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CHAPTER 72
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INTRODUCTION
0 TABLE OF CONTENTS
1 2 3 4 5 6 7 8 9 10 11 12 13 14 14.1 15 15.1 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 Introduction Model Numbering Model Comparison Newtons Laws The Gas Turbine Engine Power Conversion TFE 731 Engine Spool Identification Bypass Ratio TFE 731 Modular Concept Fan Spinner and Spinner Support Installation Fan Rotor Assembly Installation 2/-3/-4 Engines Fan Rotor Assembly Installation 5 Engine Fan Area Description Fan Area Engine installation differences Planetary Gear Assembly Compressor Zone High Pressure Group Combustion Section Combustion and Turbine Section High Pressure Turbine Low Pressure (LP) Turbine Module Low Pressure Turbine Thrust and Exhaust Nozzle Mixer Nozzle Installation Curvic Couplings Main Engine Bearings Labyrinth Seals Airflow Stations Gearbox Module 3 4 5 6 7 8 9 10 11 12 13 14 15 16 16 17 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
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ENGINE
1 INTRODUCTION
The TFE731 engine is a two-spool engine with a single-stage gear driven fan. The fan is driven by the low pressure spool through a planetary gear system to provide an approximate 2-to-1 speed reduction. The low pressure spool consists of a four-stage axial compressor and is driven, along with the fan, by a three-stage axial turbine. The high pressure spool consists of a single-stage centrifugal compressor driven by a single-stage axial turbine. The engine and aircraft accessories are driven by the HP spool through the accessory gearbox that is located at the lower part of the engine. The combustion section of the engine consists of a single annular, reverse flow combustor, twelve fuel nozzles, and two electrical igniters. Fuel control for the engine is managed by a hydro mechanical/ electronic system which provides acceleration and deceleration fuel schedules, automatic power changes with ambient condition, over speed protection, proportional thrust with power lever position and surge control. Engine operation is monitored and controlled by an electronic engine control with inputs from ambient temperature and pressure, power lever angle, high pressure and low pressure rotor speeds and turbine temperature. The TFE731 engine was initially designed to meet the needs of an anticipated new class of 12,000-15,000 pound business aircraft with growth potential to accommodate larger aircraft. The engine was based on the core of the
TSCP700, developed for the DC-10 APU and was conceived as the first of a family of turbofan propulsion engines. With low specific fuel consumption, its design would make it quiet enough to meet noise abatement standards then being incorporated in federal regulations. Certification of the TFE731-2, first production model, came in August 1972, after more than 10,000 hours of test cell and flight test. It was certified at 3,500 pounds thrust.
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The letter code at the end of the model number is the equipment code. The equipment identifies the specific accessory configuration as specified by the aircraft manufacturer. This letter code is sometimes referred to as the original equipment manufacturer (OEM) code. A part of the Model Numbering system not shown above is a modifier to the series indicator. For example, the model TFE731-3A is the same as the TFE731-3 except that it incorporates an improved technology fan stage. The 3B is the same as the -3A except that it incorporates improved materials in the turbine stages. The "R" modifier (-3R, -3AR, -3BR) indicates engines that incorporate a performance reserve system.
MODEL NUMBERING
Each aircraft manufacturer ordering a TFE731 engine will receive the engine equipped and configured exactly as specified. The model number defines significant features and specification ratings. A breakdown of the model number code is shown here. The TFE731 indicates this is a turbofan engine and is one of the series of 731 engines. The -2 is a series indicator and in conjunction with the type number forms the model number used for FAA certification. The -2-1 indicates the specific thrust rating. For example, TFE731-2 engines are rated from 3230 and 3500 pounds thrust. The -2-1 engine produces 3230 pounds thrust at standard day conditions while the -2-2 engine thrust rating is 3500 pounds.
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through the turbine section are exhausted through the thrust and exhaust nozzle. Let us continue our engine construction discussion by examining each section of the engine. The Dash 2 engine will be addressed with the differences specified, if applicable, for the Dash 3, Dash 4, and Dash 5 engines.
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SPOOL IDENTIFICATION
The high pressure spool is comprised of a single stage centrifugal compressor driven by a single stage axial flow turbine wheel. This spool, designated N2, is concentric with the low pressure spool, and through a tower shaft arrangement, drives the accessory gearbox. The direction of rotation of the high pressure spool is clockwise. The high pressure compression ratio is 3.5 to 1 for all series engines. Maximum spool speed is 100% RPM. The low pressure spool, designated N1, consists of a four stage axial flow compressor driven by a three stage axial flow turbine. The low pressure turbines also drive the bypass fan through a planetary gear assembly. The low pressure compressor compression ratio is 1.3 to 1 per stage. The low pressure spool direction of rotation is clockwise. Maximum spool speed at 100% RPM is shown in the table below. The planetary gearbox converts the high speed low torque N1 RPM to drive the fan. The planetary gear case will be explored in detail during the engine module discussion later in this volume. Maximum spool speeds at 100% RPM by engine series is: -2/-3 11,481 20,688 29,692 -4 11,655 21,000 29,989 -5/5A 10,416 21,000 29,692 -5B 10,667 21,000 30,300
Notice that the low pressure (LP) spool turns inside the high pressure (HP) spool. The dotted lines indicate the low pressure spool shaft. The two spools are in no way connected and, as stated, turn at varying speeds. The LP turbine will drive the LP compressor and the fan at whatever speed the exhaust gases can drive them. The speed will be dependent upon the amount of energy in the
gases, the efficiency with which the turbine converts that energy to shaft power, and the amount of load that the fan imposes on the turbine shaft. This is often referred to as the "free turbine" concept.
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BYPASS RATIO
During engine operation, air exiting the fan is directed into two paths by the fan bypass and LP compressor stators. Some of the air enters the LP compressor while the majority of the fan discharge is routed through the fan bypass duct. Though moving at low velocity when compared to core discharge, this mass airflow produces much of the takeoff thrust of the engine. The TFE731 engines are considered medium bypass ratio engines, combining the attributes of moderate mass airflow and moderate velocity change to produce thrust. The bypass ratio example shown here is for the TFE7315 engine. Of the total 143 pounds per second airflow being pumped by the fan, 32 pounds per second enters the core while 111 pounds per second is bypassed through the fan duct producing a 3.47 to 1 bypass ratio. These numbers reflect test cell conditions and are used here as a representative example only. Each of the TFE731 series engine bypass ratio is different due to fan design and fan speed.
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FAN AREA
Description The fan support assembly, inlet housing, bypass stator, and LP compressor stator are bolted to the engine support housing which is also the forward engine attach point. The fan support assembly houses the number one and number two bearings and the ring gear for the planetary gear assembly. A carbon face seal with rotor and an air labyrinth seal are installed forward of the number one bearing to prevent loss of oil into the fan air stream. The fan rotor is installed on the forward end of the fan support assembly. The fan inlet housing provides a soundattenuated inlet duct that also incorporates a ring of armour plate for fan blade containment. Fan discharge air flows across the fan bypass stator and low pressure compressor stator. These stators direct airflow into the core and fan bypass duct, in addition to forming a compression stage. Sound-absorbent material is provided ahead and aft of the fan rotor tip as an integral part of the inlet housing.
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FAN AREA
Engine installation differences This illustration shows the fan area differences between the Dash 2/3/4 and Dash 5 engines. The Dash 5 engine inlet length has been increased due to differences in the fan support assembly and fan. The fan diameter has increased 1.9 inches. The spinner bolts directly to the fan disc, retaining the fan blades and deleting the requirement for the spinner support. Notice that the LP compressor and bypass stators have been combined to form a one-piece LPC/bypass stator assembly. Other significant differences between the Dash 3 and Dash 5 will be discussed in this section.
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Sun Gear 20, 688 21, 000 21, 000 21, 000
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These couplings provide a permanent coupling mechanism and allow component inter-changeability.
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This concludes our introductory examination of engine theory and the construction concepts of the engine. The discussion of the different engine types would be incomplete, however, without an in-depth review of the engine thrust ratings, and the thrust limitations.
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