SIMCOM MU-2 Training Manual — Models N, P, Solitaire and Marquise CHAPTER 2 POWERPLANT Introduction General Engines ... Major Sections... Operating Principles. Engine Systems... Engine Oil System Engine Fuel System... Fuel Purging System. Ignition System... PHOPAIEL nee Operating Modes Powerplant Controls. Power Lever Condition Lever. Friction Controls. Instrumentation. Torque. Engine Temperature (-5 and -10 Engines). SRL Computer nnn Fuel Flow RPM... Primaries-Only Solenoid (-10 Engines), a. Torque/Temperature Limiter (-5 Engines Only) Negative Torque System (NTS) Engine Starting... General Power Sources. Battery Starting... Autoignition Check... Feather Valve Check NTS Check. Overspeed Governor Check... SRL Check ... Delta P/P Check. Start Locks Release... ‘Supplemental NTS Check... Engine Shutdown... ‘Synchronizing System. Fire Protection. 2 Engine Fire Detection Engine Fire Extinguishing. Limitations Questions, May 2008 FOR TRAINING PURPOSES ONLY 24Manual — Models N, P, Solitaire and Marquise INTRODUCTION This chapter describes the powerplant used on Mitsubishi MU-2 series airplanes, ‘The chapter deals specifically with MU-2 N, P, Solitaire, and Marquise model airplanes. All engine-related systems such’ as engine oil, fuel, ignition, fuel purging, propeller, powerplant, control, instrumentation, engine starting, and propeller synchrophasing are also described. GENERAL The Mitsubishi MU-2 series airplanes are powered by two wing-mounted turboprop engines driving four-blade, constant-speed propellers that incorporate full feathering and reversing capabilities. In addition, the propellers incorporate Beta mode control for ground handling, and Beta follow-up during flight. The engines are manufactured by Honeywell at Phoenix, Arizona, and are designated TPE331. Two engine variants are used. MU-2.N and P models are powered by TPE331-5 engines. These engines develop 665 shaft horsepower (shp) on the P model and 715 shaft horsepower (shp) on the N model during static, standard day conditions, They have a maximum continuous rating of 685 shp and 715 shp, respectively. Turbine rotation is clockwise MU -2 Solitaire and Marquise models are powered by TPE331-10 engines. Each engine develops 665 shp on the Solitaire model and 715 shp on the Marquise model, static, standard day conditions. Their maximum continuous rating remains, at 665 and 715 shp, respectively. Turbine rotation is clockwise. The propellers applicable to both engine models are manufactured by Hartzell ‘The propeller rotation is counterclockwise. ENGINES GENERAL ‘The TPE331 series engines are all basically the same, except for differences in shaft horsepower rating. On all MU-2 airplanes, the engines are mounted under the wing in an inlet down configuration, ‘The engine is a single-shaff, constant-speed engine, consisting of a two-stage centrifugal ‘compressor and a three-stage axial turbine; both are mounted on the main rotor shaft. An annular reverse-flow combustor surrounds the turbine. A two-stage reduction gear is mounted on the front of the engine, 22 FOR TRAINING PURPOSES ONLY May 2008MU-2 Training Manual — Models N, P, Solitaire and Marquise MAJOR SECTIONS For the purpose of explanation, the engine is divided into six major sections (Figure 2-1) from front to rear, as follows © Air inlet Reduction Gear Section Compressor Section Combustor Section Turbine Section Exhaust Section Pitt PoT2 PasT2s Pats Pats Pots aye ee Major Sections and Gas Flow Air Inlet The air inlet is located on the lower forward side of the engine. The air inlet directs airflow from the nacelle inlet duct to the first stage centrifugal compressor. Reduction Gear The reduction gear consists of a planetary gear assembly and an accessory drive assembly. The reduction gear is driven by a lightweight torsion shaft coaxially located within the main rotor shaft and internally splined to the main rotor shatt at the aft end. The primary function of the torsion shaff is to induce operation of a hydro mechanical torque meter. The planetary gear system provides gear reduction for the propeller. The engine/propelier RPM ratio is 26:1 ‘May 2008 FOR TRAINING PURPOSES ONLY 23x ak MU2 Trai ire and Marquise 1g Manual — Models N, P, Soli The accessory drive system provides first-stage reduction for the propeller as well as gear reduction for the following accessories: Starter-generator Tach generator Fuel pump and fuel control unit (FCU) Lubricating pumps Propeller governor Compressor The compressor section consists of two centrifugal-flow stages which supply compressed air for cooling, combustion, and airplane pneumatic services. Combustor The combustor section consists of an annular reverse-flow combustion chamber. The -5 engines and some -10 engines have five primary (start) and ten secondary (run) fuel spray nozzles located in the combustion chamber. Later (or recently overhauled) -10 engines may be modified to include (optional) 10 duplex fuel spray nozzles. Two high-energy igniter plugs are mounted in the combustion chamber, Turbine The turbine section consists of three axial-flow stages rigidly connected to the compressor by the main rotor shaft. The turbine extracts energy from the expanding combustion gases to drive the compressor, the accessories, and the propeller. About two-thirds of the power produced by the turbine is used to drive the compressor. The remaining eneray is applied through the torsion shaft to the reduction gear to drive the accessories and the propeller. Exhaust The exhaust section consists of an exhaust cone, duct, and an exhaust pipe which direct the combustion gases to the atmosphere undemeath the wing, OPERATING PRINCIPLES ‘Air entering the air inlet is directed to the compressor. The velocity energy created by the compressor is converted to pressure energy and directed aft to the combustor. A precise amount of air enters the combustion chamber where it is tumed 180° and flows forward. Fuel (on -5 and some -10 engines) is added initially by the 5 primary nozzles and later compensated by 10 secondary nozzles. On modified -10 engines, fuel is intially supplied by 10 primary nozzles. Following light-off and initial acceleration, the 10 coaxial secondary nozzles cut in and, in conjunction with the primary nozzles, supply fuel for all operations. The fuel-air mixture is ignited by the 2 igniter plugs. The combustion gases are again ‘tumed 180°, and then expand through the turbine. The turbine converts the pneumatic (heat) energy to rotary (mechanical) energy. The major portion of this energy is absorbed by the compressor. The remaining energy is transmitted forward by the torsion shaff to drive the accessories and the propeller through the reduction gear system. The spent combustion gases accelerate through the ‘exhaust system to the atmosphere. Some direct thrust results from the jet exhaust, 2-4 FOR TRAINING PURPOSES ONLY May 2008MU-2 Training Manual — Models N, P, Solitaire and Marquise ENGINE SYSTEMS GENERAL The engine systems include the following: Oil system Fuel system Fuel purging system Ignition system Propeller Powerplant controls ‘SRL auto start system (-10 engines only) Instrumentation Engine starting Torque/temperature limiting system (-5 engines only) Propeller synchrophasing ENGINE OIL SYSTEM The oil system is a fully automatic dry sump system, consisting of pressure and scavenge systems. The function of the oil system is to cool, clean and lubricate the engine bearings and the bearing and gears in the reduction gear system. In addition, the system supplies oil for propeller control, positive and negative torque sensing, torque limiting (-5 engines only), and for operation of the unfeathering pumps. Oil is contained in a tank mounted on the engine. The tank includes a filer cap and a dipstick. Oil servicing and checking is accomplished through an access on the right forward side of the nacelle, The cil system consists of one Pressure and two scavenge pumps driven by the accessory system. An additional scavenge pump driven by the torsion shaft scavenges the rear Oll Servicing Access turbine bearing, The pressure pump supplies oil pressure to all lubricated areas, to the propeller Control, the torque sensing systems, and (on -5 engines) to a torque limiter. All ‘scavenge oil is returned to the gear case. Two scavenge pumps return this oll to the tank through an oll cooler. A temperature bypass valve on the oil inlet line to the oil cooler maintains oil temperature within design limits by modulating cil flow between the cooler and a bypass line A non-indicating chip detector is provided on the gear case for maintenance purposes. A pop-out differential bypass indicator provides maintenance with an indication of a clogged or bypassing oil fier. ‘May 2008 FOR TRAINING PURPOSES ONLY 25MU-2 Training Manual — Models N, P, Solitaire and Marquise An oil vent valve introduces air into the ol pressure pump and gear case ‘scavenge pumps during engine ground starting. This reduces starter drag during X starting and initial acceleration. The oil vent system is fully automatic through the engine start circuitry. Indication Oil pressure is sensed by a 26-V AC transmitter on the pump pressure line and transmitted to a gage calibrated in psi located ‘on the engine instrument panel. During engine start, AC output voltage from the inverter drops due to the decrease in DC ower supplied to the inverter. To prevent this drop, a DC-DC converter operates automatically only during the engine start cycle. It also operates fuel flow and engine torque indicators. il temperature is sensed by a DC sensor in the oil pump inlet line from the tank and transmitted to a gage calibrated in degrees Celsius, located on the engine instrument panel —— 1 Suppiy Olt Retuen 26 FOR TRAINING PURPOSES ONLY May 2008Se sucrmeat scavenae onan pe Oil System Schematic ENGINE FUEL SYSTEM ‘The Woodward manual fuel control system provides metered fuel to the combustor to sustain engine operation during starting, acceleration, deceleration, and steady-state operation, ‘The engine fuel system includes an engine-driven fuel pump assembly consisting of a low pressure (LP) and a high pressure (HP) fuel pump, a fuel control unit (FCU) that includes a main metering valve, an underspeed and overspeed governor, a fuel solenoid valve, a flow divider, fuel manifolds, and either 15 simplex fuel nozzles (5 primary and 10 secondary) or ten duplex fuel nozzles. In addition, the fuel system also includes a fuel enrichment valve, a fuel heater, an anti-ce lockout valve, an anti-ice valve, a fuel manifold purging system and, on - 10 engines, a primaries-only solenoid valve. Compensation is provided for altitude and ambient temperature variations by a P2Tz Sensor and for compressor outlet pressure by a Ps sensor. Fuel Pumps The engine-driven LP fuel pump increases fuel tank boost pump inlet pressure ‘and supplies this fuel through a bypass filter to the engine-driven HP fuel pump. ‘May 2008 FOR TRAINING PURPOSES ONLY 27ing Manual — Models N, P, Solitaire and Marquise Main Metering Valve The main metering valve determines the metered fuel flow to the combustor to meet all operational requirements. Underspeed Governor The underspeed governor in the FCU controls fuel during ground operation as a function of condition lever position, in conjunction with a Ps input signal, to establish the position of the main metering valve. Overspeed Governor ‘The overspeed govemor is in series with the underspeed governor and functions independently to limit engine RPM by reducing fuel flow if the propeller governor fails. Fuel Solenoid Valve The fuel solenoid valve is located in the metered fuel line between the FCU and the combustion chamber. The valve has an electromechanical control system and two solenoids. One solenoid energizes the valve to the open position; the other solenoid energizes the valve to the closed position. The open solenoid is energized during the start sequence when the run- crank-stop (RCS) switch is in the RUN position and RPM is 10% or greater. The fuel solenoid is electrically energized to the closed position when the RCS switch is placed in the STOP position. Open and closed limit switches remove electrical ower from the valve when the selected position is achieved. Center Pedestal Mechanical devices hold the fuel solenoid valve in the selected position. The fuel solenoid valve can be operated manually to the closed position. This is accomplished by moving the condition lever to the EMERG STOP position. The fuel solenoid valve cannot be opened mechanically by the condition lever, or electrically while the condition lever is in the EMERG STOP position. Flow Divider The flow divider is a pressure-sensitive device located in the metered fuel line between the fuel solenoid valve and the combustion chamber. This valve functions (on -5 and on some -10 engines) to direct fuel to the five primary (start) nozzles only during the initial stage of engine starting (65 to 70 pounds per hour fuel flow), then, it directs fuel to the ten secondary nozzles as the engines accelerate. On modified -10 engines the flow divider intially directs fuel to the 10 primary nozzles. As the engine lights off and accelerates, the flow divider also supplies fuel to the 10 secondary nozzles. Fuel Manifolds and Nozzles The flow divider (as previously described) supplies fuel to the primary and secondary fuel manifolds and to the nozzles in the combustion chamber. 28 FOR TRAINING PURPOSES ONLY May 2008MU-2 Training Manual — Models N, P, Solitaire and Marquise Fuel Enrichment A fuel enrichment valve is located in a line that bypasses the FCU metering section. On the -5 engine the valve permits the pilot fo supply additional fuel to the combustor to aid in better acceleration during starting. On the -10 engine, fuel enrichment is automatically achieved by an SRL computer. (See SRL Computer, this chapter.) ‘The enrichment valve on -5 engines is controlled by push-button switches located on the center pedestal. These switches are also installed on airplanes with -10 engines and can be used to provide additional fuel during cold weather altitude starts. [GEE CAUTION: The manual fuel enrichment system should be used only during engine starting. On -5 engines the ITT, or on -10 engines the ET, must be monitored carefully when manual fuel enrichment is selected, Fuel Heater ‘A fuel heater is submerged in the oil tank. A portion of the fuel from the HP fuel pump is metered through the heater by a temperature-sensitive anti-ice valve. ‘The warmed fuel is then directed into the LP fuel pump delivery line upstream of the fuel filter. Anti-ice Lockout Valve ‘An electrically controlled anti-ice lockout valve in the delivery line to the fuel heater is closed during the starting cycle to prevent fuel from bypassing through - the heater and reducing fuel availability for combustion. After engine starting, the ‘amount of fuel directed through the fuel heater is determined by the temperature- sensing antiice valve. PT: Sensor The P:T» sensor on the engine inlet transmits ambient (pressure and temperature) information to a bellows in the FCU to modify fuel metering to suit varying ambient conditions. The sensor is anti-iced by hot compressor air. PT Sensor Operation Fuel at boost pump pressure is supplied from a manifold in the center tank. This fuel is directed through a normally open shutoff valve to the LP fuel pump. Fuel pressure is increased and directed through a fiter to the HP fuel pump. The HP fuel is directed through the anti-ice lockout valve and fuel heater as determined by the anti-ice valve. The heated fuel is then directed to the fuel filter inlet. HP fuel is supplied to the FCU. Metered fuel from the FCU (as determined by the underspeed governor when on the ground with the power lever below FLIGHT IDLE, or by power lever position in conjunction with Ps and P2T2 inputs when in flight) is supplied to the flow divider and from there through the fuel manifolds ‘and nozzles to the combustion chamber. ‘May 2008 FOR TRAINING PURPOSES ONLY 29MU2 Training Manual — Models N, P, Sol ‘and Marquise FUEL PURGING SYSTEM ‘ fuel purging syster in compliance with EPA standards is incorporated. A typical system consisting of a filter, an air storage tank, check valves, and a shutoff valve is shown in Figure 2-4. Engine bleed air is stored in the tank. The shutoff valve is normally closed. When the RUN-CRANK-STOP switch on the center pedestal is placed to the STOP position, it will simultaneously close the fuel solenoid valve and open the fuel purge valve. The HP air will discharge and force all residual fuel into the combustion chamber where it is ignited aor (a note: Variations of this system may be used. The pilot should become familiar with the system installed on the airplane. Efficient purging is indicated by a rise in ITT or EGT and RPM when the RUN-CRANK-STOP switch is moved to STOP. [EGE CAUTION: Efficient charging of the fuel purge tank will occur only if the engine achieved 95% RPM between starting and shutdown. TEEEEEEEI CAUTION: ‘If the engine is shut down by moving the condition lever to EMERGSTOP, efficient fuel purging will not occur. If the airplane is static, puddling in the combustion chamber may occur with resulting smoke or vapor from the exhaust and inlet and/or coking on the fuel nozzles. Engi 1e Fuel and Fuel Purging Systems Schematic 2-40 FOR TRAINING PURPOSES ONLY May 2008MU-2 Training Manual — Models N, P, Solitaire and Marquise IGNITION SYSTEM ‘A high-energy ignition system is installed, consisting of an engi igniter box, two shielded cables, and two igniter plugs in the combustion chamber. DC power is supplied to the igniter box from the airplane's DC system. Ignition system operation is divided into two modes: (1) ground start ignition and @) airstart ignition. Both ignition modes are primarily controlled by an electronic switch assembly which will be discussed later under Engine Starting, Ground Start Ignition Ground start ignition is controlled by selecting the AIR START & SAFE switch to the LH or RH GND START position and the RUN-CRANK-STOP switch to the RUN position, then pushing the appropriate ENG START switch momentarily. All of these switches are located on the center pedestal. Ignition will be initiated by the speed switch assembly at 10% RPM and terminated by the speed switch assembly at 60% RPM Airstart ignition Airstart ignition is controlled by placing the AIR START & SAFE switch to the AIR START & SAFE position, placing the RUN-CRANK-STOP switch to RUN, momentarily pushing the appropriate ENG START switch on the -5 engine (no start switch selection is necessary on the -10 engine), followed by pushing and holding the appropriate UNFEATHER switch. Ignition wil be initiated at 10% and terminated at 60% by the speed switch assembly as previously described. Continuous Ignition Continuous ignition is controlled by a three-position CONT-OFF-AUTO switch for each engine. The switches are located on the center instrument panel forward of the pedestal. Turning the switches to CONT will provide continuous operation of both igniter plugs for the associated engine. [——note: —_ When entering icing conditions, CONT ignition needs to be selected prior to turning engine anti-ice ON. Auto/Continuous Ignition Switches May 2008 FOR TRAINING PURPOSES ONLY 244“Se WU Training Manual Modis WP, Soltalre and Marquise Bein Auto-Ignition Auto-ignition is controlled by a left and a right three position switch, labeled _ CONT-OFF-AUTO. Tuming either switch to AUTO will arm its low it torque sensor and will actuate the igniter plugs for the associated engine when the engine torque drops below a preset level (slightly below flight idle ‘on most engines.) Turning either switch to CONT will actuate the associated igniter plugs regardless av of torque output. Turning either switch to OFF will = deactivate the associated igniter plugs (except during ground or airstar.) The ignition switches are wired through the RUN position of the RUN- CRANK-STOP switches. Figure 2-5 illustrates the Sor operation of the auto-ignition system. To preflight at! | the system on the ground prior to start, both RUN- CRANK-STOP switches must be selected toRUN Ghee and the ignition switches should be selected to both CONT and AUTO. The igniters will actuate and the LH and RH IGNITION lights wil illuminate, and the igniters should be audible. Return the mas ignition switches to OFF. The jgniters will : deactivate and the LH and RH IGNITION lights will Ignition Systems Schematic ‘extinguish. [EEE CAUTION: This preflight check should not be attempted when fueling, PROPELLER GENERAL The four-blade, constant-speed propellers ‘are manufactured by Hartzell Propellers. ‘The blade angle range is from reverse at - 6.5° to feather at 87°. The flight idle or low pitch stop range in approximately +12° and ground idle is approximately +2.5°. ‘The propellers. are __single-acting, counterclockwise rotating propellers. Positive blade angle changes up to and including feather are achieved by springs in the propeller dome, assisted by counterweights near the blade roots. Decreasing blade angle changes up to and including full reverse are achieved by pressure generated by a pump integral with the propeller governor. An electric motor-driven unfeather pump is provided for unfeathering the propeller. Hartzell Four-Blade Propeller 2412 FOR TRAINING PURPOSES ONLY ‘May 2008,SIMCOM MU-2 Training Manual — Models N, P, Solitaire and Marquise Start lock pins are provided to hold each blade near zero blade angle to permit engine starting. The start lock pins are spring loaded to the lock position and retained by propeller shear loads. The locks are released (when required) by centrifugal force following engine starting and selective removal of the propeller shear loads. EEE WARNING: The TPE331 engine must not be started unless the propeller is on the start locks. OPERATING MODES The propeller operates in two modes-Beta mode and propeller governing mode. Beta Mode In the Beta mode, the pilot controls blade angle with the power lever for ground ‘operation. Fuel flow is scheduled by the underspeed governor in the FCU as determined by the condition lever position. Propeller Governing Mode In the propeller governing mode, blade angle is controlled by the propeller ‘governor, and fuel flow is a function of power lever position. The governing mode controls the propeller in three operating ranges — underspeed, onspeed, and ‘overspeed — by balancing two opposing forces: (1) a speeder spring force that varies with condition lever position and (2) a flyweight force that varies with RPM. When the forces are balanced, the propeller is on speed. If the speeder spring force is greater than flyweight force, the propeller is in an underspeed condition. The governor will react by applying governor pump oil pressure to reduce blade angle, allowing the propeller to accelerate to the selected (onspeed) condition. If the flyweight force is greater than speeder spring force, the propeller is in an ‘overspeed condition. The governor will react by draining oil from the propeller dome, allowing the springs and counterweights to increase blade angle until the propelier is on speed. Beta Follow-Up Mode The Beta mode system is not operational when the power lever is set between FLIGHT IDLE and TAKE OFF. A Beta mode follow-up system exists, however, as a safely feature. If propeller malfunction occurs that results in a decrease in blade angle (overspeed) and the NTS system fails to operate, a hydraulic lock will occur when the blade angle decreases to a point relative to power lever position, ME WARNING: If the above condition occurs during cruise, do not retard the power lever; instead move the power lever to the TAKE OFF position and correct the probable malfunction as outlined in the AFM. May 2008 FOR TRAINING PURPOSES ONLY 2-13E = £ = 3 3 a zi 2 | = 2 ip e 2 2 3010 me wwowioss 907 onnvHaAH asy0 OL NUL NouoaNNoo sar aaMe y 1 anya ana wanve ae Foulngo tans o1 unseat dna YONBaAOD SUNGSALA 10 aNIONS ngsuvis anv ians [i napa youn - : Z Hous Hous J Bungssua anon waravoud // 138 a1uuBAO WHY anya QIONs108 Tans (on) gionsnos S31 SiN SINW3e eu Sansa SiN ‘rsa oFe-00e = ing Taye Ty amv sarge SuteiaHavaann ‘rsa $= 08 SoLwino3u SiN anv 310 as ANTON Wows Nunist 0 eens Propeller Beta Mode Schematic May 2008 FOR TRAINING PURPOSES ONLY 214raining Manual — Models N, P, Solitaire and Marqui a014IuO b wworuioara WAST wae 35¥9 01 NunL3y aiNiCHOTONN Bunssaud ating HONEIROD a5 OUND Tans OL NOUN 130404 sunsszud 10 aniona ill ‘aim ouvas ‘ONY dens mas Le ae warnadoud WOM Hs Sgahcae anaes woo Sree ee faa ee rol t anon Suna NowD3NNOD BNET NOUIONOD Houms ‘tse Ost-o0F SNA samy osNas ‘3noHOL ‘oys4 $= oot SoLvinoay sun aunssaud J+— Tio SnioN anv 0 ade ANIONS Hows asyo OL. ou Nunes NunLSY 10 Propeller Underspeed Schematic 215 FOR TRAINING PURPOSES ONLY May 2008E i - 8 Cs z= 3 3 : 2 z e E Ey 2 solsmo w NoUOaNNOD awoniosns Zr 38¥0 01 NUL anya na aw unseat urna uoNUaKO9 ‘wunssata Wo SION napa vous anoowsradous / His ‘on aionsn0s 31 SIN ie anon as sINM3E NowoaNNoo f V1 NOUIINOD Hous aun ‘ise ost-o0e Z SRWA og SATWAITIU ONIUBHuWaaNN, ‘SnouOL pysa 5 001 sowinoat ain} sunssate i 10 SHON aio asvo NIN Wows asy0 04 au une 10 oe Propeller Onspeed Schematic May 2008 FOR TRAINING PURPOSES ONLY 2-16raining Manual — Model E i z g a : yo1uuo > awowoma Jy asvo on munis [J] aunseaus anna wonwano> il aunssa¥e 10 aNiON3 aims ouvas any wane [El] n3031 MERIT MOS anya ana vennvHt + OULD aN OL AHoFaNUALNTIOO BER rounon yf Us i vous erie L wo! > Sungssue noo vinavoud // Ve r—-=-4 st 3AgW GOTO aka thoxo07 SIN ‘on) aionar0s, 1831 SIN < ou2annoo BR NOON Hous aungsaue SIN aon SINMIaB isa sit ‘ise onto SY Serve sare Jato anions suv 10 al anions Wows asvo o1 ou unis UNL 10 Propeller Overspeed Schematic 247 FOR TRAINING PURPOSES ONLY ‘May 2008MU2 Training Manual — Models N, P, Solitaire and Marquise POWERPLANT CONTROLS GENERAL The powerplant (engine and propeller) is controlled by the interaction of two levers: (1) the power lever and (2) the condition lever. These levers operate in slots in the power control quadrant on the center pedestal. The power lever has four labeled positions: “TAKE OFF,” "FLIGHT IDLE," "GROUND IDLE," and "REVERSE." The condition lever also has four labeled positions: “TAKE OFF LAND." "MIN CRUISE.” "TAXI." and "EMERG STOP." Power Control Quadrant POWER LEVER When the power lever is positioned between FLIGHT IDLE and REVERSE, selects the Beta mode through a pitch control valve. Its sole function is to select biade angles from approximately + 12” to -6.5°. The power lever is also used to set the propeller on the start locks during shutdown and to release the start locks (when required) after engine starting. These functions will be described later. When the power lever is positioned between FLIGHT IDLE and TAKE OFF, its sole function is to schedule fuel. I has no effect on propeller control except that it the propeller governor fails, combined with a failure of the negative torque sensing system (NTS), blade angle decrease will be limited relative to power lever position by the pitch control valve and a Bela tube. This function is known as Bela follow-up, The power lever must never be moved aft of the FLIGHT IDLE position while in flight. To prevent inadvertent selection below FLIGHT IDLE, the power lever must be raised to clear a detent before it can be moved aft of FLIGHT IDLE. 218 FOR TRAINING PURPOSES ONLY May 2008SIMCOM MU-2 Training Manual — Models N, P, Solitaire and Marquise CONDITION LEVER The condition lever has a number of functions. When the power lever is aft of FLIGHT IDLE, the condition lever determines fuel flow when positioned between TAXI and TAKE OFF LAND positions as a function of the underspeed fuel governor (USFG). When the condition lever is in the TAXI position, the USFG will set the minimum RPM to 76.5%. In the TAKE OFF LAND position, minimum RPM will be set to 96%. [OO cauTION: After landing, ensure the auto ignition switches are OFF prior to selecting the condition levers to TAX When the power lever is forward of FLIGHT IDLE, the sole function of the condition lever is to select propeller RPM as a function of the propeller governor. In the TAKE OFF LAND position, propeller governor RPM is set to 100%. The MIN CRUISE position resets the propeller governor RPM to 96%. When raised and moved aft to the EMERG STOP position, it will mechanically close the fuel solenoid valve and then move the feathering valve to the FEATHER position. The engine will shut down and the propeller will feather. FRICTION CONTROLS The friction of the power levers is controlied by a lever on the left side of the center pedestal outboard of the power levers. A similar lever on the right side of the center pedestal, outboard of the condition levers, is used to set friction of the condition levers. Moving these levers forward increases friction on the associated levers. INTRUMENTATION GENERAL The engine instrumenis are mounted in two verlical rows on the left side of the center instrument panel, From top to bottom, these instruments are % TORQUE, TEMP, FUEL FLOW, RPM, engine OIL TEMP, and engine OIL PRESS. TORQUE Engine torque indication is a measurement of the positive power delivered to the propeller. The positive torque system is a hydromechanical function of a torque meter system in the accessory case. The hydraulic (oll pressure) signals are proportionate to the torque applied to the propeller by the torsion shaft. These pressure signals are converted to electrical signals and transmitted to the torque ‘gage, which is calibrated in percent from 0 to 120%. The torque meter system is powered by the 28-volt DC system. May 2008 FOR TRAINING PURPOSES ONLY 219Sad MU2 Training Mant ENGINE TEMPERATURE (-5 AND -10 ENGINES) ) engines temperature is sensed by thenmocouples “ioceled’ between tho. fvet_and second turbine discs and transmitted to a gage calibrated in * C as ITT (interturbine temperature). (On ~10 engines, the thermocouples are located in the engine exhaust aft of the turbine and transmit temperature to a gage calibrated in °C EGT (exhaust gas temperature). Because all turbine engines develop their rated power at a different temperature, the -10 engines are specially calibrated and compensated on a dynamometer by the manufacturer. The compensator is matched and adjusted to the EGT harness for each -10 engine Since raw and/or compensated EGT values are affected by many factors such as altitude, airspeed, Engine Instrument Panel OAT, and RPM (and these factors constantly change), the EGT limit or red line for each listed condition constantly changes. To counteract this phenomenon, the -10 engines use an indicated EGT, which is a corrected or computed readout, thus permitting a single operational limit under all operating conditions from 96% to 100% RPM. This function is performed by a single red line or SRL computer. SRL COMPUTER The SRL computer is combined in a box with a second computer. Both are commonly refered to as the SRL autostart computer. Inputs to the SRL computer consist of a T: signal from the engine inlet duct representing OAT, a Ts signal from the exhaust thermocouples representing compensated EGT, an N signal from a monopole on the propeller governor representing RPM, and, finally, a P2 and a Ps input to a transducer which provides a A P over P (4 P /P) input signal to the SRL computer. These signals are processed in the SRL computer, and an output signal is sent to the EGT gage which represents computed EGT. ‘The factors affecting EGT are not significant at low RPM; therefore, computed EGT is inhibited below 80% RPM and activated at 80% and above by an electronic speed switch in the SRL computer. Consequently, the EGT gage displays compensated EGT below 80% and computed (single red line) EGT above 80%. FUEL FLOW ‘The fuel flow transmitters and gauges are DC powered through the FUEL FLOW IND circuit breakers on the left armrest circuit breaker panel. Fuel flow is stated in pounds per hour (Lbs/Hr) in the Solitaire and Marquise and in gallons (Gals) in the N and P models, 2-20 FOR TRAINING PURPOSES ONLY May 2008MU-2 Training Manual — Models N, P, Solitaire and Marquise RPM Propeller RPM is sensed by a tach generator driven by the reduction gear. ‘Output signals from the tach generator are supplied to a gage calibrated in percentage of design 100% propeller RPM. In addition (on -8 engines), the tachometer output is also supplied as an input to the electronic speed switch system that senses 10% and 60% RPM for engine starting control. There is no electrical power requirement for propeller RPM. The gage is calibrated in percentage of design 100% RPM. A vernier scale on the face of the RPM gage is Calibrated in tenths. PRIMARIES-ONLY SOLENOID (-10 ENGINES) ‘The primaries-only solenoid vaive functions to change the cracking point of the flow divider to provide automatic fuel enrichment for optimum start-and-run operation from 60% RPM up to 80% RPM. The cracking point of the flow divider is increased during engine start by a parallel fuel path provided by the primaries- only solenoid vaive. The cracking point of the flow divider is higher during start than during normal operation. Operation of the primaries-only solenoid valve is controlled by an electronic speed switch set to open the valve at 60% and close the valve at 80%. [-[[EMNOTE: On TPE331-10 engine models not incorporating duplex fuel spray nozzles in the combustor, the primaries-only solenoid valve is controlled by the 60% ~ 80% speed switch relay. Thus, primaries only solenoid fuel will continue from 60% to 80%. Control ‘The SRL system is controlled by two ON-OFF switches labeled "SRL," located on the center pedestal. These switches are usually left in the ON position. Indication Two annunciator lights labeled "L SRL FAIL" and "R SRL FAIL" are located on the annunciator panel. The lights will come on if the SRL switches are off or if ower is above 80% and the SRL system fails. TORQUE/TEMPERATURE LIMITER (-5 ENGINES ONLY) General Operation of all TPE331 engines is limited by torque or temperature. The -5 engines on the MU-2 N and P models incorporate a torque/temperature limiter which is a small computer controlling a bypass valve. The computer receives a Ts signal to limit ITT and a torque signal to limit torque. If either of these values exceeds their limits, the temperature or torque signal will open a bypass valve and direct some of the metered fuel back to the HP pump inlet. Reducing metered fuel will reduce torque and temperature. May 2008 FOR TRAINING PURPOSES ONLYTorque/Temperature Limiter Control ‘The torqueltemperature limiter is controlled by a two-position switch | labeled "ENG PWR LIMIT" with positions labeled _ "AUTO-MAN." When in the AUTO position, the system is armed. When in the MAN position, the pilot must limit torque and temperature manually. There is no indication (other than the torque and ITT gages) for the torque temperature limiter. (-5 Engine) NEGATIVE TORQUE SYSTEM (NTS) ‘An NTS js associated with the torque meter system to provide automatic drag limiting should a power loss or engine failure cause the propeller to drive the engine, with a resulting increase in drag. Negative torque is limited to a specific value and, when exceeded, normally open ports in the torque meter will close, resulting in an increase in governor pump oil pressure. This pressure is applied to the feathering valve to move it toward the feather position, increasing blade angle and reducing negative torque. The feathering valve will then return under spring force to its normal position, and the procedure will repeat itself until the pilot feathers the propeller. This is called NTS-ing. WE WARNING: The NTS is not an auto feather system. If ignored, the RPM will decrease rapidly into the critical vibration range (18% to 28%). Continued operation in this range can cause serious engine damage. Garrett recommends that after initiation of NTS, the propeller should be feathered when RPM drops to 30%, [<==INOTE: Some negative torque is necessary. Otherwise, it would not be possible to airstart an engine. The TPE331 engine permits ‘approximately 20 hp negative torque before the NTS operates. ENGINE STARTING GENERAL Engine starting is divided into cranking starts and windmilling air starts. Cranking starts can be performed only on the ground utilizing the combination starter- ‘generator on the reduction gear system. An electro hydraulic unfeathering pump Unfeathers the propeller for windmilling air starts. 2-22 FOR TRAINING PURPOSES ONLY May 2008SIMCOM MU-2 Training Manual — Models N, P, Solitaire and Marquise POWER SOURCES The basic source of power for engine starting is the airplane batteries. The batteries can be connected in parallel to provide 24 VDC to the starter-generator or connected in series to provide 48 volts. Battery start power is selected by a two- position BATTERY SELECT switch labeled "PARALLEL-SERIES-BATTERY SELECT." A Series battery starts are recommended Pond when OAT is less than 10° C. ot BATTERY SELECT Switch The voltage of the batteries should be checked prior to engine starting. The minimum acceptable voltage is 22 volts. A ground power unit (GPU) may also be used for engine starting. The GPU is plugged into a standard three-pin receptacle on the left side of the fuselage aft of the cabin door. The BATTERY key switch may be left on while the GPU is connected and operating. After the GPU is started, it will automatically connect to the start bus. The GPU voltage range should be between 26 volts and 28 volts. External Power Receptacle Battery Key Switch [==555 cauTion: Do not connect or disconnect the GPU while itis operating. BATTERY STARTING Prior to attempting engine starting, all preflight checks should be completed and any discrepancies corrected. EEE CAUTION: It is very important to visually check that the propellers are at flat pitch (on the start locks) prior to engine starting ‘On the center pedestal, check that the power lever is set midway between GROUND IDLE and FLIGHT IDLE positions and that the condition lever is set at TAXI. Set the RUN-CRANK-STOP switch to RUN. Set the AIR START & SAFE switch to LH GND START. Set the BATTERY SELECT switch to SERIES if OAT is below 10°C or to PARALLEL if OAT is 10°C or higher. Check that the propellers are at flat pitch and clear. Push and hold the ENG START switch until May 2008 FOR TRAINING PURPOSES ONLY 2-23~~ MU-2 Training Manual — Models N, P, Solitaire and Marquise ted. The ENG START switchlight will come on, the starter will engage, the oil vent valve will open, and the anti-ice lockout valve will close Monitor engine RPM; at 10%, a speed switch on -5 engines or the SRL autostart ‘computer speed switch on -10 engines will close, the fuel solenoid valve will ‘open, and the ignition will be tumed on. Check the ITT / EGT gage for light-off Monitor RPM and ITT / EGT. At 60% RPM, a speed switch on -5 engines or the ‘SRL autostart computer speed switch on -10 engines will open, the start will be terminated, the oil vent valve will close, the anti-ice lockout valve will open, the switchlight in the ENG START switch will go out, and ignition will terminate Continue to monitor RPM and EGT until the engine reaches a stabilized RPM. Manual fuel enrichment may be used during the start cycle by pushing the associated START FUEL ENRICH switch after light-off. Monitor ITT on -5 engines, or EGT on -10 engines, to ensure that the start limit is not exceeded. On ~10 engines, the primaries-only solenoid valve will close when RPM is over 80%. Engine starting should be discontinued if ITT on -5 engines reaches 1,14 EGT on -10 engines reaches 770°C, if light-off is not indicated within 5 to 10 seconds after RPM reaches 10%, or if ITT (-5 engines), or EGT (-10 engines), is not indicated by 20% RPM. (EEE CAUTION: (If any matfunction occurs; propeller fails to rotate, RPM does not reach 10% within approximately 10 seconds, ITT rises rapidly towards start limit, engine stops or RPM stagnates prior to 40% during starting procedures, any unusual noise or vibration occurs, or engine instruments indicate abnormal conditions, shut down the engine immediately by placing the condition lever in the EMERG STOP position. TERE CAUTION: ‘Ifa start is discontinued after reaching 10% RPM, the engine should be dry motored to clear any unburned fuel. The fuel purging system will not operate efficiently unless the engine RPM reaches 95% minimum before selecting STOP. To dry motor an engine following an aborted start, move the RUN-CRANK-STOP switch to CRANK, and push and hold the ENG START switch. Discontinue cranking after 10 seconds, but repeat if necessary. GPU STARTING Engine starting using a GPU is identical with battery starting. When starting using a GPU, the battery select switch must be in the PARALLEL position. [EEE CAUTION: Do not connect or disconnect the GPU while it is operating. AUTOIGNITION CHECK (if SB 226 or SB 086/74-002 installed) ‘Autoignition is designed to energize the ignition circuits if torque drops below a preset level. The Autoignition should be checked prior to starting engines. Place the RUN-CRANK-STOP switch to RUN and the AUTOIGNITION switches to ‘AUTO. Both LH and RH Cont Ignition lights wil illuminate, and the igniters should be audible. Return Autoignition switches to OFF. FEATHER VALVE CHECK Prior to the first fight of the day, before every flight during which an intentional engine shutdown is planned, and before every fight after feathering linkage was adjusted and / or maintenance of the feathering system was conducted, perform 2-24 FOR TRAINING PURPOSES ONLY May 2008[=cautor ae We esa / mers LEGEND [Bo sverivano sranc eeu GF escrsi0st SIMCOM MU-2 Training Manual — Models N, P, Solitaire and Marquise the feather valve check. For each engine, depress and hold the unfeather pump button and note the beta light illuminated. Place the condition lever to emergency stop and note the beta light extinguished. Return the condition lever and note that the beta light re-lluminates. Release the unfeather button. NTS CHECK The NTS should be checked prior to each flight and particularly if airstarts are anticipated or if control linkage adjustments have been performed. This check is done during engine starting. Begin by pushing and holding the appropriate UNFEATHER switch on the center pedestal. Then, check that the Beta light for that engine is ON. Push and hold the START switch; as the engine begins to rotate, the Beta light must go OFF. As the start continues, the Beta light will ‘come on again between 28% and 35% or at a maximum of 40%. The light must rnot come on prior to 10%. Release the UNFEATHER switch and continue with the normal engine start ‘The power lever must be above FLIGHT IDLE for NTS check. If the Beta test does not perform as outlined, abort the start and have maintenance check the system and correct the problem before flight. Seay SN cncex vatve “sig C8 wANUAC POEL VRE“ NTS Test Schematic May 2008 FOR TRAINING PURPOSES ONLY | 4‘MU-2 Training Manual — Models N, P, Soli AFTER START ‘After both engines are started as just described, the propeller will remain on the start locks because the propeller shear load will overcome the lock springs. Propeller noise level will be at minimum due to the flat blade angle. Fuel flow will be a function of the condition lever position and will be determined by the underspeed governor. If the condition lever is moved to TAKE OFF LAND position, RPM will increase to the value established for the engine model. OVERSPEED GOVERNOR CHECK ‘An overspeed governor check must be performed after the first engine start of the day or prior to any flight training or test flight when a planned engine shutdown is anticipated. To perform an overspeed governor check, the engine must be operating and the start locks must be engaged. The condition lever should be set to the TAKE OFF position, and the power lever advanced slowly toward TAKE OFF; the RPM will increase. Because the blade angle remains at flat pitch, the propeller governor cannot control RPM by increasing blade angle. RPM will increase to between 103% and 105%, which is the setting of the overspeed governor. [EEE CAUTION: Do not permit RPM to exceed 105 %. Do not maintain RPM between 103% and 104% for longer than it takes to observe that continued power lever movement does not increase RPM, IF RPM does not increase above 100% or if the Beta light goes out when the power lever is advanced, the start locks are probably disengaged. SRL (SINGLE RED LINE) CHECK (SOLITAIRE AND MARQUISE) With the propeller on the start locks, set the condition lever to TAKE OFF LAND and move the power lever to 100% RPM. Allow the EGT to stabilize, then turn off the appropriate SRL switch and note the EGT change and that the SRL OFF light is on. Tum ON the SRL switch. The EGT should retum to its original value and the SRL light should go out. Repeat the check for the other engine and check to see that the EGT change (differential) between engines is not more than 10°C, [EGE CAUTION: If the SRL does not check as outlined, it must be corrected before flight. Do not initiate flight with the SRL off or the SRL system inoperative. DELTA PIP (A PP) TEST (SOLITAIRE AND MARQUISE) Check the A P/P system before flight by turning OFF the appropriate DELTA PP TEST switch and note that the associated EGT increases (approximately 5° C). If the test indications are other than outlined, the problem must be corrected before flight. If the SRL fails during flight, the appropriate SRL FAIL light will be on. Other indications are a sudden increase in EGT with no other engine parameter changes or unstable EGT. If the engines are known to be reasonably matched, use the operating system as a reference for power settings. If any doubt exists, 2-26 FOR TRAINING PURPOSES ONLY May 2008‘MU-2 Training Manual — Models N, P, Solitaire and Marquise retard the power lever of the affected engine and use the EGT overlay on the OAT indicator to set power using EGT versus OAT as a reference. START LOCKS RELEASE ‘When ready to taxi, the start locks must be released. To do so, move the power levers slowly aft from the GROUND IDLE position toward REVERSE until fuel fiow increases. The Beta lights should go off momentarily. Advance the power levers forward of the GROUND IDLE position. Fuel flow, torque, and ITT, -5 engines, or EGT, -10 engines, should increase when the locks release. Then retum the power levers to GROUND IDLE position. SUPPLEMENTAL NTS CHECK With the condition levers in TAXI, the oil temperature in the green arc, and the start locks released, slowly advance each power lever until the RPM stabilizes at approximately 95-96% RPM, the Beta light extinguishes, and the Torque increases slightly. Retard the power lever. A failure of this check is indicated if the RPM stabilizes 5% to 8% higher than this value or the Beta light does not extinguish, TAXIING Low taxi speed 1s avallable with The condiion levers at TAXI and the power levers at FLIGHT IDLE. RPM will indicate approximately 72% to 74%. A heavy airplane or an upgrade may cause the engines to bog down during taxiing, and should not be permitted. The condition levers may be advanced to TAKE OFF LAND; RPM will increase to approximately 96.5% to 97.5%. With the condition levers at TAKE OFF LAND and the power levers at FLIGHT IDLE, the propellers are stil under Beta mode control, and blade angle is a function of power lever position between REVERSE and FLIGHT IDLE. The Beta lights must be ON. TAKEOFF When ready for takeoff, the condition levers are set to TAKE OFF LAND. The power levers are moved beyond FLIGHT IDLE toward the TAKE OFF position. May 2008 FOR TRAINING PURPOSES ONLY 2.27MU-2 Training Manual — Models N, P, Solitaire and Marquise The Beta lights must go out to indicate that the propeller control has changed from Beta mode control to the propeller governor mode, Now the power levers function only to control fuel flow. When ready for takeoff, advancing the power levers will result in an increase in RPM, fuel flow, torque, and ITT or EGT until the computed takeoff limit (torque, ITT, or EGT) is achieved. AFTER TAKEOFF After takeoff, climb power is set by first reducing ITT or EGT to the value outlined in the appropriate approved AFM, and then selecting a minimum cruise RPM as desired. The minimum permissible cruise RPM is 96%. APPROACH AND LANDING fon levers to TAKE OFF 7 LAND, and the power eens required (minimum FLIGHT IDLE). After touchdown, raise the power levers and move them aft of the FLIGHT IDLE gate. Check that the Beta lights are on. Use reverse power as required by moving the power levers aft toward REVERSE. [EERE CAUTION: When landing on unpaved surfaces, dust and solids may be thrown forward of the propeller, causing blade erosion or damage, as well ‘as possible ingestion by the engines. Reverse thrust in these conditions should be used with caution or not at all if normal stopping is possible. EEE CAUTION: Do not reverse a propeller if its Beta light is out. NTS Lockout An NTS lockout system prevents propeller blade angle increase (NTS-ing) during a landing rollout when propeller drag is most desirable. The NTS lockout occurs when the power lever is retarded aft of FLIGHT IDLE because a valve in the propeller pitch control is mechanically opened and drains oil from (1) the feathering valve and (2) from a propeller governor reset piston. This action prevents pressure buildup at the feathering valve and also produces 1a flyweight underspeed that induces the propeller blades to reduce pitch. ENGINE SHUTDOWN (GROUND) ‘When shutting an engine down on the ground, the propellers are placed on the start locks to prepare for subsequent starts. To do this, move the RUN-CRANK- STOP switch to STOP until RPM decays to 50%. Check that RPM and ITT or EGT increase slightly to indicate fuel purging. Monitor engine RPM spool down, Move the power levers toward REVERSE. When the propellers stop, advance the power levers to the GROUND IDLE position. Complete the shutdown checklist. The propellers are now on the start locks. If a propeller is feathered prior to engine starting or if it is evident that a propeller is not on the start lacks, do not attempt a start until the start locks are engaged. To do this, check that the condition lever is at TAXI. Move the power lever toward REVERSE, and push and hold the appropriate UNFEATHER switch. When the 2-28 FOR TRAINING PURPOSES ONLY May 2008MU-2 Training Manual — Models N, P, Solitaire and Marquise ci blades move through flat pitch and into the reverse range, move the power lever to GROUND IDLE and release the UNFEATHER switch. ENGINE FAILURE (FLIGHT) Tf an engine failure occurs during fight. feather the propeller by moving the condition lever to EMERG STOP. This will mechanically close the fuel solenoid valve and position the feathering valve to the feather position to drain propeller dome oil to the gear case. The springs and counter-weights will rapidly feather the propeller blades. Follow up by moving the affected power lever to TAKE OFF and leave it there until after landing. [EGEEI CAUTION: The RUN-CRANK-STOP switch must be left in the RUN position. (EGE caution: Unless the reason for feathering dictates otherwise, it is recommended that power on the problem engine be reduced to lower ITT or EGT before feathering. [55 caution: It a propeller fails to feather when selected and the propeller is windmilling in the 30% to 40% RPM range, set the affected power lever to TAKE OFF, and reduce airspeed to minimize drag. Leave the RUN-CRANKSTOP switch in the RUN position, AIRSTART WARNING: Do not attempt an airstart if an engine failure or flameout is accompanied by noise or other indication of component failure. Prior to air starting an engine, adjust altitude and airspeed within the airstart envelope outtined in the appropriate approved AFM. The indicating ITT or EGT should be reduced to the value in the AFM. Set the condition lever to match that on the operating engine, and set the power lever one-half inch forward of FLIGHT IDLE. Check that the RUN-CRANK-STOP switch is at RUN. Push and momentarily hold the affected ENG START switch and check that the switch-light comes on. Then push and hold the UNFEATHER switch to 30% RPM. Push the FUEL ENRICH switch as required, and monitor RPM and ITT or EGT. Abort the start if light-off is not observed within 8 to 10 seconds after reaching 10% or at 25%. Abort by moving the RUN-CRANK-STOP switch to STOP. Allow the propeller to windmill for at least one minute, then move the condition lever to EMERG STOP. Descend to a lower altitude and reduce airspeed before making another attempt. The maximum observed ITT or EGT during an airstart should not exceed the value listed in the Limitations section of the AFM. May 2008 FOR TRAINING PURPOSES ONLY 2:29