snap ring uses to retain the seal in the seal housing - Retains the No.s 3 and 4 bearing package on to the
second PT rotor rear shaft
• Deflector Support
- Directs ambient air to the carbon seal for cooling and
pressurization of the seal, air is also directed to the aft
face of the second PT rotor for cooling
• No. 3 Bearing Inner Race and Rollers
- Roller bearing and supports a radial load
• Spacer
- Maintains a nominal distance between No.s 3 and 4
bearing
• Shim
- Installed forward of the No. 4 bearing outer race to
provide a pinch there by preventing the outer race
from spining
• No. 4 Bearing Notes:
- Ball type, supports an axial load
• Bearing Retaining Ring
- Retains the No. 4 bearing in the bearing housing
• Aft Impeller Drive
- Drives aft impeller scavenge pump
• Aft Impeller
- Provides oil scavenging from the No. 4 bearing area
• Cover
- Seals the aft end of the bearing housing
• Lock Cup
- Secures the lock nut after torquing

Power Turbine Rotor And Bearing Housing Assembly
Second
Plate Seal
PT Forward
Runner
Rotor Impeller
Drive
No. 3
and 4
Oil
Bearing Bearing
Transfer
Retainer No. 3 Housing
Tube
Seal Housing Ring Bearing
Assembly Outer
Forward Race
Seal
Retaining
Housing Impeller
Deflector Ring
Illustration
Support Seal
ATM818-055
Lock
Nut
Lock
Aft Cover Cup
Impeller
No. 4 Drive Aft
Shim Bearing
Spacer Impeller
No. 3 Bearing
Bearing Retaining
ATM818-055
Ring

COMBUSTOR TURBINE ASSEMBLY
INSTALLATION
The components of the Combustor Turbine Assembly are the:
• Shim
- Determines the mean location of the power shaft, 3
shims max
• Power Shaft Bolt
- Secures the power shaft to the power turbine assembly
• Internal Wrenching Nut
- It is a jam nut, prevents the power shaft from moving
• Support Cover
- Provides an oil seal for the aft end of the bearing pack- Notes:
age
• Dust Cover
- It is a heat sheald, keeps exaust heat away from the
baring package to provent heating the oil and the
bearings
• Tab Lock
- Provides a means to lockwire and secure the bolt that
secures the dust cover

Combustor Turbine Assembly Installation
Combustor
Turbine
Assembly
Illustration Shim
Power
Shaft Internal
Wrenching
Support
Cover Dust
Bolt
ATM818-057 Nut Cover
Tab
Lock
ATM818-057

REVIEW What is used to drive the forward impeller scavenge pump
in the PT bearing housing assembly?
• Identify the components of each main engine assembly What component, is used to determine the mean location
• Identify the purpose of each main engine assembly of the power shaft?
How many oil transfer tubes provide lubrication oil to
lubricate the reduction gearing area? What function does the oil transfer support provide?
Refer to page 3-18 for the answer to this question. Refer to page 3-24 for the answer to this question.
To correct an oil leak at the output gearshaft seal area The overspeed governor and tachometer drive assembly is
what components must be replaced? mounted on the inlet housing; at what clock location?
What is the total number of blades on the first stage of the

compressor disc?
What is used to align the first GP rotor on the compressor

stub shaft?
The second GP nozzle is known as what type of nozzle?
Why was the first PT nozzle redesigned on the T53-L-703

engine?
Engine Components Review Page 3-74

CHAPTER 4—LUBRICATION
SYSTEM
OBJECTIVES
• Identify and describe the purpose of the lubrication
system components
• Describe the purpose of the torque system
• Evaluate the components for serviceability
Notes:
Lubrication System Objectives Page 4-1

DESCRIPTION AND OPERATION OF
LUBRICATION SYSTEM
The engine lubrication system consists of the main oil pressure
supply system and the oil scavenge system. The principal
components of the lubrication system are the lube oil filter
assembly, power-driven rotary (oil) pump, and associated
external hose assemblies and internal passages. The maximum
oil-inlet temperature shall not exceed 200°F (93°C). The engine
lubrication system will operate satisfactorily at altitudes up to
25,000 feet when using oil of the approved types.
The engine lubrication system oils specified for use in these

engines conform to or are similar to Military Specifications MIL-
PRF-7808 or MIL-PRF-23699
The following oils are Type l (MIL-PRF-7808) and are satisfactory Notes:
for engine starting at ambient temperatures down to -65°F (-
54°C).
The following oils are Type ll (MIL-PRF-23699) and are

satisfactory for engine starting at ambient temperatures down to
-40°F (-40°C).
Intermixing of oils of different brands should be avoided if

possible. Intermixing of oils of different types is not permitted
except in an emergency. If intermixing of oil types becomes
necessary, the oil system must be flushed within 6 hours of
engine operation.
Lubrication System Description And Operation Of Lubrication System Page 4-2

Overview
Illustration
ATM818-178
ATM818.178
Lubrication System Description And Operation Of Lubrication System Page 4-3

LUBRICATION SYSTEM EXTERNAL • Torquemeter Boost Pump
- The pump containes two individual pumping elements
COMPONENTS one pressure and one scavenge elements
• Oil Filter
Identification and Location - All the lubricating oil passes through the filter before
The components of the Lubrication System External Components going to the engine components
are the: • Oil Pump
- Dual element sliding vane type pump, one pressure
• No. 3 and 4 Bearing Oil Supply Line and one scavenge element
- An external line connected from the oil pressure mani-
fold to the 12 o’clock position of the exaust diffuser
• Oil Supply To Manifold
- Directs lubricating oil from the inlet housing to the oil
pressure manifold for lubrication of bearings No. 2 and
3 and 4
• No. 2 Bearing Scavenge Line
Notes:
- Returns oil from the No. 2 bearing oil sump in the air
diffuser back to the accessory gearbox
• No. 2 Bearing Oil Supply Line
- Directs oil from the oil pressure manifold to the air dif-
fuser connector for lubrication of No. 2 bearing
• Oil Pressure Manifold
- Separates and distributs lubricating oil to the No.s 2, 3
and 4 bearings
• No. 3 and 4 Bearing Scavenge Line
- Directs scavenge oil from the 6 o’clock position on the
exhaust diffuser to the accessory gearbox
• No. 3 and 4 Bearing Strainer
- The last time the oil will be filtered before lubricating
the bearing package, it is a cleanable strainer
Lubrication System Lubrication System External Components Page 4-4

Lubrication System External Components
No. 3 And 4 Bearing
Oil Supply Line
No. 3 And 4
Bearing Strainer
No. 3 And 4
Illustration
Bearing
Scavenge
Line
No. 2
Bearing
ATM818-062
Oil Supply
Scavenge Line To Manifold
Oil No. 2 Bearing

Pressure Oil Supply Line
Manifold
Torquemeter
Boost Pump
ATM818-062
Oil Pump
Oil Filter
Lubrication System Lubrication System External Components Page 4-5

MAIN OIL PRESSURE SUPPLY SYSTEM
Engine lubricating oil is supplied from an aircraft-mounted oil
tank. Oil enters the power-driven rotary (oil) pump, mounted on
the accessory drive gearbox, and is discharged through internal
passages to the lube oil filter assembly. Filtered oil is directed into
two main flow paths. One oil path flows through the internal
passages in the inlet housing to supply lubricating oil to the front
section of the engine, including the reduction gearing,
torquemeter, accessory drive gearing, No. 1 main bearing, and
the power shaft support bearing. The second oil path is through
the external oil pressure hose assemblies to the rear section of
the engine for lubrication of the No.s 2, 3, and 4 main bearings.
In the inlet housing section, oil is directed through the accessory

drive carrier flanges into an annular passage (main oil transfer
assembly) located in the rear support flange of the carrier (A). Oil
from this passage is directed to the oil transfer assembly for Notes:
forced-feed spray lubrication of the reduction gears through three
oil transfer tubes. Oil flows through internal passages in the
output reduction carrier liner, under pressure, to three jets in the
liner. One jet sprays oil forward, lubricating the main output shaft
bearing runner, the second lubricates the reduction gear forward
bearing, and the third sprays aft, lubricating the helical output
gearshaft roller bearing.
Lubrication System Main Oil Pressure Supply System Page 4-6

Lubrication Flow Diagram
A
Illustration LEGEND
ATM818-064
ENGINE PRESSURE OIL
SCAVENGE OIL
SCAVENGE STRAINER
OIL OUT
PRESSURE
TAP
OIL TEMPERATURE
BULB
OIL FILTER
PUMP PRESSURE
ADJUSTMENT
OIL PUMP ATM818-064

Oil, under pressure from the transfer tube, sprays against the
output shaft plug deflector, deflecting oil rearward through three
holes in the sun gear to lubricate the sun gear and power shaft
splines.
The output shaft plug deflector is manufactured with a pre-

determined angle to facilitate rearward oil spray.
Three oil jets, located 120 degrees apart in the main oil transfer
support assembly, direct oil to the rear planet support bearings.
The main oil transfer support assembly also houses an oil jet
positioned so that high presure oil is directed to impinge on the
power shaft support bearing, thus lubricating the bearing.
Machined oil grooves in the accessory drive carrier assembly,

transport oil through an internal strainer to an oil nozzle located
in the power shaft support bearing retainer. The oil nozzle has
three pre-machined jets. The first jet is positioned to lubricate the
accessory drive pinion gear, the second jet is designed to Notes:
lubricate No. 1 main bearing ID runner, and the third jet
lubricates the main ball type bearing.
Surplus oil from the No. 1 main bearing and pinion gear also
lubricates the accessory drive shaft support bearings. The No. 1
main bearing and the accessory drive pinion gear are lubricated
by oil from a transfer tube located in the accessory drive carrier
assembly. Oil under a constant pressure from the transfer
assembly lubricates the power shaft support bearing.

Oil Transfer Tube

Oil Strainer
Main Oil Transfer Assembly
Illustration
No. 1 Main Bearing
ATM818-063
No. 21 Main Bearing
Internal Oil Strainer

(No. 1 Bearing)
Oil Nozzle
ATM818-063

Oil from a third transfer passage is directed from the main
transfer assembly tip through an inlet housing strut (10 o’clock)to
the power-driven rotary (booster) pump. This pump is mounted
on the overspeed governor and tachometer drive assembly. This
assembly includes a pressure regulating valve that governs the
output pressure of rotary (booster) pump by circulating the
excess pressurized oil back to the inlet housing. The pressurized
oil, from the rotary (booster) pump is directed back through an
inlet housing strut (10 o’clock) to the torquemeter valve located
on the torquemeter cylinder (C).
Notes:

Torquemeter Boost
Pump Relief Valve No. 3 And 4 Bearing Strainer
Torquemeter Boost
Pressure Tap
Left Side
C Power Driven Rotary

Torquemeter Boost
Pump
Shims
Illustration Torquemeter
Boost Pump
Relief Valve
ATM818-065
Movable Adjustment
Plate
Engine Oil
Pressure
Torquemeter
Poppet Valve
Gearbox
Scavenge
Torquemeter
(High Pressure)
C ATM818-065

An offset passage in the overspeed governor gearbox mounting
flange directs engine oil to the strainer and metering cartridge in
the overspeed gearbox, which directs metered oil to the
overspeed gearbox and tachometer drive gear train. An additional
transfer passage from the main transfer support assembly directs
oil through internal passages in the inlet housing to the power
takeoff mounting flange (D). This oil as required, passes through
a strainer and metering orifice to supply accessories, driven by
the engine, mounted on the power takeoff (PTO). Oil flow to the
rear section of the engine is supplied from an oil pressure port at
the 5-o'clock position in the inlet housing through an external
hose to a lube pressure manifold. The manifold is mounted on the
forward face of the diffuser housing. Oil is directed from the
bottom of the manifold through a strainer, mounted on the
diffuser housing, to the No. 2 main bearing. Oil is directed from
the top of this manifold through an external hose assembly and
strainer through the upper strut in the exhaust diffuser and
directed through the power turbine oil tube. The oil tube consists
of two jets; one directs oil to the forward face of the No. 4 bearing Notes:
runner, and the second jet lubricates the aft face of the No. 3
bearing runner. Oil is also directed through a horizontal tube
forward to the No. 3 bearing seal.

Oil Pressure To
No. 3 & 4 Bearing
D
Right Side
F
E
Oil Pressure To
No. 2 Bearing G
Gearbox
Scavenge Oil Oil Pressure
Pressure
Illustration
No. 2 Bearing To Manifold Oil In
Tap
Scavenge From
No. 3 & 4 Bearing
ATM818-066
P.T.O. Nozzle
Assembly D
Torquemeter Pressure Tap

ATM818-066

OIL SCAVENGE SYSTEM
All internal scavenge oil from the inlet housing section drains
through a hollow support strut to the bottom of the inlet housing
through a scavenge strainer and transfer tube, and into the
accessory drive gearbox. Scavenge oil from the output reduction
carrier and gear assembly flows by gravity into the hollow inlet
housing struts.
Scavenge oil from the No. 2 main bearing flows through a

scavenge oil tube in the diffuser housing, and is directed to the
accessory drive gearbox by an external scavenge oil hose
assembly.
Notes:

Oil Scavenge System
Oil Strainer No. 2 Bearing

No. 3 & 4
Bearing
No. 3 Bearing
I
H
Illustration
Bearing Retainer
No. 2 Bearing
J
ATM818-068 Oil Strainer To

No. 2 Bearing
ATM818-068

Scavenge oil from the No. 3 and 4 bearings, aided by two
scavenge oil pumps (impellers) located in the bearing housing,
flows through an oil tube that extends through the bottom of the
exhaust diffuser, and is directed to the accessory drive gearbox
by an external oil scavenge hose assembly. The scavenge portion
of the power-driven rotary (oil) pump returns scavenge oil from
the accessory drive gearbox through the aircraft oil cooler to the
aircraft oil storage tank.
Notes:

Oil Scavenge System
Pressure Oil
No. 3 & 4 Bearing
H
Strainer
No. 4 Bearing
I No. 3 Bearing
Illustration
No. 2 Bearing
J
No. 2 Bearing
Scavenge Oil
ATM818-067 K
No. 2 Bearing
Pressure OiL
Scavenge From
No. 3 & 4 Bearing
Sump
L
F G
LEGEND
ATM818-067
Engine Pressure Oil
Scavenge Oil

COMPONENTS • Oil Temperature Bulb
- Coil resistance type temperature bulb
• Reverse Flow Check Valve
POWER-DRIVEN ROTARY OIL PUMP - Prevents drainage of oil from the aircraft oil tank into
the accessory gearbox
Identification and Location • Oil Out Port
The power-driven rotary (oil) pump is a two- element vane-type - Lubricating oil flow to oil filter
pump. The power-driven rotary pump is located on the forward
face fo the accessory gearbox and is driven by the N1 system
Purpose
The pressure element supplies all the pressurized oil to the
engine components and bearing areas and the scavenge element
returns scavenge oil to the aircraft mounted oil tank
Functional Description
One element supplies lubricating oil pressure; the other element
Notes:
returns scavenge oil to the aircraft mounted oil tank. A common
splined drive shaft drives both elements. A pressure relief valve in
the power-driven rotary oil pump is adjusted to deliver 80 to 100
psi oil pressure at normal rated-power, and above, measured at
the oil filter discharge port. This setting is rated for a maximum
inlet oil temperature of 200°F (93°C). At pressure below relief
valve setting, oil pressure is directly proportional to compressor
rotor speed. Oil pressure also varies with altitude.
A check valve is also provided in the pressure pump discharge

port to prevent drainage of the airfame supply oil into the main
accessory drive gearbox and reduction gearing when the engine is
not operating. The check valve is set to open when the pump
discharge pressure reaches 3 to 6 psi.
• Oil In Port
- Oil is drawn from the aircraft mounted oil tank
Lubrication System Components Page 4-18

Power-Driven Rotary Oil Pump
Coupling Oil
Pump Drive Shaft
Scavenge
Oil In Port
Oil In Port Oil Out

Port
Oil Temperature Bulb
Oil Temperature Bulb Illustration

Oil Pressure
Regulating Valve
Scavenge Oil Out Port
Reverse Flow Check Valve ATM818-069

RO
TA
RO
TA
TIO TI
ON
N
Oil Out Port
Scavenge Oil
Out Port
Oil In Port
Oil Pressure Scavenge Oil In Port

Regulating Valve
Pressure Pump Scavenge Pump ATM818-069

• Oil Pressure Regulating Valve
- Maintains systom oil pressure and is a spring loaded
closed valve, oil pressure is measured at the oil filter
discharge port.
• Scavenge Oil In Port
- Scavenge oil from the accessory gearbox
• Scavenge Oil Out Port
- Return oil from pump to aircraft oil cooler
• Coupling Oil Pump Drive Shaft
- Interface between the accessory gearbox drive gear
and the oil pump drive shaft
Maintenance Tips
Before making any oil pump adjustment, thoroughly check the
aircraft oil pressure system, including the aircraft gage, for proper
operation.
Notes:
Check the oil filter for cleanliness. Attach a pressure gage to oil
filter pressure tap port.
Operate engine and check oil pressure. Normal pressure should

be 80 to 100 psig (552 to 690 kPa) at normal rated power and
above 25 psig (173 kPa) minimum at flight idle.
If oil pressure is not within limits, shut down the engine, and
make the following adjustments.
Loosen locknut and turn the adjustment screw clockwise to

increase pressure or counterclockwise to reduce pressure. One
full turn will change the oil filter discharge pressure
approximately 8 psig (55 kPa), then tighten locknut.
Start the engine. Check the oil pressure at high power settings.

Power-Driven Rotary Oil Pump
Coupling Oil
Pump Drive Shaft
Scavenge
Oil In Port
Oil In Port Oil Out

Port
Oil Temperature Bulb Illustration

Oil Pressure
Regulating Valve
Scavenge Oil Out Port
Reverse Flow Check Valve ATM818-069

RO
TA
RO
TA
TIO TI
ON
N
Oil Out Port
Scavenge Oil
Out Port
Oil In Port
Oil Pressure Scavenge Oil In Port

Regulating Valve
Pressure Pump Scavenge Pump ATM818-069

CHIP DETECTOR OIL SYSTEM BREATHER VENT
Identification and Location Functional Description
A chip detector is installed in the lower right side of the accessory An oil system breather vent connection is furnished on the right
drive gearbox. forward side of the accessory drive gearbox. The engine is vented
through an air-oil separator which is part of the N1 tachometer
Purpose driye gear located in the main accessory drive gearbox. The
The chip detector provides an indication of the presence of engine vent is connected to the aircraft oil tank, which is vented
ferrous particles in the engine lubrication system when a by the oil tank overboard breather.
continuity check is performed.
Service Bulletin T53- 098 introduced a new megnetic probe type
detector with a self-sealing valve and both types have provisions
for aircraft warning to provide in flight indications of
contamination. If contamination is evident upon removal of chip
detector, record type and amount on the engine historical record. Notes:
Determine source of contamination. Perform lubrication system
contamination troubleshooting procedure.
OIL TEMPERATURE BULB

An engine inlet oil temperature bulb is installed in the pressure
side of the power-driven rotary (oil) pump.
Purpose
The bulb generates an electrical signal which is transmitted to a
matched direct reading temperature gage in the aircraft.
Lubrication System Chip Detector Page 4-22

Oil Temperature Bulb - Chip Detector
O’ring
Self-sealing Valve
Magnetic Probe
O’ring
Accessory Gearbox Vent

A
Illustration
Chip Detector
Chip Detector
A
ATM818-070
O’ring
B
ATM818-070
Lubrication System Chip Detector Page 4-23

LUBE OIL FILTER ASSEMBLY • Bolt
- Secures cover to filter housing
Identification and Location Maintenance Tips

The lube oil filter assembly is bolted to the accessory drive Cleaning- If the filter element or elements were not removed
gearbox. from the cover, place the cleaning fixture (SPT 107). Install a plug
or cap on pipe nipple of fixture, immerse and soak cover, filter
Purpose element, or filter elements with cleaning fixture installed, in dry
A 40 micron wafer disc or a filter element type filter is used to cleaning solvent until contaminants are removed from external
filter all the lubricating oil before entering the engine. It filters surfaces of filter.
from outside into the center and all deposits and contaminants
stay on the outside of the filter. Remove cover assembly from cleaning solvent remove cap and
apply clean, dry air pressure, regulated between 5 and 30 psig
Functional Description (35 to 172 kNM2) to clean and dry filters.
A differential pressure indicator, which pops out at 9 to 13 psig
(62 to 90 kPa) differential pressure indicating impending bypass.
The filter contains a bypass valve, set to open at a 15 to 20 psig Notes:

(104 to 138 kPa) differential pressure, that allows the oil flow to
bypass the filter element and supply oil to the engine if the filter
is clogged.
• Filter Housing
- Houses the filter and impending bypass valve
• Impending Bypass Valve
- Red button will pop out at a higher than normal differ-
ential oil pressure
• Locking Ring
- Secures filter element to the cover assembly
• Washer
• Filter Element (Wafer Disc)
- 40 micron, cleanable filter. Cleaned from inside out.
• Cover
- Provides a seal between the cover and filter housing
Lubrication System Lube Oil Filter Assembly Page 4-24

Lube Oil Filter Assembly
Filter Housing
Impending
Bypass Valve
Locking Ring
Washer
Filter Element
Illustration
ATM818-177 Wafered Filter
Disc Assembly
Cover
Washer
Bolt
ATM818-177
Lubrication System Lube Oil Filter Assembly Page 4-25

LUBE OIL FILTER CUTAWAY
Oil Filter Assembly Description
The engine oil filter consists of the following: spring, bypass
valve, oil-in, bolt, filter element, oil-out and oil pressure tap.
IMPENDING BYPASS (POP-OUT BUTTON)

The impending bypass oil filter warning device consists of
magnet, pop-out button, magnet and piston, spring and thermal
lockout.
Oil is directed to both sides of the magnet and piston. Unfiltered

oil is directed to the left side and filtered oil is directed to the right
side. Should the filters element begin to clog, magnet and piston
will move to the right when a differential oil pressure between the
two sides reach 9 to 13 psid. This will be enough differential oil
pressure to overcome spring tension. The magnet and piston will
Notes:
have moved far enough to the right away from pop-out button
allowing magnet to draw pop-out button towards it. The pop-out
button will extend approximately 3/16 inch indicating oil filter
impending bypass.
A thermal lockout device prevents extension of pop-out button

during starts when engine oil is cold at temperatures below 32°F
± 20°F.
Lubrication System Lube Oil Filter Cutaway Page 4-26

Lube Oil Filter Cutaway
Bypass Valve
Magnet Spring Spring
Pop-out Button
Thermal Locking Device
Piston
Oil In Port
Oil Filter
Illustration Bolt
Oil Pressure Tap ATM818-072 Oil Out Port
ATM818-072
Lubrication System Lube Oil Filter Cutaway Page 4-27

LUBRICATION SYSTEM DIAGRAM governor and tachometer drive assembly. This assembly includes
a pressure regulating valve that governs output pressure of
power driven rotory (booster) pump by circulating excess
The engine lubrication system consists of main oil pressure supply pressurized oil back to inlet housing. Pressurized oil from power
and the oil scavenge system. Principal components of the driven rotory (booster) pump is directed back through an inlet
lubrication system are lube oil filter assembly, power driven housing strut and a strainer to torquemeter valve located on
rotary (oil) pump, power driven rotory (booster) pump, and torquemeter cylinder.
associated external hoses assemblies and internal passages.
An offset passage in overspeed governor mounting flange
Main oil pressure supply system. Engine lubricating oil is supplied supplies oil to strainer and metering cartridge in overspeed
from an aircraft mounted oil tank. Oil enters power driven rotory governor which directs metered oil to overspeed governor and
(oil) pump mounted on accessory drive gearbox and is discharged tachometer drive gear train. An additional transfer passage from
through internal passages to lube oil filter assembly. Filtered oil is main transfer support assembly directs oil through internal
directed into two main flow paths. One oil path passes through passages in inlet housing to power takeoff mounting flange. This
internal passages in inlet housing to supply lubricating oil to front oil, as required, passes through a strainer and metering orifice to
section of engine including reduction gearing, torquemeter, lubricate engine drive accessories on power takeoff mounting
accessory drive gearing, No. 1 main bearing, and power shaft flange.
forward bearing. The second oil flow path is through external oil
pressure hose assemblies to rear section of engine for lubrication Notes:
of No. 2, 3, and 4 main bearings and seals at bearing positions.
In inlet housing section, oil is directed through accessory drive

carrier flanges into annular passage located in rear support flange
of carrier. Oil from this passage is directed to oil transfer
assembly for forced feed spray lubrication of reduction gears
through three oil transfer tubes. Passages in housing provide
lubrication to output shaft bearingts. No. 1 main bearing and
accessory drive pinion gear and power shaft forward bearing are
lubricated by a transfer tube from accessory drive carrier
assembly. Oil under constant pressure lubricates support bearing.
Oil passes through oil transfer tube in oil nozzle located on rear
face of front cover housing. Oil flows through two jets in nozzle to
lubricate output gearshaft support bearings.
A third transfer passage from accessory drive carrier is directed

up through an inlet housing strut to power driven rotory (booster)
pump, which is mounted on, and driven by, the overspeed
Lubrication System Lubrication System Diagram Page 4-28

Lubrication System Diagram
Power Driven Set To Open At
No. 1 Rotary Oil Strainer
(Boost) Pump
120 Psig Min
Main
Secondary Oil Strainer
Bearing
Planet And
Output Gear
P
Accessory
Drive
Gears Minimum
Fwd No. 2 Aft No. 3 No. 3 No. 4
Sun Gear Allowable
Seal Bearing Seal Seal Bearing Bearing
And Power Discharge
Power Shaft Pressure
Shaft Spline
Forward 125 Psig Power
Bearing Takeoff
Accessories
Metering
Rear Primary Orifice
Planet Planets And
Bearing Sun Gear
Torquemeter S S
Filter Out Valve
N2 Gears
Pressure
And Bearings
80 - 100 Psig And Overspeed
Illustration
Forward Torquemeter
Governor
Planet Drive Shaft
Mounted On Bearings
Accessory N2 Gearbox
Gearbox Scavenge Pump
Output Gear
Bearing S
Planet LEGEND
ATM818-073
Set To Open Forward
Gears
At 85-105 Psig
N2 Gearbox P Pump
Output Gear
Set To Open Bearing Drive Shaft
And Bearings External Supply Lines
At 15-20 Psi Rear
Differntial Screen And Internal Supply Passages
P Pressure Transfer Tube
Pressure Pump Inlet Housing Internal Scavenge Passages
Mounted On Strut
Accessory Gearbox External Scavenge Lines
Lines Mounted And Supplied By

Airframe Manufacturer
Oil Tank Accessory
Vent Gearbox Oil Strainer
Accessory
Gearbox Vent S Scavenge Pump
Oil Tank Oil Cooler Bypass Valve
Mounted And Mounted And Engine Oil
Supplied By Supplied By
S Supplied By Airframe
Airframe Airframe
Main scavenge Manufacturer
Manufacturers Manufacturer
Pump
For Latest Airframe Configuration ATM818-073
Refer To Airframe Manual

Oil flows to rear section of engine is supplied from an oil pressure permitting high pressure oil to enter cylinder chamber and
port at the 5 o’clock position on inlet housing theough an external equalize force tending to cause rearward movement of
flexible oil hose assembly to lube pressure manifold mounted on torquemeter plate. Torquemeter oil pressure from the cylinder
forward face of diffuser housing. Oil is directed from bottom of and the gearbox air pressure is directed to the aircraft
diffuser housing to No. 2 main bearing and forward and aft seals. torquemeter gage which indicates differential torque oil pressure
Oil is directed from top of manifold through a hose assembly and in psi. Differential torque oil pressure is proportional to torque
strainer through upper strut in exhaust diffuser to lubricate No. 3 delivered to output gearbox.
and 4 main bearings.
All internal scavenge oil from inlet housing section drains through
hollow support struts to bottom strut in inlet housing, through a
screen and transfer tube, and into accessory drive gearbox.
Scavenge oil from output reduction carrier and gear assembly
flows by gravity into hollow inlet housing struts.
Scavenge oil from No. 2 main bearing flows through a scavenge

oil tube in diffuser housing and is directed to accessory drive
gearbox by an external scavenge oil hose assembly. Scavenge oil
from No. 3 and 4 bearings, aided by two impellers located in Notes:
bearing housing, flows through oil tube that extends through
bottom of exhaust diffuser and is directed to the accessory drive
gearbox by an external scavenge oil hose assembly. Scavenge
portion of the power driven rotory oil pump returns scavenge oil
from accessory drive gearbox through aircraft oil cooler and back
to oil storage tank.
The torquemeter is a hydromechanical torque measuring device

located in the reduction gearing section of the inlet housing.The
torquemeter uses lubricating oil boosted to a high pressure by the
power driven rotory booster pump. It consists of a stationary
plate, a movable plate attached to planet gear carrier, and 18
steel balls positioned in conical pockets located in both plates.
Resistance to rotation of planetary gears, due to load on output
shaft, causes carrier mountedplate to rotate slightly. Torquemeter
balls are displaced from their individual pockets, forcing rear
torquemeter plate to move rearward. Rearward motion of
torquemeter plate unseats a spring loaded poppet valve,

Lubrication System Diagram
Power Driven Set To Open At
No. 1 Rotary Oil Strainer
(Boost) Pump
120 Psig Min
Main
Secondary Oil Strainer
Bearing
Planet And
Output Gear
P
Accessory
Drive
Gears Minimum
Fwd No. 2 Aft No. 3 No. 3 No. 4
Sun Gear Allowable
Seal Bearing Seal Seal Bearing Bearing
And Power Discharge
Power Shaft Pressure
Shaft Spline
Forward 125 Psig Power
Bearing Takeoff
Accessories
Metering
Rear Primary Orifice
Planet Planets And
Bearing Sun Gear
Torquemeter S S
Filter Out Valve
N2 Gears
Pressure
And Bearings
80 - 100 Psig And Overspeed
Illustration
Forward Torquemeter
Governor
Planet Drive Shaft
Mounted On Bearings
Accessory N2 Gearbox
Gearbox Scavenge Pump
Output Gear
Bearing S
Planet LEGEND
ATM818-073
Set To Open Forward
Gears
At 85-105 Psig
N2 Gearbox P Pump
Output Gear
Set To Open Bearing Drive Shaft
And Bearings External Supply Lines
At 15-20 Psi Rear
Differntial Screen And Internal Supply Passages
P Pressure Transfer Tube
Pressure Pump Inlet Housing Internal Scavenge Passages
Mounted On Strut
Accessory Gearbox External Scavenge Lines
Lines Mounted And Supplied By

Airframe Manufacturer
Oil Tank Accessory
Vent Gearbox Oil Strainer
Accessory
Gearbox Vent S Scavenge Pump
Oil Tank Oil Cooler Bypass Valve
Mounted And Mounted And Engine Oil
Supplied By Supplied By
S Supplied By Airframe
Airframe Airframe
Main scavenge Manufacturer
Manufacturers Manufacturer
Pump
For Latest Airframe Configuration ATM818-073
Refer To Airframe Manual

TORQUEMETER SYSTEM and the size of the valve opening varies as the plate moves
rearward or forward. As torque continues to increase and the
torquemeter valve opens further, oil pressure increases in the
The torquemeter is a hydromechanical torque measuring device cylinder but will not exceed the boost pump pressure because of
located in the reduction gear section of the engine inlet housing. the metered bleed, by the steel sealing rings, bleeds oil from the
It uses engine oil as the means for determining and measuring cylinder into the front end of the engine.
engine torque effort, which is read in the cockpit as psi oil
pressure. Although this system uses engine oil, it is not a part of
the lubrication system.
The mechanical portion of the torquemeter consists of two

circular plates. One is attached to the inlet housing and is
identified as the stationary plate. The second, or moveable plate,
is attached to the reduction gear assembly. The moveable plate
contains front and rear torquemeter steel sealing rings, which
enable it to function as a piston in the rigidly mounted cylinder
chamber assembly of the torquemeter. The cylinder assembly
houses the variable opening torquemeter (poppet) valve. The
moveable plate is separated from the stationary plate by steel Notes:
balls positioned in matched conical sockets machined in the
surfaces of both plates.
When the engine is not operating, the torquemeter assembly

moveable plate is in a position forward and clear of the
torquemeter valve plunger, allowing the spring-loaded valve to
remain in the closed position. With the engine operating and a
load applied to the output shaft, the torque developed in the
engine to drive the shaft is transmitted from the sun gear through
the reduction gear assembly. The attached moveable plate
therefore tends to rotate with the assembly. However, this
mechanically limited radial movement positions the steel balls
against the conical sockets of both plates, resulting in the
moveable plate being axially directed rearward in the assembly.
The plate, moving rearward, contacts the torquemeter valve

plunger, opening the valve and allowing oil to flow into the
cylinder. This contact is maintained during all engine operation
Lubrication System Torquemeter System Page 4-32

Torquemeter Diagram
Torquemeter Cylinder
Torquemeter Valve
Moveable
Plate Torquemeter
Torquemeter Valve
Stationary
Balls
Plate
Reduction
Gear
Assembly A
Illustration
Section A - A A
(1)
ATM818-074
Sun Gear
Output
Shaft
LEGEND
Movable
Stationary
Sealing Rings (2)

ATM818-074

The oil pressure developed in the cylinder exerts pressure against
the piston (moveable plate), restraining the rearward movement.
With the engine operating in a steady state condition the cylinder
oil pressure and movement of the plate hold in an equalized
position maintaining a constant pressure in the cylinder.
A factor affecting torque indication is the air pressure that

develops in the inlet housing at high power settings. This air
pressure produces a force on the forward face of the piston
(moveable plate) inducing a higher torque indication than is
actually being delivered. From the port on the forward face of the
accessory drive gearbox, the air pressure is vented to the
airframe-mounted torquemeter transmitter. The pressurized oil
from the torquemeter cylinder is also directed to the transmitter
from a port at the 3-o'clock position of the inlet housing. The
transmitter cancels out the air pressure effect, resulting in a true
torquemeter indication at the instrument in the cockpit.
Notes:

Torquemeter Diagram
Torquemeter Cylinder
Torquemeter Valve
Moveable
Plate Torquemeter
Torquemeter Valve
Stationary
Balls
Plate
Reduction
Gear
Assembly A
Illustration
Section A - A A
(1)
ATM818-074
Sun Gear
Output
Shaft
LEGEND
Movable
Stationary
Sealing Rings (2)

ATM818-074

POWER-DRIVEN ROTARY BOOSTER If required, shut down the engine, and make the following
adjustments.
PUMP Loosen adjusting screw locknut, turn adjusting screw clockwise to
increase pressure or counterclockwise to reduce pressure. One
Identification and Location full turn will change pressure approximately 10 psig (69 kPa).
A power-driven rotary (booster) pump, containing pressure and
scavenge elements, is mounted on, and driven by, the overspeed
governor and tachometer drive assembly.
Purpose
Each element is an individual pumping unit and draws oil from a
separate source and dilivers it at a boosted pressure.
The pressure element receives engine lubricating oil at 60 to 80
psig (414 to 552 kPa) and delivers it, through a filter, at a boosted
pressure, to the torquemeter valve at a pressure of 120 psig (828
Notes:
kPa) mimimum at normal rated power and above; excess oil flows
back to the inlet side of the pump. A relief valve in the overspeed
governor and tachometer drive assembly sets the power-driven
rotary (booster) pump outlet pressure. The scavenge element
receives oil from the overspeed governor and tachometer drive
gear housing and delivers it to the oil return passages in the inlet
housing assembly.
Maintenance Tips
Adjustment- Remove pressure tap plug from the overspeed
governor and tachometer drive, and install a (wet) pressure gage
that provides readings from 0 to 200 psig (0 to 1380 kPa).
Operate engine and check torquemeter oil pressure. At normal

rated power and above, the required minimum pressure is 120
psig (828 kPa).
Lubrication System Power-Driven Rotary Booster Pump Page 4-36

Power-Driven Rotary Booster Pump
A
Pressure Tap
Illustration
ATM818-075
Relief Valve
Keywasher
Adjusting Screw
Relief Valve
Body
Locknut
Scavenge Element
Torquemeter Boost Pump
ATM818-075
Lubrication System Power-Driven Rotary Booster Pump Page 4-37

TORQUEMETER VALVE LOCATION • The laminated shim that is located between the valve and
the cylinder must be adjusted by adding or removing shim
AND ADJUSTMENT DIAGRAM material to obtain a proper dimension

The torquemeter valve is mounted and secured to the forward
flange of the inlet housing.
Purpose
The torquemeter valve allows oil to enter the torquemeter
cylinder at a boosted pump pressure to equalize the force exerted
by the displaced carrier.
The location of the torquemeter valve is threaded into the inlet
housing and the relative position is maintained by a shim between
the valve and the cylinder.
Notes:
Replacement of the torquemeter valve or cylinder will require a
check or adjustment of the valve stem position.
Maintenance Tips
Adjustment of the torquemeter valve stem position
• With the reduction gear carrier removed, place the parallel

bar across the inlet housing
• Measure the distance from the bar to the inner flange of
the torquemeter cylinder and record as Dimension “B”
• Measure the distance from the bar to the stem of the
torquemeter valve and recorde as Dimension “A”
• Subtract Dimension “B” from Dimension “A” the result is
Dimension “C”
• Dimension “C” must be .030 to .034 inch
Lubrication System Torquemeter Valve Location And Adjustment Diagram Page 4-38
Torquemeter Valve Location And Adjustment Diagram
Inlet Housing
Torquemeter
Torquemeter Cylinder Shim
Valve
Illustration
A
ATM818-076
B
"C" =
ATM818-076
Lubrication System Torquemeter Valve Location And Adjustment Diagram Page 4-39
REVIEW Where is the accessory gearbox oil system breather vent
located?
• Identify and describe the purpose of the lubrication A relief valve on the overspeed governor and tachometer
system components drive sets the torquemeter system pressure, where can
• Describe the purpose of the torque system this pressure be measured?
To increase the pressure in the torquemeter system you

would adjust the pressure regulating valve by turning it in
what direction?
Refer to page 4-36 for the answere to this question.
What component seperates and distributs lubricating oil to Notes:

the No. 2, 3 and 4 main bearings?
Although the torquemeter system uses engine oil, does it

make it part of the lubrication system?
Where is oil pressure measured at for aircraft indication?
At what pump discharge pressure is the reverse flow check

valve set to open?
Lubrication System Review Page 4-40

CHAPTER 5—ELECTRICAL
AND THERMOCOUPLE
SYSTEMS
OBJECTIVES
• Identify and describe the purpose of the electrical
components
• Identify and describe the purpose of the thermocouple
system components
• Evaluate the components for serviceability Notes:
Electrical And Thermocouple Systems Objectives Page 5-1

OVERVIEW
The electrical system provides circuitry for starting and ignition,
anti- icing and all engine-oriented electrical monitoring devices.
The main wiring harness incorporates quick disconnect type

connectors for aircraft electrical input (main connector) and for
engine ignition unit, hot air soleniod valve, starting fuel solenoid
valve, inlet oil temperature bulb, emergency fuel transfer solenoid
valve, and power turbine (N2) and gas producer (N1) tachometer
generators.
The engine is provided with a thermocouple harness assembly

consisting of an electrical connector and chromel alumel
thermocouples contained in probes inserted through the exhaust
diffuser into the path of exhaust gas and transmits gas
temperatures to cockpit indicator.
Notes:
Electrical And Thermocouple Systems Overview Page 5-2

Overview
Illustration
ATM818-178
ATM818.178
Electrical And Thermocouple Systems Overview Page 5-3

ELECTRICAL SYSTEM COMPONENTS • Start Fuel Solenoid Valve Connector
- Valve is electrically energized open spring loaded
closed
Identification and Location • Ignition Input Connector
The components of the Electrical System External Components - Medium input voltage from airframe for ignition start-
(right and left side) are the: ing cycle
• Ignition Exciter
• EGT Thermocouple
- Dual output, low tension, capacitance discharge type of
- 6 dual probe system utilizes 12 thermocouples (2 ther-
system
mocouples per probe) wired in parallel
• Igniter Plug (right side)
- 2 igniters on the right side located at 2 and 4 o’clock
and they provide initial starting of fuel mixture, spark
gap area coated with a conductive material to provide
for better discharge path and to produce a high energy
spark
• Right Side Igniter Lead
- Delivers high voltage to the two right side igniters for Notes:
engine start
• N1 Tach Generator Connector
- Generates an electrical speed signal for flight deck
indications
• Hot Air Solenoid Valve
- Valve controls the flow of anti-icing hot air to the inlet
housing
• Engine To Airframe Interface Connector
- Single male connector which inter-connects engine
components to airframe electrical system
• Engine Electrical Harness
- Multiple female connectors which connect to engine
components
Electrical And Thermocouple Systems Electrical System Components Page 5-4

Electrical System External Components
EGT
Thermocouple
Igniter
Plug
Ignition
Input
Connector
Ignition
Exciter
Right Side Start Fuel
Illustration
Igniter Lead Solenoid
N1 Tach Engine
Valve Igniter Plug
Generator Electrical
Harness Connector
Connector
ATM818-083
Engine To Airframe
Interface Connector Left Side
Igniter Lead
Lead And
Coil Assembly
N2 Tach Generator
Connector
Oil Temperature
Emergency Fuel Transfer ATM818-083
Bulb Connector
Solenoid Valve Connector

• Igniter Plug (left side)
- 2 igniters on the left side located at 8 and 10 o’clock
and they provide initial starting of fuel mixture, spark
gap area coated with a conductive material to provide
for better discharge path and to produce a high energy
spark
• Left Side Igniter Lead
- Delivers high voltage to the two left side igniters for
engine start
• Lead And Coil Assembly
- Distributes and assures an equal amount of energy to
the 4 igniter plugs
• N2 Tach Generator Connector
- Generates an electrical speed signal for flight deck
indications
• Emergency Fuel Transfer Solenoid Valve Connector
- Energizing fuel transfer solenoid valve from a switch Notes:
located in the airframe panel
• Oil Temperature Bulb Connector
- Provides power for inlet oil temperature bulb operation
and connection to the oil temperature indicator in the
airframe

Electrical System External Components
EGT
Thermocouple
Igniter
Plug
Ignition
Input
Connector
Ignition
Exciter
Right Side
Igniter Lead
N1 Tach
Generator
Illustration Engine
Electrical
Start Fuel
Solenoid
Valve Igniter Plug
ATM818-0XX
Connector
Connector Harness
Engine To Airframe
Interface Connector Left Side
Igniter Lead
Lead And
Coil Assembly
N2 Tach Generator
Connector
Oil Temperature
Emergency Fuel Transfer ATM818-083
Bulb Connector
Solenoid Valve Connector

MAIN ELECTRICAL CABLE ASSEMBLY assembly has RFI suppression so that it does not generate radio
interference.
Identification and Location IGNITER PLUGS

The main disconnect plug mates with an electrical receptacle of
the airframe wiring, establishing electrical conformity to the
various airframe components. Four igniter plugs are installed in receptacles in the aft end of the
combustor at the 2-, 4-, 8-, and 10-o'clock positions.
Purpose
Purpose
The seven electrical accessories served by this cable are the anti-
icing system hot air valve, power turbine tachometer generator, The igniter plugs produce high voltage sparks to ignite the fuel/air
gas producer tachometer generator, ignition system, starting fuel mixture in the combustion chamber.
solenoid, automatic/emergency transfer solenoid valve, and inlet
oil temperature bulb.
The main electrical cable assembly furnishes all necessary
interconnecting wiring between the main disconnect plug and the Notes:
seven branched electrical connectors.
IGNITION LEAD AND COIL ASSEMBLY

The ignition lead and coils assembly is located below the ignition
unit, it distributes electrical current equally to each igniter plug;
thus dividing the energy to each plug regardless of the condition
of the plugs.
Purpose
The ignition lead and coil assembly transmits high voltage from
the ignition unit to the igniter plugs in the combustion chamber.
If one plug is shorted, the lead and coil assembly causes the
other plug in the set to fire. It also causes the plugs to fire when
they are fouled with water, fuel, or carbon. The lead and coil
Electrical And Thermocouple Systems Main Electrical Cable Assembly Page 5-8
Electrical System Schematic
For Latest Airframe Configuration Refer To Airframe Manual
D C E F G H J K L M N P
I
Ignition Exciter Unit
Illustration
II A B IV A B A B III A B VI A B C VI A B VII
C C
Gas Producer B A
ATM818-084
Power Turbine Tachometer
Tachometer Generator
Generator
Anti-Icing Starting Fuel Automatic/Emergency Inlet Oil
Solenoid Transfer Solenoid Temperature
Hot Air Valve Coil And Lead Valve Bulb
Assembly
III IV I II
ATM818-084
4 Igniter Plugs
• Main Connector
- Pins are identified by letters, it connects engine electri-
cal and ignition accessories with aircraft electrical sys-
tem
• Hot Air Solenoid
- Two pin contacts C-D, connects power to solenoid thru
anti-ice switch
• Power Turbine Tachometer Generator
- Two pin contacts E-F, indicates N2 speed for aircraft
system monitoring
• Gas Producer Tachometer Generator
- Two pin contacts G-H,indicates N1 speed for aircraft
system monitoring
• Ignition Unit
- One pin contacts J, connects electrical aricraft power to
ignition unit through trigger switch on pilots collective
stick Notes:
• Starting Fuel Solenoid Valve
- Two pin contacts K-C, connects electrical aircraft power
to starting fuel solenoid valve through valve switch
• Fuel Transfer Solenoid Valve
- Three pin contacts L-M-C, connects electrical aircraft
power for energizing fuel transfer solenoid valve
through a switch
• Inlet Oil Temperature Bulb
- Two pin contact N-P, provides power for inlet oil tem-
perature bulb operation and connects to the oil tem-
perature indicator
Electrical System Schematic
For Latest Airframe Configuration Refer To Airframe Manual
D C E F G H J K L M N P
I
Ignition Exciter Unit
II A B IV A B A B III A B VI A B C VI A B VII
C C
Gas Producer
Tachometer
B Illustration
A
ATM818-0XX
Power Turbine
Tachometer Generator
Generator
Anti-Icing Starting Fuel Automatic/Emergency Inlet Oil
Solenoid Transfer Solenoid Temperature
Hot Air Valve Coil And Lead Valve Bulb
Assembly
III IV I II
ATM818-084
4 Igniter Plugs
IGNITION EXCITER calibrated spark gap, the capacitor discharges through the gap
into the spark splitters and to each of the four ignitors.

The ignition exciter is mounted to the forward face of the air
diffuser at the 10 o’clock position
Purpose
The ignition exciter is a dual output, capacitor discharge type unit
that converts low voltage to high voltage through a transformer
and a vibrator.
Input power, at a nominal 24V dc and 3 amperes, is applied to the
ignition exciter and is directed to the radio-frequency noise
generated by the ignition exciter. This filter relies upon the
inductor-capacitor combination to tune the response of the filter
system for maximum effectiveness. A mechanical vibrator Notes:
converts the steady state do input power to pulsating dc power
suitable for voltage multiplication by the transformer. This
transformer increases the pulsating dc from 24 volts to the 2500
volts suitable for charging the capacitor system. The vibrator
operation is quite simple, in that the incoming current passes
through the primary coil and the vibrator points to ground. This
current flow creates a magnetic field in the transformer core
between the coils, thus attracting the vibrator reed upward. This
action breaks the circuit, the field collapses, and the reed falls
back to the position shown. This cycle repeats, and the result is a
pulsing dc current in the primary coil, which is converted to a
stepped-up voltage on the transformer secondary coil.
The current developed on the transformer secondary coil is

rectified by a semiconductor diode and then stored on the
capacitor shown immediately after the rectifier diode. When the
charge has built up on the capacitor to the point where the
voltage across the capacitor has reached the trigger point for the
Electrical And Thermocouple Systems Ignition Exciter Page 5-12

Ignitor Exciter Schematic Ignitor
Plugs
Filter
Rectifier And Storage
Vibrator
L1 Capcitor Network
V1 C3
+ -
L4 Trigger Open
C1 L3 Gap Circuit R1
G1 Safety Output
Resistor Divider Coils
L2 C4
Open
C2
Illustration Circuit
Safety
Resistor
R2
ATM818-085
SPECIFICATION DATA
Input Voltage 10-30 V DC
Input Current 2.5 Amps Max
Number Of Plugs Fired 4
Operating Altitude 45,000 Feet
Ambient Operating Temp Range -65 TO 250 F
Spark Rate 1-0/Sec At 10V Dc,
1.5/Sec Min At 14V Dc
Stored Energy 2.2 Joules Nominal Per Output
Duty Cycle 2 Min On, 3 Min Off, 2 Min On,
23 Min Off, For 250 Hrs Per Mil-E-8595
Output Voltage 3.0 Kv Nominal ATM818-085
Radio Shielding MIL-I-6181D
Electrical And Thermocouple Systems Ignition Exciter Page 5-13

EXHAUST THERMOCOUPLE HARNESS
ASSEMBLY
The thermocouples, inserted through the exhaust diffuser into the
path of the exhaust gas at the 12-, 2-, 4-, 6-, 8-, and 10 o'clock
positions,
Purpose
The exhaust thermocouples transmit exhaust gas temperatures to
the cockpit indicator
An exhaust thermocouple harness assembly consisting of an
electrical connector adapter, shielded manifold and twelve
chromel-alumel thermocouples contained in six probes. Consists
Notes:
of two dissimilar metal wires welded together the junction point
at weld will produce an electrical current, voltage produced
depends on temperature. Higher the temperature, higher the
electrical output, lower temperature, lower electrical output. The
output voltage is measured in millivolts (1 millivolt = .001 volt)
M.V. The individual thermocouples are connected in parallel and
are incorporated into a harness assembly.
Electrical And Thermocouple Systems Exhaust Thermocouple Harness Assembly Page 5-14
Exhaust Thermocouple Assembly
A
Illustration
ATM818-086
A ATM818-086
Electrical And Thermocouple Systems Exhaust Thermocouple Harness Assembly Page 5-15
EXHAUST THERMOCOUPLE HARNESS
SCHEMATIC
The thermouples are inserted through the exhaust diffuser into
the path of the exhaust gas.
Purpose
Consists of two dissimiler metal used to transmit exhaust gas
temperatures to the cockpit indicator.
Exhaust gas temperature indications are provided by an average
EMF output from the 12 chromel-alumel thermocouples. The
thermocouples are manifolded into a parallel circuit, each leg
having the same resistance, thereby ensuring an accurate
Notes:
average signal. With this type of thermocouple arrangement, only
one readout instrument is required.
The adapter connects all 12 thermocouples in parallel during use.

It can be removed for checking of individual thermocouples and
troubleshooting the harness. Main connector pins are identified by
letters and connects the exhaust thermocouple harness to the
airframe EGT indicating system. The harness pins are also
identified by letters and it connects to the main connector.
Electrical And Thermocouple Systems Exhaust Thermocouple Harness Schematic Page 5-16
Exhaust Thermocouple Harness Schematic
For Latest Airframe Configuration
Refer To Airframe Manual Air Frame Mounted
B A Mounted On Engine
Averaging Readout
Hook-Up And Supported By
Engine Manufacturer
XII T 9 Thermocouple
XI LM J K G H E F C D A B P Harness
2 1 I
Illustration 4 3 II
atm818-087 6 5 III
8 7 IV
10 9 V
12 11 VI ATM818-087
Electrical And Thermocouple Systems Exhaust Thermocouple Harness Schematic Page 5-17
HARNESS SOAK • Perform a resistance check of the complete EGT circuit and
adjust aircraft variable resistance spool as required.
TEMPERATURE/RESISTANCE
This troubleshooting procedure applies to the engine installed in
the aircraft
Purpose
This procedure may be accomplished whenever exhaust
thermocouple system accuracy is questionable
Whenever a harness is replaced, whenever an engine is removed
and replaced, or whenever any component of the aircraft EGT
system is replaced a functional test of the thermocouple harness
assembly is performed to ensure the absence of shorting and
Notes:
internal damage. Refer to resistance VS temperature curve for 12
point T9 harness resistance.
A Jetcal Analyzer may be used to accomplish these

troubleshooting procedures.
• Check each individual thermocouple to ensure that all

thermocouples are operative. As heat is applied to each
thermocouple, the aircraft EGT indicator must show a
temperature rise.
• Perform a cockpit EGT indicator check.
• Disconnect engine harness from aircraft leads at engine
airframe firewall.
• Perform an exhaust thermocouple assembly resistance
check.
• Reconnect thermocouple harness assembly to aircraft
leads at engine/aircraft firewall.
Electrical And Thermocouple Systems Harness Soak Temperature/Resistance Page 5-18

Harness Soak Temperature/Resistance
(Six Probe Harness)
3.6
C’S
INDIVIDUAL T/ ,F,G,H,I,J,K,L OR M
3.4 P TO A ,B ,C ,D ,E
3.2
3.0
2.8
Illustration
2.6
HARNESS RESISTANCE - OHMS
2.4
2.2 ATM818-088
2.0
1.8
A TO B
U P LE D W IT H ADAPTER PIN
1.6 HARNESS CO
1.4
1.2
1.0
0 10 20 30 40 60 80 100 120 140
HARNESS SOAK TEMPERATURE °F
ATM818-088
Electrical And Thermocouple Systems Harness Soak Temperature/Resistance Page 5-19

MEASURED GAS TEMPERATURE-
SCHEMATIC
The temperature of the gas stream is taken at the power turbine
inlet.
Purpose
This measuring system consists of 12 thermocouples located in
the first power turbine nozzle.
The total system consists of three circuits with four
thermocouples in each circuit. The four thermocouples in each
circuit are located 90 degrees to each other, so as to provide an
acceptable temperature readout with just two circuits, should one
Notes:
circuit become inoperative.
The thermocouples are of two immersion depths, six deep and six
shallow to provide an accurate total temperature indication at this
station in the gas flow path. The system provides an average
signal of the thermocouples for cockpit indicator readout. This
system provides the operator with a direct indicator of engine
condition, as the power turbine inlet temperature (Tt7) can be
directly related to gas producer turbine inlet temperature (Tt5).
Electrical And Thermocouple Systems Measured Gas Temperature-Schematic Page 5-20

Measured Gas Temperature - Schematic
Circumferential Probe Location
(Viewed From Rear Of Engine)
C 4 A1 B1
B4 C1
A4 A2
C B
3 2
First Stage Power
B A C Turbine Nozzle Harness
3 3 2 Junction Box
Power Turbine Inlet Temperature Measuring

System, Thermocouple Probe Locations. Illustration
A1
B1
ATM818-089
C1
A2
B
2
C A
2
Average
A B
3
B C
3
C
3
A4
B4
Power Turbine Inlet Temperature Measuring System, Electrical C 4
Schematic. "A" Circuit Is Shown; "B" And "C" Circuits Are Identical
To "A" Circuit. ATM818-089
Electrical And Thermocouple Systems Measured Gas Temperature-Schematic Page 5-21

HARMESS SOAK • Disconnect lead connector from junction box and check six
individual circuits at junction box connector to Curve B
TEMPERATURE/RESISTANCE • Connect Pins A and B at lead interface connector with a
short jumper wire and check resistance to Curve D
(T5317B/T53-L-703) Maintenance Tip
The engine can be run with one of the three circuits out of the
Identification and Location system. However, the accuracy of the system is somewhat
This measuring system consists of 12 thermocouples located in impaired and replacement of the harness is mandatory at the
the first power turbine nozzle. next engine trardown.
Purpose If one circuit is out of limits or indicates a short circuit, isolate this
This procedure may be accomplished whenever exhaust circuit by installing insulator, small pice of match cover will do,
thermocouple system accuracy is questionable between rings and “V” contacts for that circuit and reassemble
system. Replace harness at next engine teardown.
Using a Jetcal tester and heaters check the accuracy of the
harness by appling heat to the probes. Readout tolerance will be
within 18°F (10°C) from set point on used harnesses. Check Notes:
accuracy from 914 to 950°F (590 to 610°C).
Test resistance of thermocouple lead assembly (T5317B).
• Connect a short length wire across output connector

socket Pins A and B at the adapter lead interface
• Using a Simpson meter or equivalent, check resistance
between input connector Circuit A and DEF, B and DEF, and
C and DEF
• Resistance shall be 0.70 to 0.80 ohms at 65 to 75°F (18 to
24°C).
Perform harness assembly resistance check (T53-L-703)
• Disconnect thermocouple lead at aircraft interface

connector and check for total system resistance between
Pin A and Pin B to Curve A (see chart in Maintenance
Manual)
Electrical And Thermocouple Systems Harmess Soak Temperature/Resistance (T5317B/T53-L-703) Page 5-22
Harness Soak Temperature/Resistance (T53-L-703)
REVERE HARNESS
P/N TH-40513X -REVISION G AND LATER
(1-300-563-01)
HARNESS RESISTANCE -OHMS
3.0
Illustration
2.0
ATM818-090
1.0
-100 0 100 200 300
HARNESS SOAK TEMPERATURE °F
ATM818-090
Electrical And Thermocouple Systems Harmess Soak Temperature/Resistance (T5317B/T53-L-703) Page 5-23
REVIEW If one circuit is out of limits when doing a resistance
check, what is one way to isolate that circuit?
Now that you have completed this section, you should be able to: • Refer to page 5-22 for the answer to this question.
• Identify and describe the purpose of the electrical

components
• Identify and describe the purpose of the thermocouple
system components
How many igniter plugs are used to diliver the high voltage
used for an engine start?
• Refer to page 5-8 for the answer to this question.

What type of ignition exciter is used on the T53 engine?
Notes:
The exhaust thermocouple harness delivers an output
voltage measured in:

Exhaust gas temperature indications are provided by an
average output from how many thermocouples?

What procedure is used to determine whenever exhaust
thermocouple system accuracy is questionable?

The measured gas temperature system consists of how
many circuits?
Electrical And Thermocouple Systems Review Page 5-24

CHAPTER 6—INTERSTAGE
AIR-BLEED SYSTEM
OBJECTIVES
• Identify and describe the purpose of the interstage air-
bleed components
• Describe the bleed band adjustments
Notes:
Interstage Air-Bleed System Objectives Page 6-1

OVERVIEW
Engines are designed to avoid conditions that allow surge to
develop, but the possibility of surge still exists in engines that are
improperly adjusted or have been abused. Engine surge is usually
brought to the pilot's attention by its characteristic loud popping
noise, accompanied by wildly fluctuating engine instruments.
Repeated surging and the attendant transient torsional loads from
the engine can cause damage to the airframe components and
must be avoided. Engines should not be damaged by surge unless
severe surging occurs repeatedly. Surging indicates that engine
operation is not normal. An investigation should be made to
determine the cause and steps taken to correct the condition.
Notes:
Interstage Air-Bleed System Overview Page 6-2

Overview
Illustration
ATM818-178
ATM818.178
Interstage Air-Bleed System Overview Page 6-3

AIRFOIL ANGLES OF ATTACK VERSUS
LIFT
Engine surge is caused by a stall on the airfoil surfaces of the
rotating blades or stationary vanes of the compressor. The stall
can occur on individual blades or vanes, or simultaneously, on
groups of them. To understand how this can induce engine surge,
it is first necessary to examine the cause and effect of stall on any
airfoil surface.
Airfoils are designed to provide lift by producing a lower pressure

on the convex (suction) side on the airfoil than on the concave
(pressure) side. A characteristic of any airfoil is that lift increases
with an increasing angle of attack, but only up to some critical
angle. Beyond this critical angle of attack, lift falls off rapidly. This
is due largely to the separation of the airflow from the suction
surface of the airfoil. This phenomenon is known as stall. All pilots Notes:
are familiar with this condition and its consequences as it applies
to fixed-wing aircraft. The stall that takes place on the fixed or
rotating airfoil sections of a compressor is similar to the stalling
phenomenon of a fixed-wing arcraft.
It may be surprising to learn that the angle of attack of

compressor blades and vanes can change, even though they are
firmly fixed in the compressor rotor disc or stator shrouds, but
such is the case. The change in angle of attack takes place when
the relationship between the velocity of the air moving through
the compressor and the rotational speed of the rotor is changed.
To understand this relationship more clearly, it is customary to
represent the air velocity and rotational speed by arrows
(vectors) whose length is proportional to the magnitude of the air
velocity or rotational speed.
Interstage Air-Bleed System Airfoil Angles Of Attack Versus Lift Page 6-4
Airfoil Angles Of Attack Versus Lift
Chord Line
Angle Of Attack
Relative Wind
Angle Of Attack
Illustration
ATM818-091
Chord Line
Stall
Angle Of Attack
Relative Wind
ATM818-091
Schematic Diagram Illustrating Stall
Interstage Air-Bleed System Airfoil Angles Of Attack Versus Lift Page 6-5
AIRFLOW VELOCITY AND ROTOR combustor tends to discharge forward through the compressor
and cause a momentary airflow stoppage. When this happens,
SPEED RELATIONSHIP the engine is in surge. The discharge of the high-pressure
reservoir in the combustor completely unloads the compressor,
relieving the stall effect on the airfoils. The compressor builds up
The relative velocity is then shown by a vector whose length is the back pressure to the point where stall (and the resultant
determined by the length of the other two vectors. For this surge) again occurs. This cyclic phenomenon, audible as a
presentation, the angle of attack of the airfoil is represented by characteristic popping noise, is also indicated by the wildly
the angle between the vectors of velocity and relative velocity. fluctuating instruments.
Angle "a" may be considered the critical angle of attack of the

airflow. This angle of attack may increase beyond the critical
point, angle 'b", when the velocity of the air decreases without a
corresponding decrease in speed of rotation, or angle "c", when
the speed of rotation increases without a corresponding increase
in the air velocity. Either of these conditions may induce
compressor blade or stator vane stall.
The function of the compressor section of a gas turbine engine is Notes:

to deliver the required amount of atmospheric air to the
combustor section at the required elevated pressure, and to do
this as efficiently as possible. The compressor is able to raise, by
some incremental amount, the pressure level of the air as it
passes through each individual stage of the compressor. It does
this by proper utilization of the characteristic ability of the airfoil-
shaped blades and vanes to produce lift. Just as the lift produced
by a fixed (or rotary) wing supports the weight of the aircraft
against gravitational forces, the sum of all the incremental lifts
produced by the airfoil sections within the compressor supports
the high-pressure reservoir of air within the combustor section.
As long as nothing happens to upset the lift-producing capability
of the blades or vanes, high-pressure air will flow from the
compressor into the combustor at the same rate at which it flows
out through the turbines, and a state of delicate equilibrium will
be maintained. If a sufficient number of blades or vanes within
the compressor stall, so that this state of equilibrium can no
longer be maintained the high-pressure reservoir of air in the
Interstage Air-Bleed System Airflow Velocity And Rotor Speed Relationship Page 6-6
Airflow Velocity And Rotor Speed Relationship
Compression Air Flow Velocity
Lines Of Relative Velocity
a
b
Illustration
ATM818-093
Rotation Speed Of
Compressor Rotor
ATM818-093
The boundary of the operating region where engine surge can It is pertinent to point out again that engines will not surge under
occur may be precisely located. This is known as the engine surge operating conditions that are within the design range of the
line. For the most efficient gas turbine operation, it is desirable to engines. A well kept engine, properly adjusted and maintained,
operate as close to the surge line as possible, but without the will deliver full, uninterrupted power for the installation in which it
danger of engine surge under any specified operational or is found. Proper pilot technique is the only other ingredient
environmental conditions. To accomplish this, all ‘engines are necessary for smooth operation of the engine and aircraft.
shipped from the plant with a minimum surge margin. Surge
margin is defined as the distance between the normal engine
operating line during jam acceleration and the surge line.
While the surge line of a particular compressor stack up is

basically fixed, the engine operating line can be altered by several
conditions, of which the following are the most significant:
a. Changing the geometric flow area (GFA) of the first stage

turbine nozzle has the effect of increasing the airflow and velocity
through the compressor with a large GFA, or decreasing it with a
smaller GFA. A decrease in the through-flow velocity tends to
increase the relative angle of attack at any given rotational Notes:
speed, and therefore allows the engine to operate closer to the
surge line.
b. Dirty or damaged compressors tend to reduce compressor

efficiency and at the same time reduce the airflow and,
consequently, through-flow velocity within the compressor. If
these conditions become sufficiently severe, surge may result
c. An enriched acceleration fuel schedule tends to impose a higher

than normal back pressure on the combustor, resulting in the
tendency to reduce airflow velocity within the compressor. This
tends toward compressor surge.
If engine surge should occur during engine runup of flight, the

engine may be brought out of surge by reduction of fuel flow. This
may be done by using the throttle to reduce power slightly. An
investigation should then be made to determine the cause of
surge so that corrective action can be taken.
Airflow Velocity And Rotor Speed Relationship
Compression Air Flow Velocity
Lines Of Relative Velocity
a
b
Illustration
ATM818-093
Rotation Speed Of
Compressor Rotor
ATM818-093
INTERSTAGE BLEED SYSTEM actuator piston assembly, overcoming the spring load and forcing
the piston assembly to move upward. This in turn causes the
bleed band to close around the compressor bleed ports.
The interstage bleed system is supplied with the engine to
improve compressor acceleration characteristics. The system The entire sequence of operation is controlled by the fuel control
automatically relieves the compressor of a small amount of air, which senses gas producer speed, fuel flow and pilot demand,
during the period in the engine acceleration cycle when fast therefore ensuring proper opening and closing of the interstage
compressor acceleration is desired even though a slight loss of air-bleed.
power results.
The air-bleed actuator operates by means of compressor

discharge air (P3) which is extracted from a port on the right
hand side of the air diffuser. P3 air entering the actuator assembly
passes through a filter to the underside of the relay valve
diaphragm. A small portion of this air, which is under the
diaphragm, is bled through an orifice in the base of the relay
valve assembly to an external line which directs it to a slide valve
located on the fuel regulator housing. When the slide valve is in
the open position, this air (Pm) is vented overboard, reducing Notes:
pressure at the top surface of the diaphragm. Simultaneously, air
is being bled overboard through the open relay valve. This
reduces pressure at the bottom surface of the diaphragm. This
equalization of pressure on both surfaces of the diaphragm
causes it to remain in a neutral position holding the relay valve in
its open position. With the relay valve held in the open position,
the majority of the P3 air that enters the actuator assembly is
vented to the atmosphere. When the P3 actuating pressure is
vented, the actuator spring, located on top of the actuator piston,
expands and pushes the piston downward, causing the bleed
band to open and remain open as long as the slide valve on the
fuel control is in the open position.
Therefore, it follows that when the slide valve is closed, the bleed
band will be closed. This is accomplished by a build up of pressure
on the top side of the relay valve diaphragm which forces the
relay valve down, closing off the overboard vent. With the
overboard vent closed, the P3 pressure is now routed into the
Interstage Air-Bleed System Interstage Bleed System Page 6-10

Interstage Bleed System
Bleed Band
Illustration
ATM818-092
P3 Air Line
Pressure
Air-bleed Actuator
Modulating
Line
ATM818-092

INTERSTAGE BLEED SYSTEM
Description of interstage bleed system external components:
• Bleed Band
- Two pice stainless steel band (upper-lower) attached
and secured by a bolt. Looped ends of the band are
attached to the actuator by pins
• Pressure Modulating Line
- Interface between the actuator to the fuel control
• Air-bleed Actuator
- Pneumatically operated pistion, spring loaded to open
band (fail safe). Power loss at top end (band open) is
approximately 13 percent
• P3 Air Line
- Compressor discharge air is used to overcome actuator Notes:
spring load to close the band. Air will exit the air dif-
fuser and enters the actuator

Interstage Bleed System
Bleed Band
Illustration
ATM818-092
P3 Air Line
Pressure
Air-bleed Actuator
Modulating
Line
ATM818-092

INTERSTAGE AIR-BLEED ACTUATOR • Spring
- spring loads strainer to the P3 air adapter
ASSEMBLY • Strainer
- Removes large solid particles from the airstream (100
mesh) the strainer must be cleaned after each 100
The interstage air-bleed system prevents engine surges at low
hours of engine operation or sooner if operating in
speeds.
extremely dusty area.
Identification and Location The actuator is located on the right side on the compressor
A breakdown and description of the interstage bleed system housing.
components consists of:
Purpose and Interface
• Adjustment Nut The interstage air-bleed actuator connects mechanically to the
- Used to adjust the tension of the band compressor bleed band. It opens and closes the bleed band upon
input from the fuel control.
• Locking Nut
- Used as a jam nut
• Screw Assembly
- Attaches the upper band loop with a pin to the station- Notes:
ary portion of the actuator
• Air-bleed Actuator
- Pneumatically operated pistion, spring loaded to open
band (fail safe) actuator.
• Piston Rod
- Attaches the lower band loop with a pin to the piston in
the actuator (movable portion)
• Upper Band
- The shorter of the two pice band and attached by a
bolt to the lower band. Removable, to aid in compres-
sor maintenance, as not to damage or bend the upper
band which may cause air leaks
• Lower Band
- The longer of the two pice band and attached by a bolt
to the upper band. The bands are held in place, over
the bleed ports of the compressor housing by clips
Interstage Air-Bleed System Interstage Air-Bleed Actuator Assembly Page 6-14

Interstage Air-bleed Actuator Assembly
Upper
Band
Screw
Assembly
Adjustment Nut Locking
Nut
Illustration
Air-bleed
ATM818-094Piston Rod Lower
Actuator Band
Spring
Strainer
ATM818-094
Interstage Air-Bleed System Interstage Air-Bleed Actuator Assembly Page 6-15

INTERSTAGE BLEED SYSTEM the majority of the P3 air that enters the actuator assembly is
vented to the atmosphere. When the P3 actuating pressure is
DIAGRAM vented, the actuator spring, located on top of the actuator piston,
expands and pushes the piston downward, causing the bleed
band to open and remain open as long as the slide valve on the
Identification and Location fuel control is in the open position.
An interstage air bleed system is provided to facilitate
acceleration of the compressor rotor assembly. Therefore, it follows that when the slide valve is closed, the bleed
band will be closed. This is accomplished by a build up of pressure
Purpose on the top side of the relay valve diaphragm which forces the
relay valve down, closing off the overboard vent. With the
The actuator controls operation of the compressor bleed air by overboard vent closed, the P3 pressure is now routed into the
tightening or loosening the bleed band that encircles a ring of actuator piston assembly, overcoming the spring load and forcing
bleed air holes in the compressor housings at the exit guide vane the piston assembly to move upward. This in turn causes the
location. bleed band to close around the compressor bleed ports.
The bleed band will be closed at all steady state N1 speeds above
80 percent (approximately) and open during all transients and at
Notes:
N1 speeds below 80 percent at standard day sea level static
conditions as directed by the sensors in the fuel control.
The air-bleed actuator operates by means of compressor

discharge air (P3) which is extracted from a port on the right
hand side of the air diffuser. P3 air entering the actuator assembly
passes through a filter to the underside of the relay valve
diaphragm. A small portion of this air, which is under the
diaphragm, is bled through an orifice in the base of the relay
valve assembly to an external line which directs it to a slide valve
located on the fuel regulator housing. When the slide valve is in
the open position, this air (Pm) is vented overboard, reducing
pressure at the top surface of the diaphragm. Simultaneously, air
is being bled overboard through the open relay valve. This
reduces pressure at the bottom surface of the diaphragm. This
equalization of pressure on both surfaces of the diaphragm
causes it to remain in a neutral position holding the relay valve in
its open position. With the relay valve held in the open position,
Interstage Air-Bleed System Interstage Bleed System Diagram Page 6-16

Interstage Air-bleed System Diagram
Bleed Ports
Compressor Housing
Open Band PA
Illustration
ATM818-096 Control Valve
(Part Of Fuel Control)
Actuator
Diaphragm
Spring
Filter
LEGEND From Compressor

PA - Atmosphere Discharge
PM - Modulated P3
P 3 - Compressor Discharge PA
ATM818-096
Actuator Valve
Interstage Air-Bleed System Interstage Bleed System Diagram Page 6-17

INTERSTAGE AIR-BLEED Using a feeler gage, check the clearance between the compressor
housing and bleed band at each clip and at position where two
ADJUSTMENT halves of band meet.

The bleed band shall be adjusted whenever a new band or
actuator assembly has been installed. The air-bleed actuator is
located on the right side of the compressor housing.
Purpose
The travel of the piston rod and the tightness of the bleed band
need to be checked and adjusted.
With the piston in a retracted position, make a mark on the piston
and place another mark in line with one on the housing. Place
another mark on the housing exactly 1 inch above the first mark.
Notes:
Disconnect both air lines, the P3 and the Pm lines. Cap the Pm
line, using 60 psig of shop connect air source to the P3 adapter.
Back off upper adjustment nut to end of rod end. Apply 60 psig
shop air and close band.
Measure travel of rod (should be 1 inch or more). Tighten lower

adjustment nut until band is snug against housing.
Release air pressure, reapply air pressure and recheck travel.
If rod travel is below 1 inch then replace band or actuator

assembly or whichever is required. If rod travel is more than 1.2
inches, continue to tighten nut until travel is within limits.
Check clearance between compressor housing and bleed band in

all bleed port areas must not exceed 0.002 inch drag fit.
Interstage Air-Bleed System Interstage Air-Bleed Adjustment Page 6-18

Interstage Air-bleed Adjustment
Bleed Band
Screw Assembly
Mark On Piston
Illustration
Mark On Housing
ATM818-097
1 IN.
Mark On Housing Bleed

Band
Piston
ATM818-097
Interstage Air-Bleed System Interstage Air-Bleed Adjustment Page 6-19

BLEED BAND CLOSURE CHECK
Adjustment to the fuel control assembly installed on an engine is
limited to bleed band closure point. The fuel control is located on
the left side of the engine
Purpose
This procedure shall be accomplished after a fuel control or nozzle
replacement or if engine performance appears to deviate from
desirable limits.
Start engine and stabilize for 5 minutes at flight idle. Make sure
that the anti-icing and customer air bleed are off.
Note the outside air temberature (OAT) to degrees centigrade Notes:

from the cockpit indicator. Add 3°C to this reading to compensate
for temperature rise through the air inlet duct and record.
Slowly open the twist grip throttle and note the N1 speed at which
the bleed band closed.
Refer to the graph for the correct bleed band closure range of the
temperature recorded.
If the closure point does not fall within the allowable limits, shut
down the engine and adjust the fuel control.
Interstage Air-Bleed System Bleed Band Closure Check Page 6-20

Bleed Band Closure Range
85
GAS PRODUCER SPEED (PERCENT, N1) 80

NGE
RA
IS
TH
HIN
IT
W
E )
OS A-7
CL EL T
ST D
MU MO
Illustration ND OL
75
BA NTR
D O
EE C
BL UEL
(F
ATM818-174
70
65
oC -30 -20 -10 0 +10 +20 +30 +40 +50
oF -20 0 +20 +40 +60 +80 +100 +120
AMBIENT TEMPERATURE ATM818-174
Interstage Air-Bleed System Bleed Band Closure Check Page 6-21

BLEED BAND CLOSURE ADJUSTMENT
The bleed band closure adjustment is located on the fuel control.
Purpose
If the closure point does not fall within the allowable limits, shut
down the engine and adjust the fuel control.
Remove safety wire and seal from locknut. Back out slotted lock
screw three quarters of a revolution from the center of the
adjustment screw.
Hold the adjustment screw. Release the torque on the locknut.
Turning clockwise will shift the bleed band closure point to a Notes:
higher N1 speed. Turning counterclockwise will shift the bleed
band closure point to a lower N1 speed.
Rotate the adjustment screw as required. One quarter turn equals

approximately 2 percent N1 speed.
Interstage Air-Bleed System Bleed Band Closure Adjustment Page 6-22

Bleed Band Closure Adjustment
Dust Cover
Illustration
ATM818-098
Locknut
Adjustment Screw
Lockscrew
ATM818-098
Interstage Air-Bleed System Bleed Band Closure Adjustment Page 6-23

REVIEW When adjusting the bleed band closure adjustment in what
direction should the adjustment be turned to shift the
bleed band closure point to a lower N1 speed?
Now that you have completed this section, you should be able to:
• Identify and describe the purpose of the interstage air-
bleed components The bleed band is a two pice band, which of the two
• Describe the bleed band adjustments segments is the shorter one of the two?
Why is the air-bleed actuator referred to as a fail safe
Does changing the geometric flow area of the first stage component?
turbine nozzle effect the airflow and velocity through the
compressor? Refer to page 6-12 for the answer to this question.
To ensure a proper operation in opening and closing the

interstage air-bleed system, it is controlled by what engine
component?
At what interval should the strainer of the air-bleed

actuator be cleaned?
When the Pm air is vented, this causes the bleed band to

go into the open or closed position?
If the piston rod travel is below 1 inch then what action

should you take?
Interstage Air-Bleed System Review Page 6-24

CHAPTER 7—VARIABLE
INLET GUIDE VANE SYSTEM
OBJECTIVES
• Describe the purpose of the variable inlet guide vanes
• Describe the operation of the variable inlet guide vane
• Describe the adjustment of the variable inlet guide vane
actuator
Notes:
Variable Inlet Guide Vane System Objectives Page 7-1

OVERVIEW
To provide the desired surge margin, the angle of attack of the
inlet air to the first compressor rotor must be within the stall-free
operating range of the transonic airfoil (first two stages of the
compressor). Since this stall-free operating range varies with
compressor speed, it becomes necessary to vary the angle of
attack as a function of compressor speed. This is accomplished by
varying the angular position of the inlet guide vane.
Notes:
Variable Inlet Guide Vane System Overview Page 7-2

Overview
Illustration
ATM818-178
ATM818.178
Variable Inlet Guide Vane System Overview Page 7-3

VARIABLE INLET GUIDE VANE SYSTEM
The variable inlet guide vane assembly is located in front of the
first compressor rotor and consists of a series of hollow blades
positioned by a synchronizing ring.
Purpose
The variable inlet guide vanes change the angle of incidence
between inlet air and compressor rotor blades to maintain the
airflow requirements of the compressor rotor assembly.
At low N1 speeds, a high angle of inlet is required, while at higher
N1 speeds, the angle of inlet required decreases. Since it is the
proper inlet airflow angle relative to rotor speed that we are
concerned with, the inlet guide vanes must vary in position as a Notes:
function of compressor rotor speed and air temperature. With
reference to the engine longitudinal center line, under the
following conditions of an ambient air temperature of about 59°F
and a rotor speed of 0 to 80 percent, the guide vanes are
positioned at approximately 51.5° from the engine center line
(Block A). At rotor speeds of 80 to 95 percent, the inlet guide
vanes are in a modulating position between 51.5° to 6.5°. At
rotor speeds in excess of 95 percent, the inlet guide vanes are at
a 6.5° position (Block B). The inlet guide vanes will vary in angle
through a 45° arc (Block C).
The inlet guide vane actuator is positioned by the inlet guide vane
actuator pilot valve located in the fuel control as a function of N1
speed and compressor inlet temperature T1.
Variable Inlet Guide Vane System Variable Inlet Guide Vane System Page 7-4
Angles Of Variable Inlet Guide Vanes
Engine Center Line Inlet Airflow Direction
Inlet Airflow Inlet Guide Vane
Deflected
Angle
1St Stage Compressor
Direction Of Rotation
Low Rotor Speed
BLOCK A
Inlet Airflow
Direction Inlet Guide Vane
Illustration 1St Stage Compressor

Direction Of Rotation
ATM818-100 High Rotor Speed
Block B
Engine Center Line

51.5° 45° ARC
6.5°
Inlet Guide Vane
ATM818-100
Block C
Variable Inlet Guide Vane System Variable Inlet Guide Vane System Page 7-5
VARIABLE INLET GUIDE VANE • Synchronizing Ring
- Transmits through linkage; IGV actuator movement, to
OPERATION all 18 vanes simultaneously
• Inlet Guide Vanes
- The guide vanes changes air inlet angle relative to
The fuel control senses gas producer speed (N1). A servo valve
compressor speed
located within the fuel control is activated to port servo fuel
pressure through lines (CYL #1, CYL #2) to the upper or lower • Control Rod
side of the inlet guide vane actuator piston. The pressurized fuel - Positions synchronizing ring via speed signal from the
will activate the piston which positions the control rod. This fuel control
control rod is connected to the synchronizing ring which • Seal Drain Line
simultaneously sets the position of all the inlet guide vanes. At
- Provides drainage of fuel which leaks passed the actua-
the same time, the inlet guide vane position is relayed back to the
tor seal
fuel control through an external feedback control rod to null the
fuel-out servo pressure signal. Therefore, at any steady state
rotor speed between 80 percent and 95 percent, the inlet guide
vanes will assume, and remain, in a constant position.
Fuel leakage past the actuator seal is drained through an external Notes:
line and out the starter-generator drive seal drain port, via the
accessory drive gearbox.
• Servo Fuel Pressure (CYL #1)

- Servo valve ports high pressure fuel (80 psi to 650 psi)
to either side of actuator pistion
• Servo Fuel Pressure (CYL #2)
- Servo valve ports high pressure fuel (80 psi to 650 psi)
to either side of actuator pistion
• Feedback Control Rod
- Feedback to the fuel control is provided through an
external control rod to null fuel-out servo pressure sig-
nal
• Inlet Guide Vane Actuator
- Operates on high pressure fuel (servo pressure) deliv-
ered from the fuel control via external lines
Variable Inlet Guide Vane System Variable Inlet Guide Vane Operation Page 7-6
Variable Inlet Guide Vane System
Ridge Blast
Plate Mask
A
Synchronizing Ring
Control Rod Inlet Guide Vanes
Servo Fuel Pressure (CYL #1) Illustration Longitudinal

A Center Line
ATM818-101
Servo Fuel Pressure 6.5° 51.5°
(CYL #2)
Feedback Control Rod
Fuel Control
Inlet Guide
Vane Actuator
ATM818-101
Seal Drain Line
Starter Generator Seal Drain Port
Variable Inlet Guide Vane System Variable Inlet Guide Vane Operation Page 7-7
VARIABLE INLET GUIDE VANE • Remove the connon plug from the engine low oil pressure
warning light switch and connect it to the lead drom the
ACTUATOR ADJUSTMENT switch and coupling assembly
• Start engine and stabilize at flight idle with engine anti-
icing in the off position.
Identification and Location • Slowly increase N1 speed above flight idle. Record N1
The varible inlet guide vane actuator is mounted on the right side speed and outside air temperature (OAT) when the low
of the compressor housing assembly at the flange. engine oil pressure warning light actuates. Repeat this
check three times to obtain a mean N1 speed.
Purpose • Enter N1 speed and OAT (+3°) to determine that the N1
An operational check of the inlet guide vane actuator must be speed falls within the lower band.
performed whenever fuel control, inlet guide vane actuator are • Make sure that a minimum of five rod end threads are
replaced or improper operation of the actuator is suspected. engaged in the feedback tube ends.
Improperly adjusted inlet guide vanes will have an adverse effect
on engine operation. If the inlet guide vanes fail to reach the full
open position, the engine will exhibit low torque and high N1
Notes:
speed. If the guide vanes reach the full open position at too low
an N1 speed, engine surge may occur.
The N1 speed at which the VIGV begins to open may be

determined using switch and coupling kit LTCT 13726 or
equivalent.
To preclude damage or distortion to the VIGV components,

release the torque on the CYL #1 and CYL#2 lines at the actuator.
This will eliminate hydraulic resistance when the actuator arm is
manually moved during the rigging check.
• Check for proper travel of the VIGV control rod and

alignment of the blast mark or scribed line to the open
rigging plate scribe line.
• Install switch and coupling assembly between the VIGV
actuator and CYL#2 line.
Variable Inlet Guide Vane System Variable Inlet Guide Vane Actuator Adjustment Page 7-8
Gas Producer Speed At Which Inlet Guide Vane
Operates Versus Ambient Temperature
GAS PRODUCER SPEED - N - PERCENT RPM
100
1
Illustration
ND
OPEN BA
LETELY
90 ANE S COMP
GUIDE V
80
ATM818-102 O OPE
N BAND
GIN T
VANES BE
GUIDE
70
-30 -20 -10 0 +10 +20 +30 +40 +50 +60
AMBIENT TEMPERATURE °C
ATM818-102
• If thread engagement is insufficient, the feedback lever on
the fuel control may be reindexed one or two splines
counterclockwise in relation to its shaft.
Shorten feedback rod to decrease N1 speed at which guide vanes
begin to open. Lengthen feedback rod to increase began to open
N1 speed. Turn both rod ends an equal number of turns.
- Adjustments of the inlet guide vanes should be made

in increments of one percent N1 speed.
- Two turns on each of the feedback rod ends will result
in approxmately a 2 percent N1 speed change.
To check the full open point (top band), with the switch and
coupling kit installed between the VIGV actuator and the CYL #1
line.
Record N1 speed and outside air temperature (when in flight) the

instant the annunciator panel low engine oil pressure light goes
out the guide vanes reached the completely open point. Repeat
this check three times to obtain a mean full open N1 speed. Notes:
• Do not exceed maximum N1 aircraft torque or MGT limits.

• Land aircraft
• Enter N1 speed and OAT (+3°) to determine that the N1
speed falls within the upper band.
• Make adjustments to the feedback rod.
Gas Producer Speed At Which Inlet Guide Vane
Operates Versus Ambient Temperature
GAS PRODUCER SPEED - N - PERCENT RPM
100
1
Illustration
ND
OPEN BA
LETELY
90 ANE S COMP
GUIDE V
80
ATM818-102 O OPE
N BAND
GIN T
VANES BE
GUIDE
70
-30 -20 -10 0 +10 +20 +30 +40 +50 +60
AMBIENT TEMPERATURE °C
ATM818-102
REVIEW What is the minimum thread engagement required for both
ends of the feedback rod?
• Describe the purpose of the variable inlet guide vanes

• Describe the operation of the variable inlet guide vane
• Describe the adjustment of the variable inlet guide vane
actuator
What is the function of the synchronizing ring?
Above 95 percent N1, what position will the guide vanes be

in?
The purpose of the variable inlet guide vane system is to

reduce the probability of compressor stalls at what
speeds?
The variable inlet guide vanes change the air inlet angle
relative to what speed?
To increase or decrease N1 speed at which the guide vanes

reach the full open point, the required adjustments would
be made to what component?
Variable Inlet Guide Vane System Review Page 7-12

CHAPTER 8—INTERNAL
COOLING AND
PRESSURIZATION
OBJECTIVES
• Describe air flow from intake to exhaust
• Describe the cooling process of the engine internal
components
• Describe the engine seal pressirization system
• Describe the anti-icing system Notes:
Internal Cooling And Pressurization Objectives Page 8-1

OVERVIEW
Internal cooling and pressurization air is obtained from five
different pressure and temperature supplies: from the aft side of
5th stage compressor from the tip of the centrifugal compressor
impeller; from the edge of the combustion chamber deflector;
from the area surrounding the gas producer and power turbine
assemblies; and from external air through the hollow struts of the
exhaust diffuser.
The internal cooling system provides cooling air to the internal

engine components and pressurizes the main bearing seals and
intershaft oil seal.
Notes:
Internal Cooling And Pressurization Overview Page 8-2

Overview
Illustration
ATM818-178
ATM818.178
Internal Cooling And Pressurization Overview Page 8-3

INTERNAL COOLING AND the second gas producer turbine. The power system also utilizes
the two-stage turbine concept. On leaving the second gas
PRESSURIZATION SYSTEM producer turbine, the gas still possessing a high work potential,
flows across the first power turbine nozzle onto the first power
turbine, through the second power turbine nozzle onto the second
Atmospheric air is drawn into the annular passageway of the inlet power turbine. On passing from the second power turbine, the
housing by passing rearward across the variable inlet guide gas is exhausted into the atmosphere through the exhaust
vanes, which direct the air to the engine compressor section. The diffuser passageway.
combination of one rotating member (compressor rotor), which
increases air velocity and pressure and one stationary meter
(stator), which effects an additional pressure increase, comprises
one stage of compression. The fifth-stage stator includes a
second set of vanes which serve as exit guide vanes for the axial
compressor and directs the air, at the proper angle to the leading
edge of the centrifugal compressor vanes.
The centrifugal compressor further accelerates the air as it passes

radially to the diffuser housing passageway. Three sets of vanes
in the air diffuser convert the air velocity into pressure and Notes:
redirect the airflow rearward to the combustor.
At this point the air enters the combustor section, surrounds the
combustion liner and passes into the annular combustion area
through slots, louvers, and holes in the liner. On entering the
combustion area, flow direction is reversed while both air velocity
and pressure drop. The air, at the same time, performs the dual
function of cooling the combustor liner and supporting
combustion. Combustion is made possible by introducing fuel into
the combustion area through 22 atomizers. The atomized fuel
mixes with the air, buns, and produces temperatures as high as
3500°F.
This hot gas flows forward in the combustion area to the deflector,
which reverses its flow. Now flowing rearward, the gas is directed
across the two-stage gas producer turbine system. The first gas
producer nozzle directs (impinges) the high energy gas onto the
first stage turbine, through the second gas producer nozzle onto
Internal Cooling And Pressurization Internal Cooling And Pressurization System Page 8-4
Internal Cooling And Pressurization
Combustion Chamber Deflector
Centrifugal Compressor Impellor Tip
Illustration
ATM818-103
External Air For Exhaust

LEGEND Gas Producer and Power Diffuser Hollow Struts
Ambient And Compressor Air Turbine Surrounding Air
Combustor And Exhaust Gases
P2 Internal Cooling And Pressurization
ATM818-103
Air flows down through the aft side of the 5th stage compressor the No. 2 bearing housing. Then the air splits into two flow paths
then forward to the first-stage rotor disc where it is bled back into as follows:
the compressor airstream through holes in the 2nd, 3rd and 4th
stage compressor disc. This airflow cools the titanium compressor Some of the compressed air cools the forward face and blade
rotor assembly. roots of the first-stage gas producer rotor assembly and passes
into the exhaust stream.
Compressor air, bled from the tip of the centrifugal compressor
impeller, cools the forward face of the diffuser housing and The remainder of the compressed air flows through the first gas
pressurizes the No. 2 bearing forward seal,, continuing rearward producer rotor assymbly and passes through holes in the inside
through transfer tubes in the bearing housing to pressurize the diameter of the gas producer turbine spacer to cool the hub area
No. 2 aft oil seal. It also passes through a series of holes in the of the rear face of the first gas producer turbine and the forward
rear compressor shaft into the space between the rotor assembly face of the second gas producer turbine. It then passes between
and the power shaft. At this point it separates into three separate the two turbine hubs where it joins with air being discharged from
flow paths as follows: the aft end of the rear compressor shaft and on to the exhaust
gas stream.
Part of the compressor air continues on to the aft face of the
intershaft seal, located forward of the No. 1 bearing.
Some of the compressed air flows aft over the power shaft and Notes:
emerges at the aft end of the rear compressor shaft to cool the
forward face of the first power turbine rotor, and the first stage
power turbine nozzle. The air then passes into the exhaust
stream.
The remainder of the compressed air flows through a series of

holes in the power shaft. This air flows aft, inside the power shaft,
through holes drilled in the hollow power shaft through bolt, and
into the interior of the second power turbine rotor assembly. Air
then passes through a series of holes in the turbine hub and the
turbine spacer to cool the rear surface of the first power turbine
rotor assembly, the forward surface of the second power turbine
rotor assembly, and both faces of the second power turbine
nozzle. The air then passes into the exhaust stream.
Compressed air, bled through slots created by the mating

surfaces of the combustion chamber deflector and the air diffuser,
cools the forward face of the deflector and passes through to cool
Illustration
ATM818-103

ATM818-103
Part of the compresed air continues on to the aft face of the - intershaft seal, located forward oç the No. 1 bearing.
Compressed air passes through the first-stage gas producer
nozzle assembly and through holes in the trailing edges to
provide cooling air for the first-stage gas producer nozzle. It then
passes through the inner shroud and deflector of the first-stage
gas producer nozzle assembly into the exhaust stream.
Compressed air passes through holes in the second-stage gas

producer nozzle and cylinder assembly between the two inner
deflectors and the turbine spacer outer diameter to cool the rear
face of the first-stage gas producer rotor assembly and the
forward face of the second gas producer rotor and then into the
exhaust stream.
Ambient air enters the exhaust diffuser struts and passes into the
air chamber area of the No. 3 and 4 bearing housing. The cooling
air moves forward between bearing housing wall to cool the rear
face of the second-stage power turbine rotor assembly and into
the exhaust stream.
Notes:
Illustration
ATM818-103

ATM818-103
INTERNAL COOLING AND producer turbine blades. The high cooling rate for these blades is
achieved by multi passing the airflow. The air flows from hub to
PRESSURIZATION (T53-L-703) tip through two parallel passages and then back inboard through
a third aft passage.
The gas producer nozzle and turbine cooling of the T53-L- The blade trailing edge is cooled by ejecting this air through eight
703/T5317 engine is similar to that of the T53-L-13B engine holes on the pressure side of the blade.
except that the first gas producer turbine rotor blades are air
cooled, and the first gas producer nozzle vanes are modified to a No. 2 Bearing Fornard And Aft Sawcut Seals
more effective impingement-cooled design. The T53-L-703/T5317 engine still incorporates basically the same
T53-L-13B sawcut pressurized type carbon radial seals, but with
The cooling air applied to the first gas producer nozzle vanes is the following exception.
P4, which consist of impingement cooling at the leading edge,
convective cooling at midchord and external film cooling at the The aft seal, a one piece split carbon ring (controlled gap seal), is
trailing edge. omitted and P3 air is used to pressurize the aft side of the number
2 bearing package.
Cooling air is admitted to the inside of the vane through a tubular
insert. Air is ejected forward through 5 holes along the leading
edge of insert which then impinges air on the inside wall of vane Notes:
leading edge, this impingement air then flows chordwise between
insert and vane wall toward vane trailing edge and cools inside
walls by convection. The air is then discharged through eight
holes in the vanes trailing egde, thereby providing film cooling of
vane trailing edge.
The cooling air that passes through the vanes is ducted around to
provide impingement cooling of vane leading edge. Additionally,
P4 air is routed to impinge on each vane leading edge outer
shroud area.
The cooling air applied to first gas producer turbine rotor is P3.
This cooling air originates at compressor exit and is directed to
the number two bearing housing between the air diffuser housing
and outer curl. The number two bearing package is redesigned to
allow a greater increase in cooling air to flow to the first stage gas
producer turbine blades. The cooling air is routed through the
number two bearing housing and directed into the first stage gas
Internal Cooling And Pressurization Internal Cooling And Pressurization (T53-L-703) Page 8-10
Internal Cooling And Pressurization (T53-L-703)
Illustration
ATM818-104 A
Hot Gas
LEGEND
P-II
P-III
ATM818-104
P-IV TRAINING PURPOSES ONLY
Internal Cooling And Pressurization Internal Cooling And Pressurization (T53-L-703) Page 8-11
NO. 1 BEARING OIL SEAL
The engine incorporates a positive contact type seal in the
number 1 bearing area.
Purpose
A positive contact carbon ring is forced against a rotating face
plate which turns with the shaft. This sealing action negates the
use of P2 air as implemented in the T53-L-13B engines.
The improved number 1 bearing seal negates the use of P2 air, for
a positive contact face seal. The face seal is designed to be loaded
axially by a wave spring; this spring tension forces the carbon
element tightly against the rotating face plate. While contact is
maintained between a rotating and stationary component, friction Notes:
is kept at a minimum due to the extremely smooth surfaces of
each component. This positive contact seal is highly effective in
preventing the seepage of oil at all operating speeds and
conditions. This configuration has performed excellently with over
4000 hours of engine operation.
Internal Cooling And Pressurization No. 1 Bearing Oil Seal Page 8-12
No. 1 Bearing Oil Seal
Illustration
ATM818-105
ATM818-105
NO. 3 BEARING OIL SEAL
This seal is comprised of two carbon elements, each segmented
into three pieces.
Purpose
The segments are compressed against the power turbine seal
runner by garter springs, and are kept from rotating by retaining
pins. In static conditions, the seal segments are positioned
forward by a wave washer seal against the body.
The carbon elements do not have a constant axial position during
operation. This is due to the repeated changes in the differential
pressure between the ambient air, forward of the seal, and
bearing cavity air, aft of the seal. These pressure differential Notes:
changes are due to the repeated rotational speed changes of the
accentric pump impellers. Increase in impeller speeds results in
decreases in air pressure within the bearing cavity. As this
pressure decrease takes place, ambient air pressure overcomes
the wave washer and moves the elements aft. This allows
ambient air to enter the bearing cavity behind the seal, nulling
the pressure differential. With this decreased differential, the
wave washer again moves the segment forward against the body,
sealing out ambient air. This pressure change cycle is constantly
being repeated, moving the seal segments fore at aft. A positive
oil seal is always maintained either by the flow of ambient air into
the cavity, or by the seal element being held against the body.
No. 3 Bearing Oil Seal
Illustration
ATM818-107
ATM818-107
DESCRIPTION OF ANTI-ICING SYSTEM
Pressurized hot air from the air diffuser flows through holes in the
trailing edge of the diffuser vanes and collects in the air diffuser
internal bleed air manifold, where it is passed to an external bleed
air manifold located at the 1 o'clock position on the diffuser
housing.
Purpose
The anti-icing system supplies hot air, under pressure, to prevent
icing of the inlet housing areas and inlet guide vanes, when
required.
A connecting manifold, consisting of an external elbow and
tubing, is attached to the external bleed air manifold and to an Notes:
adapter located on top of the impeller housing. This hot air then
flows from the adapter to a chamber behind the hot air valve
mounting pad.
Internal Cooling And Pressurization Description Of Anti-Icing System Page 8-16

Anit-Icing System
Crossover
Tube
Bleed Air
Manifold Elbow Bleed Air
Adapter
Hot Air
Solenoid Valve
Air Regulator
Anti-icing Tube
Hot Air Inlet
Illustration
ATM818-108
ATM818-108
Internal Cooling And Pressurization Description Of Anti-Icing System Page 8-17

HOT AIR VALVE
The hot air valve is mounted to the impeller housing assembly
and controls the flow of anti-icing air to the inlet housing.
Purpose
This valve, which is pneumatically operated and electrically
controlled, is normally energized, causing the valve to be in a
closed position.
When anti-icing air is required, the solenoid is deenergized by
manually activating a switch in the cockpit, causing the air
pressure to open the valve. This allows the hot air to enter the
inlet housing through the transfer tube to prevent the formation
of ice. The valve design incorporates a fail-safe provision which Notes:
insures continuous anti-icing air flow in the event of an electrical
failure.
Internal Cooling And Pressurization Hot Air Valve Page 8-18

Hot-Air Valve
Solenoid
Coil
Windings
Electrical
Connector
Spring
Core Piston
Spring
Illustration Valve Valve
ATM818-109
ATM818-109
Internal Cooling And Pressurization Hot Air Valve Page 8-19

ANTI-ICING SYSTEM DIAGRAM
Anti-icing air flows forward through a regulator tube into hollow
annulus (port) on top of the inlet housing.
Purpose
This hot air is then circulated through five of the six hollow inlet
housing support struts to prevent ice formation in the inlet
housing area.
Anti-icing of the 6 o'clock strut area is accomplished by draining
hot engine scavenge oil through the strut into the accessory
gearbox. Anti-icing air also flows into an annulus in the rear of the
inlet housing where it is directed through the hollow inlet guide
vanes and allowed to exhaust forward of the Variable Inlet Guide Notes:
Vane (VIGV) Assembly into the inlet air stream.
Internal Cooling And Pressurization Anti-Icing System Diagram Page 8-20

Anit-Icing System Diagram
LEGEND
Anti-Icing Air
And Vent ports
Illustration
ATM818-110
ATM818-110
Internal Cooling And Pressurization Anti-Icing System Diagram Page 8-21

REVIEW Refer to page 8-10 for the answer to this question.
What is the method of operation of the hot air valve?

• Describe air flow from intake to exhaust
• Describe the cooling process of the engine internal The difference in cooling of the first gas producer turbine
components rotor between the T53-L-703 and the T53-L-13B engine is?
• Describe the engine seal pressirization system
• Describe the anti-icing system
What type of oil seal is used in the No. 1 bearing.
What air cools the power turbine bearing and aft face of
the No. 2 power turbine disc?
Why is the hot air valve known as a fail-safe valve?
What prevents the 6 o’clock strut in the inlet housing from

icing up?
Where is the external bleed manifold located for the anti-

icing system?
How is P2 air utilized at the No. 2 bearing area?
Internal Cooling And Pressurization Review Page 8-22

CHAPTER 9—FUEL SYSTEM
OBJECTIVES
• Identify and describe the fuel system components
• Inspect the fuel system components for serviceability
• Describe the fuel control adjustments
• Describe the operation of the fuel control
Notes:
Fuel System Objectives Page 9-1

OVERVIEW
The fuel system consists of the engine inlet air pressure sensing
line, inlet air temperature sensing bulb, fuel regulator, power
turbine governor, start fuel solenoid, starting fuel line, check-filter
purge valve, start fuel manifold, fuel flow divider, main fuel
manifold, and pressure operated combustor drain valve.
The main fuel system delivers metered fuel from the fuel control
to the main fuel manifold where it is discharged through 22 fuel
nozzles into the combustion chamber. Main fuel is ignited by the
burning starting fuel.
Notes:
Fuel System Overview Page 9-2

Overview
Illustration
ATM818-178
ATM818.178
Fuel System Overview Page 9-3

FUEL SYSTEM EXTERNAL • Air Temperature Sensing Bulb
- (T1) monitors inlet air temperature and programs the
COMPONENTS fuel control to deliver fuel to the engine
• Fuel Manifold (right side)
- Dual milled channels with 11 atomizing nozzles per half
The external components of the fuel system are:
• Start Fuel Manifold (right side)
• Air Pressure Sensing Line - Stainless steel tubing directing fuel flow to starting
- (P1) the multiplier assembly compensates for baro- nozzles (right side)
metric pressure change and will bias the fuel flow to • Check-Filter Purge Valve
the engine - Utilizes combustor static air to purge starting fuel noz-
• Start Fuel Solenoid zles
- Provides fuel flow to starting nozzles during engine
starting only
• Start Fuel Lines
- Directs fuel flow to starting fuel manifold
• Fuel Manifold (Left Side)
Notes:
- Dual milled channels with 11 atomizing nozzles per half
• Start Fuel Manifold (Left Side)
- Stainless steel tubing directing fuel flow to starting
nozzles (left side)
• Fuel Flow Divider
- Mounted at the 6 o’clock position on the exhaust dif-
fuser support cone assembly
• Combustion Drain Valve
- Drains residual fuel from the combustion chamber in
the event of an aborted start
• Power Turbine Governor
- Maintains power requirements as the load changes
• Fuel Control
- Delivers metered fuel under pressure to the inlet of the
fuel flow divider
Fuel System Fuel System External Components Page 9-4

Fuel System External Components
Start Fuel Line
Fuel Manifold
Left Side
Start Fuel
Solenoid
Air Pressure Start Fuel
Sensing Line Manifold Left
Side
Fuel Manifold
Illustration
Right Side
Fuel Flow
Check-filter Divider
Purge Valve Power
Start Fuel
ATM818-127
Turbine
Manifold
Air Temperature Fuel Governor
Right Side
Sensing Bulb Control Combustion
Drain Valve
ATM818-127
Fuel System Fuel System External Components Page 9-5

STARTING FUEL SYSTEM • Start Fuel Nozzle
- Located at 2, 4, 8 and 10 o’clock and directs fuel into
the combustion chamber at proper angle and flows for
Identification and Location ignition
Connected to the four outlet ports are four starting fuel nozzles Maintenance Tip
which are located at the 2-, 4-, 8-, and 10-o'clock positions of the
combustor housing. Total fuel flow of the four start fuel nozzles is 25 PPH (6.4 PPH
individually) each nozzle has an integral 75 mesh strainer, not
Purpose maintainable.
Fuel flows through an external line from the fuel control to the
starting fuel solenoid.
The solenoid is a two-position cockpit controlled valve, electrically
opened and spring-loaded closed incorporating an internal 100
mesh filter. With the valve energized to the open position, fuel
flows through an external line and connects to the starting fuel
manifold. The starting fuel manifolds have one inlet port and four Notes:
outlet ports. Fuel enters the combustor at the nozzle tip at an 80
degree fine cone mist. Combustor air pressure is directed through
holes in the nozzle shroud and discharged at the nozzle tip for
cooling purposes.
At 40 percent N1 speed, the ignition, starting fuel solenoid valve

and starter are de-energized to close and stop the flow of starting
fuel. The check filter valve opens and bleeds pressurized air from
the combustor to purge fuel from the starting fuel lines and
nozzles.
• Start Fuel Flow Divider

- Divides start fuel to the right and left side start fuel
manifolds
• Start Fuel Manifold (left and right side)
- Two piece stainless steel tubine which directs start fuel
to the four start fuel nozzles
Fuel System Starting Fuel System Page 9-6

Starting Fuel System
Start Fuel
Flow Divider
Illustration
Start Fuel Manifold Left Side
ATM818-128
Start Fuel Manifold
Right Side Start Fuel Nozzle
ATM818-128
Fuel System Starting Fuel System Page 9-7

STARTING FUEL SEQUENCE AND and nozzles. The filter also protects the poppet valve from
becoming stuck in the open position. Direction of airflow is
PURGE SYSTEM designated by an arrow on the valve body and should be
observed whenever the valve is installed.

The check valve and filter assembly are contained within the
same housing and is mounted on the combustor-diffuser split line
at the 1-o'clock position.
Purpose
The incorporation of a purge system provides a continuous flow of
combustor pressurized air through a starting fuel manifold and
starting fuel nozzles to prevent residual fuel from accumulating.
A purge system has been developed to eliminate the clogging of
start fuel nozzles due to coking. The coking occurs when a
Notes:
quantity of fuel is trapped in the starting fuel manifold and
starting fuel nozzles. This residual fuel, when exposed to
combustor temperatures, which range from 600°F to 1000°F,
breaks down chemically into a sticky varnish and then coke.
The check valve is a poppet type valve, spring-loaded to the

closed position. During the starting cycle, start fuel pressure,
which can attain approximately 100 psi, acts on the already
closed valve with additional pressure. After the start cycle is
completed and N1 speed is in excess of 80 to 87 percent,
pressurized air from the PS4 port on the combustor housing will
pass through the check valve directly to the starting fuel
manifold. The check valve opens when a pressure differential of
one psi has been attained between PS4 and starting fuel nozzle
tip and will remain open under all flight conditions, thereby
providing a continuous purge of the fuel starting nozzles. An 80
micron filter, located at the air "in" side of the check valve
prevents foreign matter from entering the starting fuel manifold
Fuel System Starting Fuel Sequence And Purge System Page 9-8
Starting Fuel Sequence And Purge System
6
Electrical Connector
Pressure Drop From
5 Starting Nozzle To P 4 s
Coil Windings
Start Fuel Solenoid
P~PSI
4
Inlet 2
Start Fuel Nozzle
100 Mesh Filter Valve and Seat 1
Spring Loaded Closed

40 50 60 70 80 90 100
Illustration N~%
ATM818-129
Ps4 Tap
Purge Air Check

Valve
Valve Closed
80 Micron Filter
Purge Air Check Valve Open
ATM818-129
Fuel System Starting Fuel Sequence And Purge System Page 9-9
FLOW DIVIDER, DUMP VALVE • Combustion Chamber Drain Valve
- Provides a port through which the fuel manifolds drains
ASSEMBLY purged fuel overboard
Fuel leaking from the combustion chamber drain valve during an
engine operation would indicate the o-rings of the dump valve
Identification and Location portion of the flow divider are defective.
The flow divider and dump valve assembly is mounted under the
exhaust diffuser support cone at the 6 o’clock position.
Purpose
The flow divider assembly receives fuel from the fuel control, and
delivers it to the main fuel manifold through two passages.
At low N1 speeds, the flow divider sends fuel through the primary
system of the manifolds. As N1 speed increases, fuel pressure
increases and the flow divider opens ports to the secondary
system of the main fuel manifold. The flow divider is equipped
Notes:
with a drain port to drain fuel from the main fuel manifolds and
flow divider during engine shutdown.
• Fuel Flow Divider And Dump Valve

- Directs fuel flow to the primary and secondary chan-
nels of the main fuel manifolds
• Primary Fuel Lines
- Directs primary fuel to the primary channel of the main
fuel manifolds
• Secondary Fuel Lines
- Directs secondary fuel to the secondary channel of the
main fuel manifolds
• Dump Valve Drain Line
- During engine shut down, purge fuel pressure from the
fuel manifolds flow through the dump valve drain line
and to the combustor drain valve body and is directed
overboard
Fuel System Flow Divider, Dump Valve Assembly Page 9-10

Flow Divider, Dump Value Assembly
Secondary Fuel Lines
Illustration
Primary Fuel Lines
ATM818-130
Fuel Flow Divider
And Damp Valve
Primary Fuel Lines
Secondary Fuel Lines
Dump Valve Drain Line
ATM818-130
Combustion Chamber Drain Valve
Fuel System Flow Divider, Dump Valve Assembly Page 9-11

FLOW DIVIDER OPERATION
The main fuel system receives its fuel from an airframe mounted
boost pump which pumps fuel directly through an airframe
mounted filter and then to the fuel control. From the fuel control,
main fuel flow is routed by external line through the main fuel
flow divider and dump valve assembly. The flow divider and dump
valve assembly has a lower housing containing the dump valve
and an upper housing containing the flow divider.
The flow divider controls fuel flow to the engine nozzles according
to a predetermined schedule of secondary flow versus primary
flow. A dump valve was incorporated as an integral unit to drain
the fuel from the manifolds and fuel lines following engine
shutdown. The flow divider and dump valve assembly is designed
to function with fuel pressures up to 1200 psig.
When fuel pressure at the inlet of the flow divider reaches a Notes:
predetermined value (approximately 8 to 12 percent N1), the
dump valve plunger moves to a closed position, allowing fuel to
enter the flow divider valve. Fuel then passes through orifices in
the flow divider plunger and out to the primary manifolds. When
the primary flow reaches a predetermined value (approximately
32 percent N1), the pressure at the plunger face is sufficient to
move the plunger off its seat. As the plunger is displaced, the
secondary flow ports in the flow divider body are progressively
opened, allowing fuel to pass into the secondary manifolds.
Fuel System Flow Divider Operation Page 9-12

Flow Divider Operation
Fuel
From
Main Fuel
Secondary Manifold
Fuel To
22 Atomizers
To Combustion
Chamber Drain
Valve
Primary And Secondary Flow (Approx. 32% N1) Dump Flow
(Normal Operation) (Shut Down)
Illustration
ATM818-131 Primary Fuel To
22 Atomizers
Primary Flow
(Primary Fuel 8 to 12% N1)
ATM818-131
Fuel System Flow Divider Operation Page 9-13

FUEL MANIFOLD ASSEMBLY
The fuel manifolds assembly is secured to the rear of the
combustion chamber housing
Purpose
It receives fuel from the flow divider assembly, and delivers it to
22 fuel nozzles through either of the two separate fuel passages.
The main fuel manifold assembly is a two pice separately milled
channeled manifold. One channel for primary fuel and one for
secondary fuel flow to the 11 atomizing nozzles ports per
manifold half.
Each half contains four filters, but only two filters on each half are Notes:
in use. Only the filters at the 6 o’clock are in use, the remaining
two filters are capped off. The filters have a bypass capability in
the event of icing or clogging, they will bypass at a differential
pressure of 27 +/- 7 psid. The filters are not maintainable.
Main fuel manifolds are interchangeable from right to left side,

atomizing nozzles are not field replaceable.
• Primary Fuel In Port

- Aft channel devivers primary fuel to the eleven atomiz-
ing nozzles for that half
• Secondary fuel In Port
- Forward channel devivers secondary fuel to the eleven
atomizing nozzles for that half
• Fuel Manifold
- Two piece, separately milled channels with eleven
atomizing nozzles per half
Fuel System Fuel Manifold Assembly Page 9-14

Fuel Manifold Assembly
Primary Fuel In Port
Illustration
ATM818-133 Secondary Fuel In Port
Fuel Manifold
ATM818-133
Fuel System Fuel Manifold Assembly Page 9-15

MANIFOLD AND NOZZLE ASSEMBLY dump valve assembly which feeds through an external line to the
combustor drain valve housing. Residual fuel in the combustor
OPERATION and fuel coming from the dump valve assembly drain overboard
through the combustor drain valve.
Fuel entering the primary section of the atomizer passes through From the flow divider, fuel flows through primary and secondary
the primary screen and continues to flow through the center of lines to the main fuel manifold assembly. The manifold is a two-
the nozzle to the swirl chamber located internally in the head of section, dual-channeled assembly with 11 outlets in each section.
the nozzle. Here it passes through three minute swirl slots and is The manifold sections are interchangeable, requiring only a minor
discharged into the combustion chamber at a 90° spray angle. hardware adjustment to make the change.
The fine spray density established by the primary swirl slots is
required to start and run the engine. Higher N1 speeds require
additional fuel and a heavier density spray pattern, therefore
secondary fuel flow is introduced through the nozzle at speeds
above 32 percent N1. The secondary flow enters the outer shell of
the nozzle and passes through the secondary screen into the
secondary swirl slots. The secondary swirl slots, being slightly
larger in size than the primary swirl slots, allow a greater volume
of fuel to be discharged into the combustor. The combination of Notes:
primary and secondary flow which is delivered to the combustor
at an optimum spray angle of 90° is sufficient to operate the
engine at all power settings above 32 percent N1.
To further atomize the fuel entering the combustor liner, swirl

cones located at the forward end of the combustor liner assembly
allow combustion air to enter the liner and swirl in the opposite
direction to that of the fuel being injected by the atomizer. This
additional swirling air establishes a definite flame pattern at the
end of each atomizer. Additionally, air is routed through the air
shroud to cool the atomizers and assist in the establishment of
this flame pattern.
When the engine is shutdown and the fuel inlet pressure to the
flow divider and dump valve assembly falls below the dump valve
opening pressure, the dump valve plunger moves to an open
position to drain. With the dump valve in the open position all fuel
in the primary and secondary manifolds is drained through the
Fuel System Manifold And Nozzle Assembly Operation Page 9-16

Manifold and Nozzle Assembly Operation
Secondary Screen
(130 Micron) Primary Screen
(65 Micron)
Duel Orifice
Atomizing Nozzle
Main Fuel
Manifold
IllustrationSwirl Slots
Primary Flow
Cut In: 8-12% N1
Secondary Flow
ATM818-134
Cut In; 32% N1
Primary and Secondary
Above 32% N1 Fuel In
Flow
Divider
From Fuel
Control
Primary
Secondary
ATM818-134
Combustor
Pressure
Fuel System Manifold And Nozzle Assembly Operation Page 9-17

COMBUSTION CHAMBER DRAIN
VALVE
Combustion chamber drain valve is mounted at the 6 o’clock
position of the combustion chamber.
Purpose
Used to drain fuel from the combustion chamber in the event of
an aborted start
The valve is a spring loaded to the open position type valve. The
valve will close at .6 to 2 psi of combustion chamber pressure,
and will stay closed throughout the engine operation. The drain
valve body will provide a path through it which the fuel manifolds
Notes:
will drain purged fuel and drain the fuel overboard during engine
shutdown.
• Gasket
- Seals drain valve to combustion chamber housing
• Plate
- Spring loaded open
• Spring
- Keeps plate in the open position
• Pins
- Provides a stop for the plate
• Drain Valve Body
- Provides point through which manifold drains purged
fuel through the drain valve
Fuel System Combustion Chamber Drain Valve Page 9-18

Combustion Chamber Drain Valve
Gasket
Plate
Spring
Combustion Drain Valve Assembly
Drain Valve Body
Pin
Illustration
ATM818-135
Bolt
ATM818-135
Fuel System Combustion Chamber Drain Valve Page 9-19

FUEL SYSTEM DIAGRAM metering valve and flow of fuel is automatically controlled by
computer section of the fuel control. Metered fuel flows through
open shutoff valve and discharge port to the engine flow divider,
The fuel control system consists of a primary control for the gas main fuel manifolds, and atomizing nozzles in the combustion
producer section and an overspeed governor for the power chamber. When transfer valve is in EMERGENCY position, fuel
turbine section. An integral dual fuel pump and emergency flows through and is metered by the EMERGENCY (manual)
(manual) control system are incorporated in the primary control metering valve. Fuel pressure controlled by emergency
unit. The fuel control incorporates acceleration and deceleration pressureregulating valve. Fuel is delivered through the open
controls and a droop type governor for steady state speed shutoff valve to the fuel discharge port and to engine flow divider,
control. The main metering valve of the fuel control is the main fuel manifold, and atomizers in the combustion chamber.
controlling unit by which the main fuel flow is metered to the Area of valve opening and resulting flow of fuel are determined by
engine. Its position is determined by the action of the gas position of power lever controlled from the cockpit.
producer speed governor, the power turbine overspeed governor,
or the acceleration-deceleration control, depending upon engine When operating the emergency fuel system, the maximum
requirements. In regulating the main metering valve, the allowable fuel flow is lower than the automatic fuel system.
governor or control that demands the least fuel flow overrides all
others, except the deceleration control, to ensure a minimum fuel
flow rate.
Notes:
Functions of gas producer speed control are to govern ground and
flight operations, to limit maximum power of engine, and to
maintain steady state conditions through all power ranges. Gas
producer governor is driven through gearing at a speed
proportional to gas producer rotor speed. It regulates gas
producer rotor speed to valve selected by power lever.
Power turbine rotor speed is regulated by power turbine

overspeed governor at rpm selected. Power turbine overspeed
governor is driven through gearing at a speed proportional to
power turbine rotor speed. Limits for power turbine overspeed
governor are set by adjustable stops.
Fuel enters fuel control through inlet screen and flows to a dual
element fuel pump. It is then pumped through check valves and
outlet screen to transfer valve. With transfer valve in normal
position for automatic operation, fuel flows to the main metering
valve at a pressure regulating valve. Position of the main
Fuel System Fuel System Diagram Page 9-20

Fuel System Diagram
Check-Filter
Valve
Starting
Piping For Starting Fuel Fuel
Starting Fuel Solenoid Valve Manifold
Fuel Regulator
Starting Fuel
Nozzles
For Latest Airframe Emergency Fuel Flow (4)
10 Micron
Configuration Servo Flow Divider Main Fuel
Refer To 100 Main Emergency Fuel Secondary Manifold
Filter
Airframe Manual Mesh (Automatic) Metering Shutoff (2) (2)
200 Mesh Metering Valve Valve Valve
Screen
Screen
Dual Element
Illustration
Solenoid Actuated
Emergency Primary
High Pressure Fuel
ATM818-136
Transfer Value
Fuel Pump (2) Atomizers
y
enc
m erg e Fuel
(22)
l E nkag
Power rna i
Inte ntrol L Drain
Power Lever Level Co Internal Fuel Shutoff Linkage
Take Off
Main Power Acceleration
Flight And
Idle Control
Ground Idle Computer Deceleration
Off Inlet Guide Vane
Control Control Actuator
Gas Producer
Speed Governor Air Bleed
Control Valve
Power Turbine Power Turbine

Speed Selector Speed Selector Signal To Interstage Signal To Inlet
Lever Overspeed Air Bleed Actuator Guide Vane
Governor Actuator ATM818-136

When the engine is started, using the emergency fuel system, the
fuel control does not govern fuel flow. Fuel flow is controlled by
the pilot.
If the automatic fuel system fails, the emergency fuel system

may be selected to sustain engine operation. When the
emergency system is in operation, the main metering valve is
bypassed. Fuel is metered to the engine by the manual system
metering valve, which is positioned from the power lever.
Acceleration and deceleration control is not provided in
emergency position.
Notes:

Fuel System Diagram
Check-Filter
Valve
Starting
Piping For Starting Fuel Fuel
Starting Fuel Solenoid Valve Manifold
Fuel Regulator
Starting Fuel
Nozzles
For Latest Airframe Emergency Fuel Flow (4)
10 Micron
Configuration Servo Flow Divider Main Fuel
Refer To 100 Main Emergency Fuel Secondary Manifold
Filter
Airframe Manual Mesh (Automatic) Metering Shutoff (2) (2)
200 Mesh Metering Valve Valve Valve
Screen
Screen
Dual Element
Illustration
Solenoid Actuated
Emergency Primary
High Pressure Fuel
ATM818-136
Transfer Value
Fuel Pump (2) Atomizers
y
enc
m erg e Fuel
(22)
l E nkag
Power rna i
Inte ntrol L Drain
Power Lever Level Co Internal Fuel Shutoff Linkage
Take Off
Main Power Acceleration
Flight And
Idle Control
Ground Idle Computer Deceleration
Off Inlet Guide Vane
Control Control Actuator
Gas Producer
Speed Governor Air Bleed
Control Valve
Power Turbine Power Turbine

Speed Selector Speed Selector Signal To Interstage Signal To Inlet
Lever Overspeed Air Bleed Actuator Guide Vane
Governor Actuator ATM818-136

FUEL FLOW SCHEDULE power is required by moving the throttle. The control then
schedules a rich mixture to the engine to allow it to accelerate. As
the N1 speed increases and approaches take-off power, the fuel
The movement of the power lever generally will be in excess of control adjusts the mixture from rich to the normal mixture
the engine's ability to immediately produce the desired power. required for steady state operation at take-off power. The reverse
is also true if the engine is at take-off power and the pilot wants
To get good performance from a gas turbine engine (no hot to go to flight idle.
starts, no surging or stalls, no flameout, fast acceleration, correct
power), the amount of fuel added to the air in the combustor A return to the steady state fuel flow schedule must be
must be exact. If too much fuel is added (excessively rich accomplished at the completion of all transitory conditions. For
mixture), we get hot starts and surging. If too little fuel is added this purpose, governor hook (droop lines) speed reset
(excessively lean mixture), we get no starts or flameouts. characteristic is built into the N1 and N2 speed governors.
If the fuel control is to add the correct amount of fuel to the air in In effect, the pilot moves the throttle for the power he needs and
the combustor, it must know how much air there is in the the fuel control automatically gets him there.
combustor at all times. The amount of air in the combustor will
depend on the speed of the compressor and the condition of the
air as it goes into the compressor. The condition of the air
depends on its temperature (T1) and pressure (P1). Notes:
The job of the fuel control is to take the three signals mentioned
above (N1 speed, inlet air temperature and pressure) and supply
the correct fuel flow to the engine for either acceleration,
deceleration, or steady state engine operation. The pilot, by
moving the throttle in the cockpit, tells the fuel control whether
acceleration, deceleration, or steady state engine operation is
required.
The fuel control causes the engine to accelerate by supplying a

rich fuel/air mixture, but not excessively rich, and decelerates by
supplying a lean fuel/air mixture, but not excessively lean.
As a result, the engine is brought through transitory condition as

rapidly as possible, keeping the aircraft out of dangerous, poor
performance, fuel/air mixtures. Let us take an example of how
this works, the engine is at flight idle and the pilot wants to go to
take-off power. The pilot first signals the fuel control that take-off
Fuel System Fuel Flow Schedule Page 9-24

Fuel Flow Schedule
0
MAXIMUM FLOW
N 1 GOV.
DROOP LINE N2 GOV.
0 FUEL CONTROL SCHEDULE DROOP LINE
BULB TEPERATURE,T = 59 oF
1
BAROMETRIC PRESSURE,P = 29.92 ‘ Hg Abs
0 1
Illustration
SURGE AREA
EXCESSIVELY STEADY STATE
0
ATM818-137
RICH
DECELERATION
0
0 HOT START
FLAME OUT
EXCESSIVELY
0
LEAN
ACCELERATION
0 10 20 30 40 50 60 70 80 90 100 N2% 91 93 95 97 99 100
6000
6100
6200
6300
6400
6500
6600
RPM
N 1 RPM % ATM818-137
Fuel System Fuel Flow Schedule Page 9-25

EMERGENCY FUEL FLOW SCHEDULE
The automatic fuel flow system is a very complex piece of
machinery which makes it susceptible to possible failure. Fuel
control malfunctions usually produce either too much fuel
resulting in engine damage or too little fuel resulting in
insufficient power and aircraft crash damage. A simple means of
saving both engine and the aircraft is very desirable and is
provided in the fuel control by an emergency system.
In operation the pilot selects emergency system operation at

flight autorotation power by electrical means and then controls
fuel flow to the engine manually by the power lever.
The emergency fuel schedule is not compensated for altitude,

temperature, or pressure and has no automatic features to avoid
surge, overtemperature, flameout, or overspeed. It is only a
faucet to admit fuel to the engine under the pilot's direction and Notes:
must be operated with some care and judgment to avoid engine
damage.
Fuel System Emergency Fuel Flow Schedule Page 9-26

Emergency Fuel Flow Schedule
700
EMERGENCY FUEL FLOW SCHEDULE
T1 = 59 o P1 = 29.92” Hg Abs
600
FLIGHT AUTOROTATION
500
WF - FUEL - FLOW - PPH
GROUND IDLE
400
300
Illustration
38o to 42o
23o to 25o
200
ATM818-138
100
0 10 20 30 40 50 60 70 80 90 100
POWER LEVER ANGLE - DEGREES
Fuel System Emergency Fuel Flow Schedule Page 9-27

FUEL CONTROL • Pump Discharge Screen And Servo Filter
- The screen is to filter pump discharge fuel, servo filter
provides filtered fuel for the computer section servos
Identification and Location and start fuel system
The fuel control assembly consists of an overspeed governor and • Main Pressure Regulating Valve
a fuel regulator. - Maintains constant pressure drop accross the main
mearering valve so that the fuel flow to the engine
The fuel control mounts on the left side of the accessory gearbox. depends only on the position of the main metering
valve
Purpose • Emergency Change Over Solenoid
The fuel control is a hydro mechanical device containing a dual
- Permits a manual selection of fuel flow to the main
element fuel pump, compressor rotor speed governor,
metering valve or to the emergency metering valve,
acceleration and deceleration control, air bleed control signal
but not to both
mechanism, inlet guide vane control signal mechanism, fuel
shutoff valve and an emergency (manual) control system. • Main Power Lever
- Modulates the engine from start to takeoff power
Functionally, the fuel control is divided into a flow control section Notes:
and a computer section.The flow control section consists of
components that schedule the position of the metering valve of
the flow control section as a function of input signals
Fuel control assembly external component location and

description:
• Fuel Inlet Port

- Contains a teflon lined wire (200 mesh) screen to filter
fuel from the aircraft
• Fuel Pump Pressure Port
- Pressure monitored from the dual element high pres-
sure pump discharge side
• Fuel Inlet Pressure Port
- For test purposes only
Fuel System Fuel Control Page 9-28

Fuel Control
Start
Fuel
Tap
Power
Adjustment
Screw
Fuel Outlet Port
Main Power Lever
Maximum Fuel Power Turbine

Flow Stop Speed Selector
Illustration
Emergency Changeover
Solenoid
ATM818-139
Main Pressure
Regulating Valve P1 Hose
Connector
Fuel Inlet Port
Pump Discharge Fuel Pump Trigger Line Air
Screen And Pressure Port Valve Cover
Servo Filter Bleed Band Trigger
Fuel Inlet Line Adjustment VIGV Feedback
Pressure Port Lever
Modulating Air
Pressure Port
High Pressure Servo Fuel To VIGV Actuator
ATM818-139

• Power Adjustment Screw
- Adjustment for maximum power check
• Start Fuel Tap
- Fuel is directed to start fuel system components
• Fuel Outlet Port
- Metered fuel directed to the flow divider and main fuel
manifolds
• Maximum Fuel Flow Stop
- Used to set maximum fuel flow (not a field adjustment)
• Power Turbine Speed Selector
- Changes in speed selector position (collective) will
increase or decrease in power turbine speed
• P1 Hose Connector
- Compensates for barometeric pressure change and will
bias fuel flow accordingly
• Trigger Line Air Valve Cover Notes:
- Dust cover for the sliding valve button
• VIGV Feedback Lever
- Nulls the servo valve settings to stop servo fuel flow to
the guide vane actuator
• Modulating Air Pressure Port
- Provides signal to actuator relay valve which direct
actuator to either open or closed the bleed band during
certain stady state and power transient conditions
• High Pressure Servo Fuel To VIGV Actuator
- Directs high pressure servo fuel to the upper or lower
chambers of the VIGV actuator to open or close the
guide vanes
• Bleed Band Trigger Line Adjustment
- A field adjustment to adjust the bleed band closure
range

Fuel Control
Start
Fuel
Tap
Power
Adjustment
Screw
Fuel Outlet Port
Main Power Lever
Maximum Fuel Power Turbine

Flow Stop Speed Selector
Illustration
Emergency Changeover
Solenoid
ATM818-139
Main Pressure
Regulating Valve P1 Hose
Connector
Fuel Inlet Port
Pump Discharge Fuel Pump Trigger Line Air
Screen And Pressure Port Valve Cover
Servo Filter Bleed Band Trigger
Fuel Inlet Line Adjustment VIGV Feedback
Pressure Port Lever
Modulating Air
Pressure Port
High Pressure Servo Fuel To VIGV Actuator
ATM818-139

FUEL CONTROL ADJUSTMENTS • Descend approximately 500 feet below the established
test altitude. At 100 percent N2 (6600 RPM) smoothly pull
up collective and climb at an indicated airspeed within
Identification and Location aircraft limits
The fuel control trim shall be checked and adjusted at installation • When N2 droops to 97 percent (6400 RPM) at or near test
of a new engine, often the fuel control or overspeed governor are altitude, record the torque (percent or PSI), N1 percent,
replaced or when incorrect adjustment is suspected EGT/MGT readings, and outside temperature and pressure
altitude
Purpose • Enter on applicable chart at temperature (OAT), go up to
Adjustments to the fuel control must be performed to make sure the pressure altitude, proceed to left of the data plate
that the engine will produce required power and that the air bleed torque line value is closest to the value recorded. The
and VIGV systms operation are within limits. torque pressure must be within 1 psi (6.9 kPa) of the
required torque.
Make sure that the throttle is hitting both stops and has freedom
of travel through the full ark.
An engine power assurance check, per the applicable flight Notes:

manual, should be completed prior to the topping check to ensure
engine meets minimum power requirements.
• Start engine and stabilize for 5 minutes at Flight Idle. With

anti-icing and customer air bleed are off
• Set one of the aircraft altimeters at 29.92 in Hg
• Note outside air temperature and add 3° C
• Take off and climb. Establish, airspeed within acraft limits,
maximum torque pressure,100 percent N2 (6600 RPM)
• Do not exceed N1, MGT, aircraft transmission torque limits
• Continue to climb untill N2 droops to 97 percent (6400
RPM). Altitude where N2 droops is defined as test altitude
• Descend approximately 500 feet and climb again until N2
droops; repeat as required to ensure consistent N1 and
torque gauge readings when N2 droops
Fuel System Fuel Control Adjustments Page 9-32

Power Adjustment Charts
TEST PRESSURE
ALTITUDE (FT)
0
1000
2000
3000
4000
5000
6000
7000
8000
Illustration
9000
10,000
11,000
---------------------------
ATM818-155
| |
| |
| |
| |
|
o |
1. TEMPERATURE AT TEST ALT 25 C
| |
2. TEST PRESSURE ALT 10,000 FT |
|
|
3. READ REQUIRED TORQUE 90.0 PSI |
|
| ACCEPTABLE TORQUE RANGE
|
| 49.0 TO 51.0 PSI |
| |
| |
PSI 30 40 |
50 60 70 80 o
C 10 20 30 40 50
REQUIRED TORQUE AT AMBIENT TEMPERATURE

97% N RPM AT TEST ALTITUDE ATM818-155
2 o
( 3 INLET RISE INCLUDED )

For the T53-L-703 engine, its properly topped or trimmed if any • One-quarter turn of the trim screw counterclockwise
one of the following conditions were met: provides the following increases (approximately)
• Cut the lockwire and loosen trim lock bolt
• Maximum MGT limit of 1580 to 1616° F (860 to 880° C) is
- 4 PSI torque or 7 percent torque
reached
- 1.25 percent N1
• Maximum N1 limit (takeoff or military power, 104.8 to
105.8 percent) is reached - 71.6° F (22° C) MGT
• Minimum torque required by aircraft operator’s manual for
operating conditions
- If unable to reach N1 or MGT limits due to airframe
limitations and the engine passes power assurance
check, consider the engine N1 speed to be adjusted
and the engine topped
• If N1 or MGT limits are reached prior to N2 droop,
decrease fuel control N1 trim
- Repeat engine topping check
• If neither N1 or MGT limits were achieved prior to N2
droop, increase fuel control N1 trim setting Notes:
- Repeat engine topping check
Not reaching N1 or MGT limits prior to reaching airframe
limitations and passing the power assurance check normally
occurs during cooler temperatures when it may be impossible to
achiece N1 droop due to altitude restrictions. Flight above 11,000
feet pressure altitude is not recommended. During periods of cold
temperatures, precise trimming of the fuel control is less critical
since considerable reserve power exists due to low ambient
temperatures.
• If neither the N1 or MGT limits were reached due to

airframe limitations, and the engine passes power
assurance check, consider the engine N1 speed to be
adjusted and the engine topped
• If adjustment is required, land aircraft and adjust fuel
control

Fuel Control Adjustments
Trimmer Lock
Take-Off Bolt
A Trimmer
Screw
Idle
Trimmer
Screw
Illustration A
ATM818-150
ATM818-150

EMERGENCY SOLENOID VALVE
The emergency solenoid valve is mounted on the fuel control
Purpose
It is a two position valve, which when positioned to automatic,
directs fuel flow to the (automatic) metering valve. When the
valve is positioned to emergency, it directs fuel to the emergency
(manual) metering valve.
After installing an engine or a fuel control, or during airframe
intermediate inspection, or when a special verification of the
proper operation of the AUTOMATIC/EMERGENCY system is
required, perform an operational test of the system.
Notes:
• Start engine. Select maximum N2 speed with the governor
rpm Incr-Decr beep switch, before stabilizing engine at
Flight Idle speed to prevent engine surge
• With fuel control selector in AUTO position, retard throttle
to Flight Idle stop (70 to 72 percent N1 speed)
• Move fuel control selector switch to EMER position
• Note indicated N1 speed, it should decrease
• Return fuel selector to AUTO position within 5 seconds
• N1 speed should return to Flight Idle and then stabilize
Fuel System Emergency Solenoid Valve Page 9-36

Emergency Solenoid Valve
Shim
Sleeve
Spring
Solenoid Valve
Detent
Balls
A
Illustration Detent
Balls
ATM818-156
A
ATM818-156

EMERGENCY SOLENOID VALVE
If either the sleeve assembly or valve is damaged, both parts
must be replaced.
When removing the sleeve, make certain not to allow the detent
balls in the sleeve to spring free.
• Remove solenoid and shim and record thickness of shim

To determine the shim (laminated) thickness:
• Measure distance from fuel control housing to top of valve

and sleeve assembly (dimension A)
• Measure boss of solenoid (dimension B)
• Subtract dimension A from B, the difference minus 0.0000
to 0.0025 inch, is the required thickness of shim
(dimension C)
Notes:

Solenoid Valve Assembly Shim Measurement
Solenoid
Valve
Shim - 0.002 Inch
Illustration Laminations
C
ATM818-157
A
Fuel Control
Housing
Sleeve
ATM818-157

END FLOAT ADJUSTMENT OF
OVERSPEED GOVERNOR DRIVE SHAFT
The overspeed governor is mounted at the 10 o’clock position on
the exterior of the fuel control.
Purpose
It drives the fuel control overspeed governor
When the torquemeter booster pump, engine overspeed governor
or fuel control is to be installed, end float of the overspeed
governor drive shaft must be established. Excessive end float can
cause wear of the shaft splines and may lead to malfunction or
failure of the engine overspeed governor.
Notes:
Minimum end float tolerance is not establish; however, it is
important that some end float exist to preclude jamming the
overspeed governor drive shaft against the housing and booster
pump splined shaft.
• If the end float is less than 0.090 inch, do not shim drive
shaft.
• If the end float is between 0.090 and 0.280 inch, install
one shim at the fuel control end of the drive shaft.
• If the end float is more than 0.280 inch, install two shims
at each end of the drive shaft.
Number of shims to be installed is either none, one or four.
Fuel System End Float Adjustment Of Overspeed Governor Drive Shaft Page 9-40
End Float Adjustments Of
Overspeed Governor Drive Shaft
Power Driven
Rotary (Booster)
Power Driven
Pump
Rotary (Booster)
Pump Shaft
Shaft
Illustration
ATM818-126
A
Tube
Overspeed Governor Overspeed

Matching Surfaces And Tachometer Governor
Power Driven B
Drive Assembly Housing
Rotary (Booster) Pump
And Overspeed
Governor And Tachometer
Drive Assembly
ATM818-126
Fuel System End Float Adjustment Of Overspeed Governor Drive Shaft Page 9-41
FUEL FLOW SECTION The control system is protected against excessive internal
pressure by a spring-loaded high pressure relief valve contained
within the manual system pressure regulating valve (Group 3).
Fuel is delivered from the airframe boost pump, through the
airframe filter, and enters the fuel control through screen (Item The high-pressure relief valve is set to open between 800 and 850
A). This screen is 200 mesh and incorporates a self-relieving psig. Fuel flows directly to the main pressure regulating valve
feature which allows the fuel to bypass the screen in event of (Group 2) and the main metering valve (Group 10).
clogging or icing.
The main pressure regulator is set to maintain a differential
Fuel then passes to the fuel pump which is a positive pressure of 17 to 22 psi across the main metering valve. It does
displacement gear-type pump and is driven through a gear this by bypassing excess fuel to the pump inlet. In this way, the
reduction system by the gas producer rotor. It contains two fuel flow rate is directly proportional to the regulated area of the
elements both of which deliver fuel continuously. main metering valve.
Check valves (Item D) are provided to prevent a reverse flow in

the event of a failure of either element, allowing the remaining
element to automatically take over and provide the fuel flow
required for engine operation to takeoff rated power. Pump
pressure ports are provided to allow in-flight monitoring and Notes:
maintenance measuring of pump discharge pressure of each
pump element.
Pump discharge fuel flows to the screen and filter assembly

(Group G). A 100 mesh screen (Item F) filters most of the pump
discharge fuel protecting internal control passages and
components. A 10 micron filter (Item F) is provided in this
assembly for the servo supply pressure (PS) and starting system
fuel nozzle. A bypass valve (Item E) is incorporated to permit fuel
to bypass the servo filter in the event of clogging or icing.
The main check valve (Group 5) is set to open at 20 to 25 psi

which will permit operation of the changeover valve (Group 9) if
the main pressure regulating valve (Group 2) sticks in the open
position.
Fuel System Fuel Flow Section Page 9-42

Fuel Flow Section
Fuel Outlet
H13
11
P
8 Incr. W F
10
6
9 2
Illustration
Pc
Ps
Pc
ATM818-142 5 3
Pc
G From
F Computer
14 Area
Ps To Servos And Starting
Fuel Solenoid
D
Q
N1 Speed
Drive Main Pump Press. Taps
Pump Element "B"
Fuel Inlet
Pump Element "A" ATM818-142
A

The main metering valve (Group 10) performs all the metering of The manual system pressure regulating valve (Group 3)
the main fuel flow to the engine. Its position is determined by the maintains a constant pressure differential across the manual
fuel control computer section. The governor or control unit metering valve so that the fuel flow is directly proportional to
demanding the least fuel flow overrides the others in regulating valve area. The pressure differential is maintained at 37 to 42 psi
the metering valve. which is at a level sufficiently high to prevent its operation from
interfering with the automatic fuel system when the changeover
The foot valve (Group 7) assures that the system fuel pressure is valve is in the automatic position. A check valve (Group 8) in the
sufficiently above boost pump pressure to provide proper servo main metering valve discharge line prevents return of manual
operation and proper starting fuel pressure, before any fuel is flow to the pump inlet when the fuel control is in the manual
permitted to flow to the main fuel circuit. condition.
The shutoff valve (Group H13) provides the pilot with a positive
mechanical means of shutting off main fuel flow going to the
engine combustor. It is controlled through the manually operated
power lever (Item P).
A dump valve, incorporated within the manual metering valve

(Group 11), is connected to the main power lever (Item P) and
shutoff valve (Group H13). When the power lever is moved to the Notes:
shutoff position (shutoff valve closed), the dump valve is opened
in order to relieve pump pressure.
A case pressurizing valve is incorporated in the computer area of

the fuel housing (Item Q) to insure that fuel is not drained from
the computer and overspeed governor area when the airframe
boost pump is not operating.
Fuel Flow Section Emergency System

The manual (emergency) fuel system starts at the changeover
valve (Group 9). When the pilot moves the switch from Automatic
to Emergency fuel scheduling, the changeover solenoid assembly
(Group 14) will reposition the changeover valve by servo fuel
pressure. Fuel flow then goes through the manual maximum flow
adjustments (Group 6), which is set to 675 to 725 PPH maximum.
The area of the manual metering valve (11) opening is
determined by the position of the manually operated power lever
(Item P) which in turn is controlled by the pilot.

Fuel Flow Section
Fuel Outlet
H13
11
P
8 Incr. W F
10
6
9 2
Illustration
Pc
Ps
Pc
ATM818-142 5 3
Pc
G From
F Computer
14 Area
Ps To Servos And Starting
Fuel Solenoid
D
Q
N1 Speed
Drive Main Pump Press. Taps
Pump Element "B"
Fuel Inlet
Pump Element "A" ATM818-142
A

SPEED INPUT SERVO AND N1 porting servo fuel to the left side of the serve piston. Movement of
the servo piston will reposition the nutcracker and move the 3D
GOVERNOR cam from left to right attempting to null the speed sensing servo
valve.
The main power lever and gas producer governor assembly When the selected speed is reached, the linkage (Group 22),
function to set a particular speed requirement by positioning the which is following the movement of the 3D cam, repositions the
rockshaft (Group 18) and main metering valve (Group 10). speed input servo valve and ports pressure to the rockshaft drive
servo piston causing it to rise and drive the rockshaft and main
The initial requirement, generated by movement of the pilot's metering valve back to a steady state metering position.
main power lever, is transmitted through airframe linkage to the
fuel control power lever (Item P). This causes the spring-loaded
servo valve located in the speed input servo mechanism to move
either right or left through internal linkage movements of (Groups
12 and 22) and directs servo pressure fuel to the appropriate side
of the rockshaft drive servo piston (Item X). The rockshaft
assembly (Group 18) is spring-loaded to the open position.
The main metering valve (Group 10) is connected to the rockshaft Notes:
and opens or closes as a function of the rockshaft rotating on its
own axis. When acceleration is required, the speed input servo is
positioned by the pilot's demand. The rockshaft drive servo piston
(Item X) moves down allowing the rockshaft to rotate clockwise.
This in turn allows the main metering valve, which is following the
rockshaft, to open. As the rockshaft rotates, its follower makes
contact with the acceleration contour portion of the 3D cam
(Group 16).
This contour limits the amount of movement the rockshaft can

attain, thus limiting the opening of the main metering valve so
that the amount of fuel metered to the engine is proportional to
the contour of the cam. As the engine accelerates, the gas
producer speed is monitored by the N1 governor assembly (Group
15). The N1 governor assembly which is driven by the gas
producer speed drives, rotates the flyball speed sensor
proportional to N1 speed. This rotation causes the flyweights to
move outward and their toes to move the servo valve upwards,
Fuel System Speed Input Servo And N1 Governor Page 9-46

Speed Input Servo And N1 Governor
To Engine L M
10
Incr. W F
Deceleration
Schedule
18
Steady State
Schedule 16
Incr. RPM
N V
Illustration
Ps Pc 15
Ps
Ps
ATM818-143
O
Pc
Acceleration
Incr. Schedule
WF
P 22 Gas Producer
Speed Drive
X
12
Incr. W F ATM818-143

Any deviation in "steady state" gas producer speed will be sensed
by the gas producer governor assembly. The G. P. governor
assembly will port pressure to the servo piston mechanism
moving the 3D cam proportionally to the speed deviation. The
cam follower linkage (Group 22) will in turn shift the speed input
servo valve and cause servo fuel to move the rockshaft drive
servo piston, rockshaft and main metering valve. The change in
fuel flow which results from the repositioning of the metering
valve will correct for any deviation in steady state speed.
When the power lever is retarded, the rockshaft drive servo

piston (Item X) drives the rockshaft counterclockwise causing it
to contact the deceleration lever which is following the linear
movements of the 3D cam assembly. This movement causes an
immediate reduction in fuel flow, which is proportional to the
linear position of the cam. Further reduction of fuel flow during
the deceleration becomes a function of the linear movement of
the 3D cam to the left. Once the required deceleration is
accomplished, steady stage governing resumes. Notes:
Trimmer strews provide idle (Item N) and takeoff power (Item 0)
adjustments by controlling the position of the speed ramp (Item
V). By changing the position of the speed ramp, we can change
the mechanical speed input demand to the speed input servo for
takeoff power and idle speeds The maximum fuel flow rate stop
(M) is set to 885 to 915 pounds per hour and the minimum fuel
flow rate stop (L) is set to 52 to 62 pounds per hour. Both stops
are designed to limit the main metering valve (10) travel at
minimum fuel flow position, full left and maximum fuel flow
position full right.

Speed Input Servo And N1 Governor
To Engine L M
10
Incr. W F
Deceleration
Schedule
18
Steady State
Schedule 16
Incr. RPM
N V
Illustration
Ps Pc 15
Ps
Ps
ATM818-143
O
Pc
Acceleration
Incr. Schedule
WF
P 22 Gas Producer
Speed Drive
X
12
Incr. W F ATM818-143

POWER TURBINE (N2 GOVERNOR)
Power turbine speed is usually maintained constant by the power
turbine speed governor (Group 24). Power turbine speed may be
varied in flight by means of a power turbine speed selector
(Group 25). An electrical motor, which is airframe supplied,
repositions the power turbine speed selector regardless of
airframe collective pitch lever position. To maintain power
requirement as the load changes, a mechanical proof
compensator, which is airframe supplied, is incorporated. This
compensator mechanically repositions the power turbine selector
proportionally to changes of airframe collective pitch.
Speed governing is accomplished by means of a single-toe

flyweight assembly, driven through gears, at a speed proportional
to power turbine speed. The flyweight applies pressure to the
governor servo valve which is opposed by a speeder spring force
generated through a cam surface contoured on the power turbine Notes:
speed selector lever. Whenever balance between these two forces
is upset, either by change in speed selector position or
increase/decrease in power turbine speed, the pilot valve is offset
and directs high-pressure servo fuel to the appropriate side of the
servo piston.
The servo piston will then reposition the rockshaft (Group 18)
which will change the position of the main metering valve (Group
10). A feedback or null signal is provided through linkage
between the servo piston and speeder spring assembly. This
linkage neutralizes (nulls) the servo, providing the fuel demands
of the power turbine governor (i.e., rockshaft position) have been
met.
Fuel System Power Turbine (N2 Governor) Page 9-50

Power Turbine (N2 Governor)
10 L M
Incr. W F
Ps
Power Turbine
Speed Selector
Illustration
25
Feed
Back Incr.
Lever Speed
ATM818-144
18
Pc
To Aircraft
Tank Vent
Ps
Incr. Speeder Spring
WF
Pc 24
Counter
Weight
Power Turbine
Speed Drive
ATM818-144
Fuel System Power Turbine (N2 Governor) Page 9-51

T1 MOTOR ASSEMBLY (TEMPERATURE
COMPENSATOR)
The T1 motor assembly monitors inlet air temperature and
programs the fuel control to deliver fuel to the engine at a rate
relative to ambient temperature conditions from -65°F to 160°F
(-53.9°C to 71.1°C).
A temperature sensing bulb is mounted on the inlet housing and

is connected to the fuel control motor bellows (Item I) by a
capillary tube. The bulb and tube are filled with paracyene, a
temperature sensitive fluid which reacts rapidly to minute inlet air
temperature changes. A rise in inlet air temperature immediately
heats the paracyene causing it to expand. This temperature rise is
not of sufficient magnitude to cause the bulb and capillary tube to
expand, therefore the expansion of the paracyene results in a
pressure increase at the motor bellows located within the control Notes:
causing it to expand.
The linkage attaching the motor bellows to the 3D cam (Group

16) rotates the cam clockwise which will reposition the contoured
faces of the 3D cam. This change, through linkage (Group 22),
will reposition the speed input servo valve causing the rockshaft
drive servo piston (Item K) to move the rockshaft and main
metering valve (Group 10), decreasing fuel flow to the engine.
Adjacent to the motor bellows is a compensating bellows (Item K)

that senses the temperature of the fuel within the fuel control.
This prevents changes in fuel temperature from affecting the
motor bellows, which positions the 3D cam, by constantly
adjusting the pivot point of the motor bellows relative to fuel
temperature changes.
Fuel System T1 Motor Assembly (Temperature Compensator) Page 9-52

T1 Motor Assembly (Temperature Compensator)
L M
To Engine 17
10
Incr. W F
Temperature
Sensing Bulb
(Mounted On
Inlet Housing)
Ps Deceleration
Schedule 3-D Cam
18 16
16
Steady State
Schedule Incr. K
Ps
Illustration Temp.
23
Ps ATM818-145 I
Acceleration
22 Schedule
Incr.
WF ATM818-145
Fuel System T1 Motor Assembly (Temperature Compensator) Page 9-53

P1 MULTIPLIER ASSEMBLY (ALTITUDE
COMPENSATOR)
The P1 multiplier assembly compensates for barometric pressure
changes and will bias the fuel flow to the engine accordingly.
Air presure from the inlet of the engine is routed through an

external line to the P1 servo assembly (Group 20) located within
the fuel control assembly. The P1 multiplier assembly itself
utilizes a bellows assembly which has been evacuated to an
almost perfect vacuum (0.0002 in. Hg) as its sensing mechanism.
With a decrease in altitude, the corresponding rise in air pressure

compresses the bellows assembly and moves the linkage to draw
the servo valve downwards (a). This action causes servo fuel to
be ported to the lower side of the servo piston (b). The servo
piston will now raise the roller causing the multiplier linkage to Notes:
independently allow the main metering valve (Group 10) to
increase fuel flow regardless of rockshaft position.
As the servo piston (b) moves up, it will move the servo valve (a)
back to a null position through the feedback assembly (c).
The servo valve (a) sleeve is rotated by the fuel pump drive to
minimize friction and provide ease of servo valve movement.
Fuel System P1 Multiplier Assembly (Altitude Compensator) Page 9-54

P1 Multiplier Assembly (Altitude Compensator)
Zero Friction Servo
Pc Body (Engine Driven)
a b
20
Ps
c
Incr.
P1
Incr. W F
Engine Inlet
Air Pressure M
10
Incr. W F
Incr. W
Illustration
F
ATM818-146 L
18
ATM818-146
Fuel System P1 Multiplier Assembly (Altitude Compensator) Page 9-55

TRANSIENT AIR-BLEED CONTROL During engine deceleration, the rockshaft (Group 18) will make
the initial movement, as in the acceleration cycle, decreasing fuel
flow. The resulting decrease in rotor speed will cause the slide
The transient air-bleed control provides the signal to the actuator valve, through the trigger line cam and scissor linkage (Group 19)
relay valve, which causes the actuator to open and close the to open and permit the signal air to vent overboard allowing the
interstage air-bleed band during certain steady state and power bleed band to open.
transient conditions.
In operation, actual gas producer speed is reflected by the

position of the 3D cam (Group 16) and is compared by the scissor
linkage of the deceleration and ratio lever assembly (Group 19) to
a reference speed signal of the rockshaft (Group 18).
The action is such that when actual speed is less than reference
speed, the scissor linkage opens a slide valve (Item R) located on
the outside of the fuel regulator cover. Signal air from the air-
bleed actuator relay valve housing is directed to this valve. When
this air is permitted to vent, the bleed band will open. If the air is
restricted, the bleed band will close.
During engine rapid acceleration, the rockshaft (Group 18) will

make the initial movement, increasing fuel flow with no
immediate increase in gas producer rotor speed. The rockshaft is
connected to the trigger line cam and linkage (Item J). The
trigger line cam, acting through the scissor linkage (Group 19),
will no longer hold the valve closed.
Once the increase in fuel flow causes engine acceleration, the gas
producer speed continues to increase until the preset speed signal
is satisfied. The movement of the rockshaft stops, but because of
the original fuel addition, the gas producer's speed continues to
increase until the position of the nutcracker and the flyball speed
sensor are balanced. The final movement of the 3D cam draws
the scissor linkage with its attached slide valve closed, causing
the band assembly to shut.
Fuel System Transient Air-Bleed Control Page 9-56

Transient Air-Bleed Control
R Open
Incr. W F
From Compressor
Bleed Actuator
Relay Valve
Illustration
19 ATM818-147 Incr. R.P.M.
18
16
ATM818-147
Fuel System Transient Air-Bleed Control Page 9-57

VARIABLE INLET GUIDE VANE On deceleration, the servo valve (26) is displaced to the right so
that fuel is directed to the lower chamber of the inlet guide vane
CONTROL SYSTEM DIAGRAM actuator servo piston.
Servo fuel pressure forces the servo piston up, closing the inlet
This system varies the angle of the inlet guide vanes which will guide vanes. The feedback linkage sensing the movement nulls
change the direction of the inlet air as it approaches the first the servo valve (26) through the cam (28) completing the cycle.
stage of the compressor rotor blades. This variation increases the
stall margin of the engine, particularly in the low compressor
rotor speed range.
The inlet guide vane control (Item B) located in the fuel control,
regulator cover, consists of a servo valve (26), a proportional
lever system (27) and a cam (28).
A lever bearing against one of the temperature compensated

contours of the 3D cam (Group 16) displaces the spring-loaded
servo valve (26) to the left as the 3D cam moves to the right with
an increase in gas producer speed. Servo fuel pressure will then Notes:
be ported through an engine external line to the upper chamber
in the inlet guide vane actuator. The servo piston in the actuator
will be forced down, opening the inlet guide vanes more, in
proportion to the change in gas producer speed.
As the inlet guide vane actuator responds to the servo fuel

pressure, a feedback linkage connecting the actuator and cam
(28) repositions the proportional lever system (27) and nulls the
servo valve (26) setting to stop servo fuel flow, and guide vane
assembly.
The system will begin to operate at gas producer speeds of

approximately 80 percent (depending on ambient temperature)
and will progressively open the inlet guide vanes as N1 speed
increases. At an approximate gas producer speed of 95 percent
and above, the inlet guide vanes are fully open. At intermediate
N1 speeds between 80 and 95 percent, the inlet guide vane will
modulate as a function of gas producer speed.
Fuel System Variable Inlet Guide Vane Control System Diagram Page 9-58
Variable Inlet Guide Vane Control System Diagram
Inlet Air Flow
Open
Feedback
Linkage
Closed
Illustration 28
ATM818-148
26
Actuator
Drain Line
16 Incr T
To Starter 1
Seal Drain
Incr N 1 P
c Pc Drain
P s (From Servo Filter)
27 Pc - Computer Area Pressure

Fuel
Inlet Guide B Control Ps - Servo Pressure
Vane Actautor Cover
T1- Compressor Inlet Temperature
ATM818-148
Fuel System Variable Inlet Guide Vane Control System Diagram Page 9-59
REVIEW When operating the emergency fuel system, is the
maximum allowable fuel flow lower than the automatic
fuel system?
• Identify and describe the fuel system components
• Inspect the fuel system components for serviceability What purpose does the pump discharge screen and servo
• Describe the fuel control adjustments filters on the fuel control serve?
• Describe the operation of the fuel control Refer to page 9-28 for the answer to this question.
When selected in emergency fuel flow schedule, what fuel
Where are the start fuel nozzles located? control features are not compensated for?
After the start cycle is completed, at what N1 speed is When the emergency system is in operation, is the main
excess fuel purged from the start fuel system? metering valve bypassed?
Each half of the fuel manifold assembly contains how many To ensure that the engine meets minimum power
inlet fuel filters? requirements, what check must be performed?
At what N1 speed does the flow divider introduce

secondary fuel?
What are the design features of the combustion drain

valve?
Fuel System Review Page 9-60

CHAPTER 10—TROUBLE
ANALYSIS
OBJECTIVES
• Troubleshoot malfunctions
• Identify faulty components
• Analyze system performance
Notes:
Trouble Analysis Objectives Page 10-1

OVERVIEW
Conducting troubleshooting task analysis is a systematic and
effective method of preventing and correcting various engine
malfunctions that may occur during normal service operation of
the engine.
By following a set of logical, systematic steps, the costly and time

consuming situation of randomly changing components, without
preventing or eliminating the problem will be avoided.
The rewards of troubleshooting in this manner are the manhours

used to remove and replace nonfaulty components will be greatly
reduced. Another factor is the cost of sending out components to
repair shops with no defects.
Notes:
Trouble Analysis Objectives Page 10-2

Overview
Illustration
ATM818-178
ATM818.178
Trouble Analysis Overview Page 10-3

TROUBLE ANALYSIS METHODS • Determine probable cause
- Through knowledge of the components that make up
the particular system, and there function within the
When troubleshooting the engine, it is essential to have a through system is required.
knowledge of the engine’s normal operating limits, temperature, - Use logical
and pressures to facilitate recognition of any substandard - Perform corrective action
performance and/or malfunctions. With this knowledge base you
can utilize a systemic approach to isolate possible causes. • The service technician must perform whatever
Starting with the most probable and least time consuming step, maintenance he or she may be allocated whether it be to
until, by process of elimination, the trouble is located. Finally as adjust, remove and/or repair or remove and replace the
authorized by the maintenance allocation chart, correct the faulty component to correct the immediate problem or to
malfunction effectively by adjustment, cleaning, repair or prevent that problem from occurring
replacement of the component or system. The worksheets are an example of this three-step trouble analysis
technique being applied to several engine problems.
To assist in accomplishing this analysis, consult the appropriate A practical exercise based on typical engine problems will utilize
manual that contains information pertinent to your level of the task analysis problem worksheets.
maintenance. Each manual provides some engine troubleshooting
data to aid in finding various possible malfunctions or problems.
Notes:
To successfully execute the troubleshooting analysis program. A
series of step-by-step procedures is used:
• Discover the problem

- This step could be obvious (i.e., the engine fails to
start) and happen all at once, or could be hidden
(potential) and develop over a long period of time.
Proper inspections and good record keeping of engine
operating parameters are important.
After “isolating” this problem, the technician continues the
troubleshooting program.
Trouble Analysis Trouble Analysis Methods Page 10-4

Use Logic Possibilities
• Remember basic engine principles • Always start with the easiest first
• Question flight crew • Do a visual inspection
• Instrument readings • Isolate component or assemblies
• Previous symptoms Illustration

• Use of test equipment
• Operate engine
ATM818-178 • Previous type of operation
• Try to duplicate the problem • Previous type of maintenance
ATM818-195

Task Analysis Example

SYMPTOMS INSTRUMENT INDICATIONS
Pilot reported that the engine continued in automatic EGT/MGT N1 N2 Torque Oil Temp
mode of operation when switch-over was made to
emergency Normal Normal Normal Normal Normal
FAULT ISOLATION PROBABLE CAUSE "YES or NO"
1. Fuel Control 1. NO
2. Faulty overspeed governor 2. NO
3. Aircraft rigging 3. NO
4. Aircraft switch faulty Notes:
4. YES
5. Dirty compressor 5. NO
6. Faulty aircraft electrical system 6. YES
7. Low input voltage 7. NO
8. Emergency changeover selenoid 8. YES
9. Check emergency switch-over procedures 9. NO
10. Engine electrical harness 10. YES

Task Analysis Problem #1
Ground crew reported seeing heavy oil venting EGT/MGT N1 N2 Torque Oil Temp
from the Accessory gearbox vent drain when the
Normal Normal Normal Normal Normal
aircraft was in a hover.
1. Seal in accessory gearbox 1.

2. No. 3 carbon seal 2.
3. Output shaft seal 3.
4. Scavenge oil system spikes 4.
5. Faulty oil pump 5.
6. No. 2 forward or aft seal 6.
7. FOD in compressor 7.
8. Over pressurized oil tank 8.
9. Low N1 speed 9.
10. Crush seals in No. 2 bearing package 10.
ATM818-180


Engine fails to start, N1 accelerates to 19% EGT/MGT N1 N2 Torque Oil Temp

Low 19% Normal Normal Normal
1. Low battery voltage 1.

2. Dragging starter 2.
3. Ignition unit 3.
Notes:
4. Low N2 speed 4.
5. Bleed band stuck open 5.
6. Igniter plugs faulty 6.
7. Low fuel pressure 7.
8. Faulty start fuel solenoid 8.
9. Turn on aircraft fuel boost pump 9.
10. Faulty coil and lead 10.

Ground crew reported that they observed fuel EGT/MGT N1 N2 Torque Oil Temp
leaking from the combustion drain line during
engine operation.
1. Start fuel was not turned off 1.

2. Faulty fuel control 2.
3. Main fuel hose clogged 3.
4. Aircraft linkage improperly rigged 4.
5. Fuel flow dump valve packings faulty 5.
6. Improper starting procedures 6.
7. Fuel flow restricted 7.
8. Fuel filter clogged 8.
9. Faulty flow divider 9.
10. Main fuel manifolds are in bypass 10.
ATM801-118


Pilot reported that during acceleration of the engine EGT/MGT N1 N2 Torque Oil Temp
the MGT rose faster than a corresponding rise in
High & 76% Fluctuating Normal Normal
N1 speed and a popping sound was audible.
Fluctuating
1. Improper air and fuel ratio 1.

2. Aircraft linkage not rigged correctly 2.
3. Dirty or eroded compressor 3.
Notes:
4. Improper inlet guide vane operation 4.
5. Fuel control slider valve dirty 5.
6. Main rotor blade angle set improperly 6.
7. Faulty MGT/EGT measuring system 7.
8. Selector switch in Emergency 8.
9. Faulty N2 governor 9.
10. Bleed band close point not adjusted correctly 10.

Pilot reported that he had high MGT during steady EGT/MGT N1 N2 Torque Oil Temp
state operation, power and torque were low.
High High Low Low Increasing
1. Faulty bleed band 1.

2. Faulty aircraft rigging 2.
3. Low oil level 3.
4. Loss of Pm air 4.
5. Air inlet obstructed 5.
6. Air loss on P3 air fitting on air diffuser 6.
7. Selector switch in Emergency 7.
8. P3 air loss to actuator 8.
9. Faulty overspeed governor 9.
10. External loss of P3 air at the customer air bleed 10.
ATM818-184


Pilot reported high engine oil temperature EGT/MGT N1 N2 Torque Oil Temp
Normal Correct Normal Normal High
Within Limits
1. Oil hose restricted 1.

2. Loss of hose connection 2.
3. Loss of customer bleed air 3.
Notes:
4. Torquemeter valve fails to close 4.
5. Faulty oil cooler 5.
6. Faulty oil temperature bulb 6.
7. Power driven oil pump seized 7.
8. Faulty torquemeter boost pump 8.
9. Faulty indicating system 9.
10. Low oil level 10.

Pilot reported he experianced excessive droop of EGT/MGT N1 N2 Torque Oil Temp

N2 speed during flight operations. Normal Normal Droop Normal Normal
1. Low N2 speed 1.
2. Governor arm travel restricted 2.
3. Fule flow restricted 3.
4. Droop compensator out of adjustment 4.
5. Air inlet obstructed 5.
6. Sheared pin in droop compensator 6.
7. Flow divider inoperative 7.
8. Aircraft fuel boost pump inoperative 8.
10. Throttle not properly rigged 10.
ATM818-186


Pilot reported a noisy and faster than normal EGT/MGT N1 N2 Torque Oil Temp
coastdown and N1 gage readings were erratic. Hot Erratic Normal Normal Normal
Correct
Within Limit
1. Internal binding of N2 system 1.

2. Improper inlet guide vane operation 2.
3. Faulty torquemeter boost pump 3.
Notes:
5. Internal binding of N1 system 5.
6. Binding accessorys 6.
7. FOD 7.
8. Weak battery 8.
9. Binding starter 9.
10. Fuel flow restricted 10.

After a successful start of the engine, the Pilot EGT/MGT N1 N2 Torque Oil Temp
noticed that torquemeter indication was low.
Normal Normal Normal Low Normal
1. Torquemeter valve fails to close 1.

2. High engine oil pressure 2.
3. Clogged oil filter 3.
4. Faulty pressure transmitter or indicator 4.
5. Damaged torquemeter seating rings 5.
6. Low oil level 6.
7. Damaged packings on torquemeter relief valve 7.
8. Output shaft seal damaged 8.
9. Internal binding 9.
10. Low torquemeter boost pressure 10.
ATM818-188


Pilot reported an excessive engine oil consumption EGT/MGT N1 N2 Oil Press Oil Temp
with high oil temperature and low oil pressure. Normal Normal Normal Low High
1. Faulty indicating system 1.

2. Leakage at fittings and hose assemblies 2.
3. No. 2 bearing aft seal leaking 3.
Notes:
4. Low oil level 4.
5. No. 2 bearing forward seal leaking 5.
6. No. 1 main bearing seal leaking 6.
7. No. 3 main bearing seal leaking 7.
8. Cold oil on start 8.
9. Clogged oil filter 9.
10. Clogged torquemeter filter 10.

Pilot reported that N1 speed failed to accelerate EGT/MGT N1 N2 Torque Oil Temp
above 35% and MGT rapidly approached High 35% Normal Normal Normal
overtemerature limit.
1. Improper starting procedures 1.

2. Starter dragging 2.
3. Low battery 3.
4. Engine inlet dirty 4.
5. Faulty MGT/EGT indication 5.
6. Flow divider fails to open 6.
7. High setting of N1 speed 7.
8. N1 system binding 8.
9. Selector speed in Emergency 9.
10. Aircraft oil tank empty 10.
ATM818-190


Pilot reported that during acceleration of the engine EGT/MGT N1 N2 Torque Oil Press
from GI to flight the bleed band cycled at high
Peeked within Fluctuated Normal Normal Normal
N1 speed.
Tolerance

2. Start fuel solenoid fails to close 2.
3. Fuel control not properly adjusted 3.
Notes:
4. N2 speed set too high 4.
5. Actuator inlet strainer clogged 5.
6. Droop compensator out of adjustment 6.
7. Loss of Pm air 7.
8. Improper starting procedure 8.
9. Fuel control slide valve contaminated 9.
10. Faulty fuel control 10.

After a successful start of the engine, ground crew EGT/MGT N1 N2 Torque Oil Temp
reported oil was coming out of the anti-icing bleed
ports on the right side of the inlet housing.
1. No. 1 carbon seal 1.

2. Anti-icing valve stuck open 2.
3. No. 2 forward seal 3.
4. Output shaft seal 4.
5. Defective packings under PTO cover 5.
6. Packings on output reduction gear carrier 6.
7. Packings of the accessory gearbox 7.
8. Oil pump over pressured 8.
9. Dragging accessorys 9.
10. Quick disconnect not seated 10.
ATM818-192


Pilot reported that the MGT/EGT was 50 deg. higher EGT/MGT N1 N2 Torque Oil Temp
than the previous engine run.
610 C Normal Normal Normal Normal
1. Aircraft indicating system 1.

2. Dirty compressor 2.
3. Engine electrical harness 3.
Notes:
4. EGT/MGT thermocouple harness 4.
5. Dragging starter 5.
6. Faulty start fuel solenoid 6.
7. Junction box 7.
8. Fuel filter clogged 8.
9. Improper air and fuel ratio 9.
10. Aircraft system out of calibration 10.

During a preflight maintenance inspection, ground EGT/MGT N1 N2 Torque Oil Temp

crew reported oil dripping from the accessory
gearbox vent on to the ground.
1. Aircraft oil tank over full 1.

2. Oil in the combustion chamber 2.
3. Accessory gearbox seals 3.
4. Packings between gearbox and inlet housing 4.
5. Oil pump reverse flow check valve 5.
6. Oil pump drive shaft sheared 6.
7. Oil pump pressure regulating valve stuck open 7.
8. Oil filter clogged 8.
9. Faulty scavenge oil system 9.
10. Faulty oil pump 10.
ATM818-194

Notes:

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T53 Intermediate Maintenance Training Manual

NOTICE OF LIMITATIONS License Agreement

Proprietary Information 1. License Grant

Customer Training Department Notice of

FOREWORD Some aircraft manufacturers will assimilate Honeywell Interna-

The reader of this manual is reminded that all values of pressure,

The official publications pertaining to operating procedures, lim-

The airframe manufacturer installs the engine in its airframe,

The airframe manufacturer determines how, and under what limi-

Honeywell International Inc. may suggest and advise -- but not

Table of Contents Page 1

Table of Contents Page 2

Table of Contents Page 3

Table of Contents Page 4

CHAPTER 1—BASIC GAS

Basic Gas Turbine Theory Objectives Page 1-1

Gas turbines are internal combustion engines that generate

Whatever the form of the apparatus utilizing gas turbine

Basic Gas Turbine Theory Gas Turbine Theory Page 1-2

Basic Gas Turbine Theory Gas Turbine Theory Page 1-3

Newton's Second Law

Newton's Third Law

Compression is accomplished by accelerating airflow and

Basic Gas Turbine Theory Laws And Principles Page 1-4

Basic Gas Turbine Theory Laws And Principles Page 1-5

Branca's Stamping Mill

Newton's Steam Wagon

NEWTON'S Steam Wagon

CONTAINER A - (Air Mass)

CONTAINER C - (Accelerated Mass)

THE TURBOSHAFT GAS TURBINE

Basic Reciprocating Engine Operating Cycle

Basic Gas Turbine Engine Operating Cycle

View Reference Relationship

View C 3-4 Temperature fails somewhat as

View A 2-3 Pressure falls slightly as com-

View A 3-4 Pressure drops quickly as the

View B 2-3 Volume is greatly increased as

View B 3-4 Volume continues to increase as

View C 1-2 Temperature rises first because

View C 2-3 Temperature rises to a much

Basic Gas Turbine Theory Brayton Cycle Page 1-16

Basic Gas Turbine Theory Brayton Cycle Page 1-17

Basic Gas Turbine Theory Brayton Cycle Page 1-18

Basic Gas Turbine Theory Brayton Cycle Page 1-19

After being delivered to the face of the compressor by the air-inlet

Basic Gas Turbine Theory Axial Compressor Page 1-20

Basic Gas Turbine Theory Axial Compressor Page 1-21

An inducer, impeller, a diffuser, and a compressor manifold (A).

Basic Gas Turbine Theory Centrifugal Compressor Page 1-22

Basic Gas Turbine Theory Centrifugal Compressor Page 1-23

The objective of modifying the first two stages was to increase

Basic Gas Turbine Theory Axial Centrifugal Compressor Page 1-24

Basic Gas Turbine Theory Axial Centrifugal Compressor Page 1-25

ANNULAR COMBUSTION CHAMBER

Basic Gas Turbine Theory Axial Centrifugal Compressor Page 1-26

CAN TYPE COMBUSTOR CHAMBER Screen

ANNULAR COMBUSTOR CHAMBER

CAN ANNULAR COMBUSTION CHAMBER

Basic Gas Turbine Theory Axial Centrifugal Compressor Page 1-27

Basic Gas Turbine Theory Axial Centrifugal Compressor Page 1-28

CAN TYPE COMBUSTOR CHAMBER Screen

Secondary Air Inlet

ATM818-011 Primary Compressed Air