Professional Documents
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Turbine Engines
Turbine Engines
Table of Contents:
Definitions____________________________________________________________ 3
Main Engine Components ______________________________________________ 10
Compressor inlet ducts ______________________________________________ 10
Air inlet ducts ______________________________________________________ 12
Ice protection ______________________________________________________ 15
Compressor _______________________________________________________ 19
Combustion Section ________________________________________________ 34
Turbine Section ____________________________________________________ 41
Exhaust Cone ______________________________________________________ 45
Engine Oil System __________________________________________________ 49
Engine fuel and control system _______________________________________ 55
Full Authority Digital Electronic Controls FADEC _______________________ 63
Engine Air Distribution ______________________________________________ 66
Starting System ____________________________________________________ 70
Engine Ignition System ______________________________________________ 73
Gas temperature measurement _______________________________________ 76
Engine thrust indication _____________________________________________ 78
Example / DH8-300 P&W123B _________________________________________ 85
Additional Components________________________________________________ 86
Reduction Gearbox _________________________________________________ 86
Engine Controls ____________________________________________________ 91
Engine Indicating Systems ___________________________________________ 97
Engine Cowling ___________________________________________________ 102
Fire / Overheat Protection ___________________________________________ 107
Auxiliary Power Unit - APU ____________________________________________ 111
Ram air turbine ____________________________________________________ 119
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Turbine Engines
Definitions
"General requirements for an aircraft engine"
Independent of construction and type of propulsion an aircraft engine has to fulfil
the following requirements:
-
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Jet engines accelerate a smaller amount of air at much higher speeds. For the
different types of jet engines the amount of air passed through the engine is the
measurement for thrust.
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On a stationary running engine the compressor sucks air through the inlet section
and, as it passes the compressor stages, compresses the air many times over
the atmospheric pressure.
This also causes, depending of the compression ratio, the temperature of the
compressed air to rise to over 800 K.
From the compressor section the air flows into the combustion section.
Fuel is injected and the fuel/air mixture sustains a continuous combustion
process. Ignition is only during the initial start phase required.
The temperature in the combustion chamber reaches up to 2100 K and can at the
inlet to the turbine stage still be as high as 1620 K. The hot gases flow expanding
through the turbine stage and turn the turbine wheels.
In the process mechanical energy is extracted from the gas flow and used to
drive compressor and accessories such as pumps and governors.
In the exhaust section the remaining energy is used to accelerate the gases in
the jet pipe to generate the engine thrust. The gases leave the jet pipe at speeds
up to 500 m/s.
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Turbine Engines
"Turbofan engine"
A basic turbofan engine consists of air inlet section, the fan compressor section,
combustion section, turbine section and exhaust or jet pipe.
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"Turboprop engine"
A basic turboprop engine consists of air inlet section, compressor section,
combustion section, turbine section, exhaust, gear box and propeller.
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For aircraft that cannot go faster than the speed of sound, a simple, straight,
short inlet works quite well. On a typical subsonic inlet, the surface of the inlet,
from outside to inside, is a continuous smooth curve with some thickness from
inside to outside.
The very front of the inlet is
called the inlet lip and is
normally anti-iced by engine
bleed air.
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An inlet for a supersonic aircraft, on the other hand, has a relatively sharp lip.
The inlet lip is sharpened to minimize the performance losses from shock waves
that occur during supersonic flight.
For a supersonic aircraft, the inlet must slow the flow down to subsonic speeds
before the air reaches the compressor.
This kind of inlet is seen on the F-14 and F-15 fighter aircraft.
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the supply of air with minimum losses of dynamic energy in the inlet
duct.
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The normal shock wave generates the greatest losses since any supersonic
speed will be reduced to subsonic, whereas the oblique shock wave reduces a
high supersonic speed to a lower supersonic speed and produces less loss of
energy.
This requires the inlet duct for high supersonic speed to be designed in such a
way that several oblique shock waves gradually reduce the speed of the airflow
to a slow supersonic speed at predetermined locations and in a smooth manner.
The remaining speed is then transformed to subsonic with a final normal shock
wave.
Deflection of the airflow over different angles, ramps, doors and scoops forms the
oblique shock waves and a decrease of throat area forms the normal shock
wave.
that
subsonic
and
operate
at
supersonic
as
the
airspeed
changes.
This is either done by lowering
and raising a wedge or by
moving a tapered plug in and
out of the duct. Variable air
inlets are usually controlled
automatically by the engine control unit.
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Ice protection
In almost any form, Ice constitutes a hazard to flight and must be removed before
flight can be safely conducted.
On ground, frost formation on the surface of the engine inlet is possible when the
aircraft has been parked outside and air temperature drops below freezing
overnight. If the air warms, the water will form dew, and will form as frost in tiny
crystals on the surface. Frost does not add appreciable weight, but it must be
removed before flight because it affects the aerodynamics of the engine inlet, or
in case of a massive build-up of ice it could damage the engine compressor after
engine start up.
In flight, as the aircraft flies into clouds with the outside air temperature near
freezing, it will quite likely collect an accumulation of ice on the engine inlets.
In this case, the ice will disturb the flow of air into the engine or will break off and
be ingested into the engine's compressor, which results in major damage.
A common engine inlet anti-icing system to protect the engine compressor from
ice ingestion is installed on the Dornier 328 jet, and operates as follows.
The engine nacelle and engine are protected by a thermal anti-icing system.
The system has two independent sub systems:
-
The nacelle anti-icing system prevents the build up of ice on the nacelle
air intake, thus preventing ice from being sucked into the engine intake.
The air for this function is provided by an external tapping of P3 air from
the engines and is controlled by the engine anti-ice buttons located on
the ice protection panel.
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The anti-ice supply line is routed from the engine bleed port of the HP
compressor.
The ECS system removes air for use in its system from the same location.
The Shut off valve is located in this line to allow for de-selection of air to the inlet.
Bleed air is delivered to the nose lip compartment (D-duct).
The turbulent flow inside the D-duct produces high internal heat transfer which
efficiently heats the nose lip.
The air is discharged from the D-duct
into the inlet cowl compartment through
holes located in the forward bulkhead.
The anti-ice air is then discharged
overboard through the exhaust louvers.
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Anti-icing air prevents ice build up in the core section that could cause damage
due to FOD.
The low pressure compressor (LPC) inlet cone is continuously heated by
compressed P2.8 air. The low pressure compressor inner stator segments are
heated by compressed air also derived from P2.8 air flowing through cored
passages and then delivered to the cone area.
The de-icer boots are made of fabricreinforced rubber sheet and contain
inflation chambers. When selected on,
the regulated air pressure from the
compressor
inflates
the
de-icer
Due to the weight of the ice, it will move in a straight line in the air stream
rearward and exit through the by-pass door while the ice free air is sucked into
the compressor.
To protect the engine downstream of the inlet lip from ice build up, the engine
inlet case is anti-iced by means of engine oil flowing through internal channels,
which heats up the casings at those parts where the inlet airflow passes through
into the compressor.
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Compressor
The majority of the air which enters the engine inlet is by-passed to produce
approximately 80% of the engine thrust.
This air is accelerated by the fan rotor and passes through one row of fan bypass vanes, through the by-pass duct into the exhaust.
One sixth of the air from the fan rotor enters the core engine to develop sufficient
shaft horsepower to drive the high pressure compressor and accessory gearbox.
The front frame guides air from the fan discharge into the compressor inlet guide
vanes which direct the air to the compressor. The 14 stages of compressor rotor
blades and compressor vanes accelerate the airflow toward the rear of the
compressor.
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stage
ducted
fan
and
is
The titanium fan wheel is secured to the fan drive shaft with 18 nuts.
The fan drive shaft is connected to the forward low-pressure turbine shaft by a
single nut.
The outer diameter of the wheel has 24 angled dovetail slots for mounting the fan
blades. The wheel also contains 3 jackscrew holes to aid in separating the wheel
from the drive shaft.
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The 24 wide chord titanium fan blades are coated in the dovetail area with an
anti-fretting coating, to minimize the fretting wear between the blade dovetail and
the fan wheel slot.
For balancing purposes the blades are numbered by weight and installed in the
fan wheel in a heavy-to-light sequence.
The forward blade retainer is an aluminium plate secured to the front flange of the
fan wheel with nuts and bolts. The retainer prevents the fan blades from moving
forward in the fan wheel.
The aft blade retainer is a titanium plate secured with 12 high strength nuts and
bolts. The aft retaining plate prevents the blades from moving aft, and also
provides the locations for the static balance weights.
The aluminium alloy, static balanced spinner is secured to the fan rotor with 12
bolts fitted onto the forward fan blade retainer outer flange.
The spinner has a silicone rubber tip to prevent ice accumulation. If ice
accumulation should occur, the rubber tip will become out of balance, and by its
concentric movement the ice will break loose from the spinner tip.
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The fan case is secured to the front frame outer flange with 48 bolts.
This assembly shrouds the fan rotor and houses the composite by-pass vanes
and nose splitter ring.
The case is equipped with a Kevlar fan blade containment ring, which keeps the
blades inside the casing in the event of a fan blade fracture. The 24 three-span
by-pass vane assemblies, with three airfoils each, and one two span vane with
two airfoils, are made from a Kevlar and glass cloth composite with an inconel
leading edge.
The main components of the front frame and fan support assembly include the
fan bearing support, the front frame, the core fan vane assembly, the core engine
variable inlet guide vanes, the vane drive-shaft and the fan sump.
The fan bearing support housing which is bolted to the front frame mounting
flange supports the fan carbon seal with the fan seal baffle, the fan shaft #0 roller
bearing, and the bearing and seal oil jet.
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The front frame is the front structural support member of the engine, consisting of
an annular flow path with six radial struts extending between the by-pass flow
path outer wall and the inner hub of the core flow path.
The struts support the mounting flanges for the fan case and the bearing housing.
The front frame struts house the fan speed sensor, various passages used for the
lubrication system and the compressor inlet pressure P2.5 measurement sensing
tip.
The
bottom
strut
which
delivers
gearbox
and
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The front frame also supports the #1 fan shaft thrust ball bearing, and the front
frame aft side flanges support the outer by-pass duct, the compressor case and
the variable geometry inlet guide vanes.
The core fan vane assembly consisting of 58 aluminium alloy vanes, mounted to
36 studs on the front frame, straightens the fan exit flow which enters the core
engine.
The nose-ring splitter and the by-pass flow path assembly separate the fan exit
airflow between the outer by-pass flow and the core engine flow.
The front frame has 24 inlet guide vanes mounted in the inner diameter inlet
guide vane actuation ring and inlet vane hub support.
The inlet guide vanes clevis is attached to the left side of the actuating ring, and
has an attachment for one turnbuckle.
The fan drive shaft is secured to the low-pressure turbine forward shaft with a
spanner nut. The drive shaft transmits power forward from the low-pressure
turbine to the fan wheel.
The fan sump contains the forward end of the low pressure turbine shaft, the fan
drive shaft, the #0 roller and #1 thrust bearing, oil pressure transfer tubes, an oil
jet nozzle and the #0 fan carbon seal.
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The compressor-to-turbine shaft attached to the studded flange on the cone shaft
retains the center sump labyrinth seals, the carbon seal runners and the #4
bearing inner race.
Drive splines for transmitting torque from the high-pressure turbine to the
compressor are located at the aft end of the compressor-to-turbine shaft.
Threads at the aft end of the shaft are provided for spanner nut retention of the
high-pressure turbine rotor.
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Air from the 14-stage compressor enters the diffuser case, passing the 14-stage
compressor vane, and then enters the pre-diffuser passageway and then is
directed into the combustion liner.
Three bleed air ports incorporated into the outer case of the diffuser extract
diffused 14th stage air, and send it via external tubing to a separate cavity in the
upper bleed manifold.
Sixteen fuel nozzles are located on the mounting pads and extend through the
outer case into the combustion liner.
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The combustion liner is located axially and supported at the front by four locating
pins. Two spark igniters are mounted on pads and extend through ports into the
combustion liner at the 6 and 12 Oclock positions. Lubrication pressure and
scavenge oil and sump venting are routed to the center sump via tubes in three
of the eight support struts.
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The fuel pump and metering unit controls the compressor variable geometry
actuator through three fuel connections:
-
The seal-drain fitting permits the collection of the possible fuel leakage
from the seal around the output rod.
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The
engine
bleed
valve
system
is
valve
customer
mounted
service
on
manifold,
the
core
and
The bleed valve system starts operating when a start cycle is initiated, and
compressor air pressure opens the compressor bleed valves.
This permits air to bleed from the compressor.
As engine speed increases, the 14th stage compressor air increases to push
down the piston in the compressor acceleration bleed control valve and compress
the spring.
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The 14th stage air pressure is then supplied to the top area of the upper and
lower compressor bleed valves, which then pushes the bleed valves to the closed
position.
The compressor bleed valves stay in the closed position during engine operation.
During engine shut down, the compressor acceleration bleed control valve
reverts back in its initial position as 14th stage air pressure decreases.
Assisted by compressor air, this causes opening of the bleed valves.
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Combustion Section
Most modern passenger and military aircraft are powered by gas turbine engines.
There are several different types of gas turbine engines, and all turbine engines
have some parts in common.
All turbine engines have a combustor or burner, in which the fuel is combined
with high pressure air and burned.
The resulting high temperature exhaust gas is used to turn the power turbine
which in turn drives a fan or propeller to produce thrust.
The burner is always located between the compressor and the power turbine,
and is arranged like an annulis, where a center hole passes through the central
shaft that connects the turbine and compressor.
The combustion chamber must provide for
proper air and fuel mixing, and must also
cool the hot combustion gasses to a
temperature that the turbine components
can withstand.
This is accomplished by separating the air
into a primary airflow (approx. 25 to 35%)
and
secondary
airflow
that
is
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The combustion process generates heat as the fuel and oxidizer are turned into
exhaust products.
Interestingly, a source of heat is also necessary to start combustion.
Fuel and air can both be present, but combustion does not occur because there
is no source of heat. Once heat is applied the combustion starts, and the heat
source is no longer necessary because the heat of combustion will keep things
going. For example: we don't have to keep lighting a campfire.
In summary, for combustion to occur, three things must be present:
-
a fuel to be burned,
a source of heat.
the
amount
of
oxygen
There are three main types of combustors installed in gas turbine engines:
-
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After light up of the of the fuel mixture in those 2 combustion liners, the fuel/air
mixture of the remaining liners will then be ignited as it passes through the flame
via the crossover tubes.
After all combustion liners have been ignited, the function of the crossover tubes
is to equalize the pressure over all the liners and, in case of a flameout, relight
the fuel/air mixture.
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An annular type combustion section can be either a straight flow or a reverse flow
combustor. This configuration is quite compact but flame stability is more difficult
to maintain.
The annular reverse flow combustor differs only in the flow of air through the
combustor. In the following we will see an annular combustor, how it is
constructed and how the combustion process is initiated.
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The combustion liner and stage 1 nozzle assembly module consists of the
combustion chamber liner, and the high-pressure turbine stage 1 nozzle
assembly.
The annular combustion chamber
liner is fabricated from machined
shells.
These shells include the outer
shell, the inner shell, the dome,
the inner cowl and the outer cowl.
The dome is bolted to the inner
and outer shells to form the liner
assembly,
and
includes
18
Air that exits the compressor is diffused into the combustion frame.
The inner and outer cowls, supported by the dome, capture the compressor
discharge air for metering the airflow to the dome.
Most of the dome airflow passes through the primary swirlers into the reaction
zone, where it serves as
primary combustion air.
The
remainder
of
the
into
the
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Air that passes into the inner and outer passages of the combustion chamber
shells serves as primary air cooling to reduce turbine inlet temperature cooling of
the combustor shells and other engine parts.
The High-Pressure Turbine (HPT) stage 1 nozzle assembly directs the force of
hot, high velocity, high-pressure gas into the stage 1 HPT rotor blades.
The HPT stage 1 nozzle assembly consists of the inner HPT nozzle support and
the 24EA stage 1 HPT nozzle segments.
The nozzle segments, each with two vanes, are constructed of nickel alloy and
are coated for environmental protection. The vanes are cooled by the compressor
discharge air, which enters the vane segments at the top, and exits the vanes
through holes at the leading and trailing edges.
The annular reverse-flow combustor differs only in the flow of air through the
combustor.
This arrangement provides for a shorter engine compared with an annular
straight flow combustor.
After compressor discharge air enters the combustion section and fuel is applied
from the fuel nozzle into the combustor, the fuel air mixture is ignited by 2 ignition
ignitors.
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Turbine Section
The turbine section changes the kinetic energy and heat energy into mechanical
energy to drive the compressor.
The high-pressure turbine section consists of the high-pressure-turbine 1st-stage
vane-and-support assembly, the 1st stage turbine disk assembly, the 2nd stage
vane assembly and the 2nd stage disk assembly.
The high pressure turbine rotor consists of two axial-flow stages immediately
downstream of the combustion section, which drives the compressor and the
accessory drive gearbox.
The first stage high pressure turbine blades, and depending on the engine
modification status, also the 2nd stage high pressure turbine blades, are
internally cooled by 14th-stage compressor air.
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The wheels are clamped together through the 1st and 2nd stage spacer with the
forward spanner nut.
Torque from the 1st stage wheel is transmitted into the 2nd stage wheel through
a straight splinted joint.
The high pressure turbine is located on the compressor-to-turbine shaft by two
radial pilots, and is clamped on the shaft by the aft spanner nut.
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The low-pressure turbine rotor consists of three bladed wheels, spacers, and the
forward and rear shafts. The outer rim of the turbine wheels contains FIR TREE
slots to radialy retain the low-pressure turbine blades.
Spacers secure a fixed space between the turbine wheels. They also contain
holes to allow the passage of cooling airflow.
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Exhaust Cone
The exhaust cone, bolted to the rear bearing support, provides a smooth
transition for the turbine air flow to the exhaust tail pipe.
The forced mixer, mounted to the outer by-pass duct rear support, mixes engine
core exhaust with fan by-pass air and there by reducing engine exhaust noise.
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A three stage low pressure turbine also called N1 to drive the fan.
The accessory Gearbox that drives the engine accessories and air
bleed of connections at the 9th and 14th compressor stages, for the
aircraft air and pressurization systems, and
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The fan sump contains the #0 roller bearing and the #1 thrust bearing.
The front side of the sump is sealed off with the #0 carbon seal and the rear side
of the sump is an open connection with the accessory gearbox.
The front sump contains the accessory drive shaft bearings, the #3 roller bearing
and the #6 thrust bearing. The rear side of the sump is sealed off by the #4
carbon seal, assisted by a labyrinth seal, and the intershaft carbon seal seals off
the area between the low and high-pressure rotor shafts.
The front side of the sump is an open connection with the accessory gearbox.
The center sump contains the #4 thrust bearing, and is sealed off at the front by
the #5 carbon seal, assisted by a labyrinth seal.
The rear side of the center sump is also sealed off by the # 6 carbon seal and
assisted by a labyrinth seal.
The aft sump contains the #5 roller bearing, and is sealed off at the front with the
#7 carbon seal, assisted by a labyrinth seal, and at the rear with a cover plate
and an O ring.
The accessory drive sump contains the bearings and gears, which drive the
engine accessories, and collects part of the oil from the fan and the front sump.
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The two rotors, the low and the high pressure spool are supported by the
following main bearings: The low pressure spool, also called N1, is supported by
the # 0, #1 and the #5 bearing.
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The main oil system components are located at the bottom of the engine and
consist of an oil tank, located at the bottom right centre of the engine.
The lube and scavenge pump, mounted on the rear right mounting pad of the
accessory gearbox.
The oil filter unit, mounted
on the bottom left center of
the engine.
The fuel cooled oil cooler,
mounted directly aft of the
oil tank, and the air cooled
oil
cooler
which
is
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The oil tank mounted to the outer by pass duct stores a sufficient amount of oil for
lubrication of the engine and accessory gearbox.
The engine lubrication system uses one lubrication and scavenge pump
assembly.
The pump contains one pressure pump element and five scavenge pump
elements driven by one drive shaft. Four of the scavenge pump inlets have
magnetic chip detectors and a screen installed in the accessory gearbox
scavenge outlet port for trouble shooting purposes.
The pump assembly also includes a pressure-regulating valve which maintains a
differential pressure of 56 PSID between the center sump supply and the center
sump scavenge.
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The fuel-cooled oil cooler simultaneously cools the engine oil and warms the fuel.
The fuel cooled oil cooler has three pressure oil ports:
Oil in, oil out and oil by-pass
Two fuel pressure ports, fuel in and fuel out, distribute the fuel through the fuel
cooled oil cooler.
The oil temperature and oil pressure sensor senses the oil temperature and
pressure and sends this signal to the EICAS.
The low oil pressure switch indicates information to the EICAS when the oil
pressure falls below 34 PSIG. The fuel temperature sensor sends a signal to the
EICAS for fuel temperature indication.
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Engine oil is supplied from the oil tank to the lube and scavenge pump from
where the oil is pumped through the filter.
The oil is then cooled by the air cooled oil cooler and the fuel cooled oil cooler
from where the oil is distributed to the sumps.
Oil pressure is controlled by the pressure regulating valve, which maintains a
pressure differential of 56
PSID between the center
sump supply and the center
sump scavenge pressure.
A tank pressurizing valve
maintains
positive
The lube and scavenge pump includes five scavenge elements and has separate
inlets for each of the engine sumps and accessory gearbox.
For fault isolation purposes each of the engine sump inlets includes a removable
magnetic chip detector and a screen.
Air and Oil are removed from each of the sumps and directed by internal and
external tubing to the individual scavenge inlets on the lube and scavenge pump.
From the lube and scavenge pump the oil is returned to the oil tank, where the oil
flows through the air and oil separator to separate the air from the oil.
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The four engine sumps, fan sump, front sump, center sump and aft sump are all
vented into the accessory gearbox.
The fan sump and the front sump are vented internally in the engine through the
tower shaft in the #4 front frame strut into the accessory gearbox.
The center sump vents trough an external tube which is mounted on the diffuser
case into the accessory gearbox.
The aft sump is vented by its scavenge pump. The oil tank vents into the
accessory gearbox by an external tube which contains the tank pressurizing
valve.
The accessory gearbox contains a rotating breather which separates the oil and
air and vents the air from the front of the accessory gearbox via an external tube
into the engine exhaust.
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Turbine Engines
The fuel and control system receives fuel from the aircraft fuel tanks.
The centrifugal fuel pump increases the fuel pressure and supplies fuel, via the
fuel cooled oil cooler and filter assembly, to the high pressure fuel pump.
The metering valve regulates the amount of fuel which is commanded by the
FADEC, and sends the fuel via the fuel flow meter, from where a signal is
transmitted to the cockpit for fuel flow indication, to the fuel nozzles, where the
fuel is sprayed into the combustion liner.
The fuel pump and metering unit which controls the fuel pressure and fuel
quantity is an interface between the FULL AUTHORITY DIGITAL ELECTRONIC
CONTROL and the engine fuel nozzles.
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Turbine Engines
The fuel pump and metering unit has a fuel filter and two primary assemblies, the
fuel pump assembly which pressurizes and distributes fuel, and a metering unit
assembly.
This unit measures the fuel, controls the variable-geometry vane actuator and is
the interface with the FULL AUTHORITY DIGITAL ELECTRONIC CONTROL.
The fuel pump and filtering assembly contains the centrifugal pump, which
increases the fuel pressure supplied by the aircraft fuel system, and the lowpressure fuel filter, which filters the incoming fuel from the fuel tank.
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The assembly also includes the impending by-pass indicator which detects a
contaminated filter and sends an electrical signal to the cockpit, a visual indicator
on the filter housing which also displays the impending filter condition, the actual
by-pass indicator, which visually displays if the filter is continuously by-passed
and the high pressure gear pump, which increases the fuel pressure for system
operation.
The main metering valve and servo torque motor, which adjust the fuel
flow to the fuel nozzles required for engine operation.
The latching shutoff valve, which shuts off the fuel flow to the fuel
nozzles at engine shut-down, and
The fuel-cooled oil cooler mounted on the engine by-pass duct, simultaneously
cools the engine lubrication oil and warms the fuel which leaves the centrifugal
pump.
A thermal by-pass valve senses the fuel temperature and by-passes oil internally
to prevent heating of the fuel above 93 C.
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The fuel flow meter is a turbine, mass flow sensor mounted on the by-pass duct,
which measures the fuel flow from the fuel pump and metering unit to the fuel
nozzles.
A given fuel flow through the sensor causes the turbine to rotate, providing a
specific voltage output to the aircraft signal conditioner which converts the
voltage signal from the sensor into a flow rate value for the EICAS display
The compressor variable geometry actuator uses fuel pressure from the fuel
pump and metering unit and is controlled by a dual-coil torque motor which is
connected
to
both
engine
FULL
AUTHORITY
DIGITAL
ELECTRONIC
CONTROLS.
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The torque motor directs high-pressure fuel to the hydraulic actuator through a
servo valve. Since the opposite side of the actuator is vented to the high pressure
pump inlet, the differential pressure across the actuator drives the compressor
variable vane according to the air flow optimization requirements calculated by
the FULL AUTHORITY DIGITAL ELECTRONIC CONTROL.
Metered fuel from the fuel pump and metering unit is transferred to the inner fuel
manifold. Depending on the modification status of the engine, the manifold is split
into 2 or 3 parts for easy removal and installation.
The fuel nozzles are mounted to the manifolds by welded T-fittings on the
manifold and dynamic beam fittings on the fuel nozzles.
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Turbine Engines
Metered fuel enters the nozzle through a single inlet fitting which contains a
check valve and filter.
The check valve opens at a fuel pressure of 5 PSIG and allows fuel to flow in and
through the filter and closes during engine shut down to prevent fuel dripping
from the fuel nozzle into the combustor.
The filtered fuel flows around the outside of the flow divider valve to the primary
passage, which directs the fuel flow to the primary orifice in the spray tip.
Metered fuel also flows inside the flow divider valve from the top.
The valve is spring loaded upward to the closed position and as the metered fuel
pressure increases the flow divider valve opens at approximately 190 to 230 psig.
The fuel that passes through the flow divider valve is supplied to the secondary
fuel passage and directs the fuel to the secondary orifice which surrounds the
primary orifice.
The secondary fuel spray is also blasted by high pressure 14th stage compressor
air which flows through the swirler assembly in order to provide better atomization
of the fuel and reduce engine exhaust smoke.
During engine start, the fuel pump and metering unit centrifugal pump increase
the fuel pressure to approximately 190 PSI during engine rotation.
The fuel from the centrifugal pump is then routed to the fuel cooled oil cooler
where the fuel is heated by engine oil.
Fuel from the fuel cooled oil cooler flows to the filter assembly to remove any
contamination.
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Turbine Engines
FUEL
engine,
or
FUEL
external
POP-UP
red
If the differential pressure between the fuel filter inlet pressure and outlet
pressure exceeds 14 PSI, the actual by-pass indicator red pop up indicator is
extended.
When the pressure differential exceeds 19 PSI, the by pass valve is cracked
open and at 23 PSI differential pressure the valve is fully opened and unfiltered
fuel flows to the high pressure fuel pump.
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Turbine Engines
From the fuel filter, the fuel flows through the high-pressure fuel pump, where the
fuel pressure is again increased.
The fuel is also routed to the pressure drop and spill valve which returns some of
the fuel to the high pressure pump inlet, to ensure a constant control pressure
across the main metering valve.
The air vent valve and back up air vent solenoid valve which is FADEC controlled
automatically vents entrapped air during engine start to the fuel nozzles, which
eliminates high pressure pump cavitation.
As soon as air free fuel pressure reaches the high pressure fuel pump,
approximately 9 seconds after engine start, the air valve will close.
The high pressure fuel from the pump flows through the main metering valve
which meters the rate of fuel to the fuel nozzles.
The metering valve position is determined by the FADEC input signal to the servo
torque motor. Excess fuel pressure is routed to the pressure drop and spill valve
for return to the high pressure fuel pump.
The fuel pressure relief valve protects the fuel system components from
pressurization over 750 PSI and in case of over pressurization bleeds the fuel
through the valve to the high pressure pump inlet.
At 12.6 to 14% N2 rpm in the engine start sequence, the FADEC controlled
latching shut-off valve solenoid is energized and fuel pressure from the latching
valve to pressure raising valve is removed. Fuel from the metering valve now
flows through the pressure raising valve and the fuel flow meter to the fuel
nozzles for combustion.
motor
which
controls
valve,
which
sends
high
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Turbine Engines
The FADECs interface with the aircraft and accept inputs from the following:
-
While one FADEC controls the engine, the other remains in the stand-by mode.
The stand-by FADEC monitors all the inputs and performs the same calculations
as the operational FADEC, however the output drivers which command the
engine are not powered.
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Turbine Engines
The signals that the FADEC receives from the engine mounted sensors are:
-
The engine control system includes two internal and two external engine control
harnesses labelled A and B, which are dedicated to FADEC A and B. The
FADEC internal engine control harness A, located on the left of the core is
dedicated for FADEC A. The harness is colour-coded grey with a blue tracer.
The FADEC internal engine control harness B, located on the right side of the
core is dedicated to FADEC B. The harness is colour coded grey with a yellow
tracer.
The two FADECs for each engine are interconnected by a dedicated Cross
Channel Data Link. This bus is used to transmit engine data and FADEC status
to the opposite FADEC.
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Turbine Engines
FADEC to aircraft interface consists of two ARINC 429 serial data busses, which
transmit the signals to the EICAS.
All engine control parameters, system faults and EICAS messages are
transmitted by there two ARINC 429 Data busses.
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Turbine Engines
engine
compartment
cooling
and
To control engine internal air leakage and to direct turbine cooling air flow, the
engine incorporates 10 labyrinth seals.
A basic labyrinth seal consists of a rotor and a stator. The labyrinth seal rotor,
mounted on the shaft outer diameter, has several knife edge seals spaced
closely together.
When the rotor and stator seal are assembled, the air flows through a small
clearance between the outside diameter of the knife edge seals and the inner
diameter of the seal stator. Air flow through a labyrinth seal prevents reverse
flow, which creates a sealing effect.
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Turbine Engines
The engine also incorporates two internal brush seals to help reduce engine air
leakage.
The brush seal consist of two parts:
-
The runner has a smooth outside diameter, which rubs on the inside diameter of
the brush seal.
The brush seal has one or more bristle beds mounted on a non rotating housing.
Each bristle bed contains approximately 4300 tightly packed bristles made of
cobalt based welding material.
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Turbine Engines
Engine internal cooling is performed by 14th stage compressor air which flows
from the aft of the diffuser case to cool the first and second stage high pressure
turbine vanes.
The 14th stage air is also routed through a labyrinth seal and is used to cool the
high pressure turbine disks and blades.
Compressor 10th stage air is routed aft to provide cooling to the low-pressure
turbine disks.
To seal the engine oil sumps, 10th stage compressor air is distributed within the
engine for seal pressurization. 10th stage compressor air is distributed through
the low pressure turbine shaft into the fan drive shaft.
Holes in the fan drive shaft allow the air to flow into the #0 seal runner to
pressurize the cavity between the two carbon seal rings.
The front sump is sealed off by the #4 carbon seal, the inter shaft carbon seal
and the S2 labyrinth seal. 10th stage compressor air flows through the inside of
the high pressure compressor, towards the front sump, where the air is
distributed to operate the #4 and inter shaft carbon seal and the S2 labyrinth seal.
The center sump is sealed off at the front by the #5 carbon seal and the S2A and
S3 labyrinth seals, and at the rear by the #6 carbon seal and the S4 labyrinth
seal. 10th stage compressor air flows along the outside of the low pressure
turbine shaft to operate the S3 labyrinth seal and the #5 carbon seal. 14th stage
compressor air operates the S2A labyrinth seal, which helps to pressurize the S3
labyrinth seal. 10th stage compressor air is distributed to the rear of the sump to
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Turbine Engines
operate the #6 carbon seal and the S4 labyrinth seal. The S4 labyrinth seal is
also pressurized by 14th stage compressor air which flows through the S5A
labyrinth seal.
The aft sump is sealed off by the #7 carbon seal and the S10 labyrinth seal. 10th
stage compressor air flows through the low pressure turbine shaft to operate the
#7 carbon seal and the S10 labyrinth seal.
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Turbine Engines
Starting System
The purpose of the starting system is to control the components used for engine
start. The starting system for the AE3007 consists of an air turbine starter, a
starter control valve and air ducts
The air turbine starter installed on the engine accessory gearbox consists of an
air inlet assembly, an impeller turbine assembly, a reduction gear set, a clutch
assembly and an output shaft.
The starter converts pneumatic energy into mechanical energy to drive the high
pressure spool up to its self-sustaining speed.
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Turbine Engines
The
electrically
controlled
and
starter
and
isolates
the
The start system ducts provide a pressurized air flow path between the two
engines, ducting from the APU to the engines and ducting from the ground air
connection to the engines.
The starting system provides automatic sequencing and control during engine
starting.
The start cycle is initiated by momentary selection of the start/stop selector knob
to the start position. By this selection the starter control valve is energized open
and regulated air from the starter control valve flows to the starter. When N2
reaches its self sustaining speed, the FADEC de energizes the starter control
valve which closes the valve. If the starter control valve stays open, a position
switch on the control valve sends a signal to the EICAS.
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Turbine Engines
permanent
magnet
alternator
provides
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Turbine Engines
Two ignition exciters are mounted at the 5 and 7 oclock positions on the outer
by-pass duct.
Each ignition exciter has two electrical connectors at
the front and one electrical connector at the rear.
The control connector connects the exciter box to
the FADEC and the permanent magnet alternator.
The engine monitoring system connector connects
the exciter to the indicating system. And the ignition
connector connects the exciter box to the igniter by
a high tension igniter lead.
The igniter leads are high tension shielded leads, which pass through the outer
by-pass duct at the left and right hand outer service manifolds.
The "A" igniter lead connects to the lower igniter and is routed along the left side
of the core engine.
The "B" igniter lead connects to the upper igniter and is routed along the right
side of the core engine.
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Turbine Engines
The igniters are mounted at the top and bottom of the compressor diffuser,
positioned with the electrical connecter facing aft.
The igniters extend inside the annular combustion liner to ignite the fuel/air
mixture in the combustion chamber. The two identical igniters have a cooling air
passage to allow compressor discharge air to circulate within the igniter shell,
cooling the electrode.
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Turbine Engines
During ignition system operation or selection the following indications may appear
on the EICAS display.
A green "A" or a green "B" indicating
which FADEC is controlling the engine.
During the ignition sequence, IGNITION
"A" or IGNITION "B" is displayed showing
which ignition exciter is in command.
When IGNITION "AB" is displayed, both
ignition channels are active.
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Turbine Engines
EGT
Exhaust
Gas
Infowerk
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Turbine Engines
to
read
in
temperature
units.
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Turbine Engines
"EPR"
To indicate the engine pressure ratio the pressure differential between
compressor inlet pressure and fan duct pressure is required.
In older designs this was done pneumatically through individual membranes
acting against each other. The resultant was then electrically transmitted to the
cockpit.
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Turbine Engines
In newer systems reference data for the inlet pressure is provided by the air data
computer and turbine pressure through temperature compensated piezoresistive
pressure sensor.
"TEP"
To indicate turbine exhaust pressure the absolute pressure which means the
pressure in the jet pipe versus vacuum is required. This can be done direct with a
pressure line to the cockpit or through a pressure transmitter.
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Turbine Engines
"Oil pressure"
Oil pressure indication systems can be direct
read, with a pressure line from the engine to
the instrument, or indirect, with electrical
transmitter and indicator. Direct reading
systems can still be found in small piston
powered aircraft the indicator commonly
used is a bourdon tube type.
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Turbine Engines
"Tacho-generator"
The tacho generator system uses a generator as transmitter and a motor as
indicator. This system can operate independently from the airframe power.
The generator commonly installed on an engine accessory drive produces 3
phase power with speed dependent frequency.
The instrument in the cockpit houses a synchronous motor that runs at the same
speed as the generator and indicates the speed through an eddy current clutch.
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Turbine Engines
"Impuls counter"
The impuls counter or speed sensor produces a speed dependent frequency by
the way of induction.
One type of speed sensor has a permanent magnet inside a coil. Passing turbine
blades or gear teeth alter the magnetic flow of the sensor.
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Turbine Engines
"Engine Torque"
Engine torque also referred to as Torque Cell
Pressure TCP or Brake Mean Effective
Pressure BMEP is an engine performance
indication for turboprop and geared piston
engines.
Torque indicates the power that is applied to
the gearbox that drives the propeller.
The autofeather system when selected can override the propeller governor and
feather the propeller of a failed engine to prevent it from windmilling to reduce
drag on the aircraft.
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Turbine Engines
Turboprop and piston engines with planetary gear boxes commonly use a floating
helical ring gear to transform the radial load of the planetary gears into axial
movement.
This movement is counteracted by oil pressure acting against pistons.
An increase of torque causes the ring gear and torque piston to move.
This movement opens an oil pressure port. The increase of oil pressure
counteracts piston and gear and balances the system.
back
which
closes
the
oil
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Turbine Engines
The Dash-8-300 aircraft is powered by two power plants which each contain a
turboprop Pratt and Whitney 123B engine, driving a Hamilton Standard variable
pitch propeller, through a reduction gearbox. Each power plant consists of a
power control system for engine and propeller, engine mounts, fire seals, and a
drain system.
To learn more about this system please refer to the Web Based Training.
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Turbine Engines
Additional Components
Reduction Gearbox
The reduction gearbox used for reduction of the engine power turbine speed,
consists of the following housings:
-
The reduction gearbox front housing hold the front roller bearings of the two
second stage gearshafts, and the front roller and thrust bearings of the propeller
shaft.
The reduction gearbox rear housing holds the rear roller bearings of the two
second-stage gear shafts, and the rear bearing of the propeller shaft. As well as
the front roller bearings of the two first-stage helical gears, the front bearing of the
input shaft and the front bearings of the accessory drive shafts.
Torque tube mounting pads are located at the five and seven o'clock positions of
the rear housing, and the side mount mounting pads are located at the 3 and 9
o'clock positions.
The reduction gearbox input housing holds the rear roller bearings for the two
first-stage helical gears and the rear bearing of the input shaft.
The accessory drive cover houses the rear bearings of the accessory drive shafts
and also provides mounting pads for the A/C generator and the PCU hydraulic
pump.
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Turbine Engines
Oil from the oil filter housing is guided into the oil to fuel heater to heat the fuel
and eliminate possible ice crystals.
From the oil to fuel heater the oil flows through an external oil tube to the
reduction gearbox.
From the external oil tube the oil enters the reduction gear box, and is internally
distributed from the reduction gearbox integral oil tank, to the Propeller Control
Unit pump, the propeller overspeed governor, the auxiliary feathering pump, and
to the reduction gearbox internal gears and bearings.
From the external oil tube, oil is also routed to the AC generator for internal
cooling and lubrication. (see next page)
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Turbine Engines
The reduction gearbox is scavenged by an oil pump mounted in the oil pump
pack, and draws the oil from the bottom of the reduction gearbox, passing a
magnetic chip detector, through an anti-siphon line into the front inlet case, to
provide anti-icing of the intake.
Oil leaving the front inlet case, flows through an external oil line into the reduction
gearbox scavenge pump via the reduction filter housing where the oil is filtered,
and returned back into the oil tank.
The AC generator scavenge oil flows through an external oil line, passing a chip
detector and AC generator scavenge pump, into the reduction gearbox oil filter
and then into the oil tank.
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Turbine Engines
Oil from the turbo machinery flows through an external oil line to the fuel-cooled
oil cooler. The fuel-cooled oil cooler is a heat exchanger for engine lubricating oil
and fuel.
The oil circuit contains a temperature control valve and an internal oil and fuel
circuit. The valve remains in the open position, allowing oil to bypass the core
until the temperature reaches 60 to 71C. Above this temperature the bypass
flow is cut off and routed through the internal path. To ensure the cooler is not
over-pressurized, the valve opens, allowing oil to bypass when the pressure
differential across the valve exceeds 40 psid.
Oil from the fuel-cooled oil cooler is routed to the AC generator for cooling and
lubrication, and to the reduction gearbox auxiliary oil tank which is part of the
casting. This tank is always pressurized and full of oil when the engine is running.
Oil from the tank flows by internal passages and tubes to the electric feathering
pump, and to the propeller control unit pump, also called the PCU pump.
The propeller control unit receives pressurized oil from the electric feathering
pump and the PCU pump, and receives a signal oil pressure from the overspeed
governor to control the propeller pitch mechanism.
Oil from the auxiliary tank is also distributed through internal galleries to lubricate
the reduction and accessory gear trains and bearings.
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Turbine Engines
Scavenge oil from the gearbox accessories, gears and bearings drains into a
cavity in the bottom of the reduction gearbox rear housing which contains a chip
detector.
A scavenge pump, part of the oil pump pack, draws the oil through an external
tube, and through an internal oil way of the intake in the front inlet case.
From the inlet case, the oil flows through the scavenge pump to the reduction
gearbox filter housing.
The reduction gearbox filter housing includes an oil filter, a filter by-pass valve
and a filter impending by-pass indicator.
Oil from the scavenge pump passes through the filter into the oil tank.
The impending by-pass indicator sends a signal to the engine condition panel if
there is an impending filter by-pass. In case of a filter blockage, the filter by-pass
valve opens and bypasses the oil to the oil tank.
Oil from the AC generator flows past a chip detector and a screen through an
external tube to the generator scavenge pump, which is part of the oil pump pack.
From the pump, oil flows through the scavenge filter into the oil tank.
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Turbine Engines
Engine Controls
The controls for each engine consist of power lever controls and condition lever
controls, which provide power management and propeller control.
Each system, power and condition, consists basically of a control lever mounted
in the centre console, push rods, cables, pulleys and a nacelle quadrant.
The nacelle quadrants, one power and one condition, are connected by pushrods
to power and condition levers on a mechanical fuel control unit, MFC.
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Turbine Engines
The MFC levers are connected by pushrods to levers on a propeller control unit,
PCU.
If a power or condition lever is moved, its movement is relayed to its associated
lever on the mechanical fuel control unit.
The angular movements of the MFC lever arms are referred to as condition lever
angle, CLA, or power lever angle, PLA, and are measured in degrees.
The power lever system is used to initiate fuel demands to drive the engine in the
forward operating range, and controls operation of the propeller in the beta range
to full reverse.
The condition lever system controls the propeller blade angle in the constant
speed operating range, controls feather selection, and fuel shut-off.
The MFC schedules fuel to suit PLA. This operating mode is designated as the
'manual' mode, and is the back-up mechanical fuel control in the event of failure
of the automatic control system.
The normal engine control operating mode is automatic, with control by an engine
electronic control unit, ECU, which is selectable by means of a selector switch.
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Turbine Engines
The power levers- one for each engine- are identified by numbers corresponding
to the engines. The left lever is designated number 1 and serves engine No. 1,
while the right lever, number 2, serves engine No. 2.
Each lever has selectable settings identified as MAX power, FLT IDLE, which is
the engine start and the minimum in-flight power setting, propeller discing and
maximum power with propeller blades to reverse pitch.
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Turbine Engines
A friction brake knob for both power control levers is located in the center console
below the power levers.
Rotating the knob in the FRICTION INCREASE direction adds friction to restrain
power lever movement. The friction load can be progressively reduced by turning
the knob in the opposite direction.
A flight control lock handle, gust lock, forward of the power control levers, has the
selectable positions ON and OFF. With the control lock handle at ON, the power
levers cannot be advanced to take off power, due to physical interference of the
control lock handle.
In the forward operating mode, manually advancing a power lever, controls its
associated engine power between FLT IDLE and the desired take off power
setting.
Forward movement of the lever is limited by a fixed stop. In the selected mode,
power is indicated by high-pressure compressor speed, NH, low-pressure
compressor speed, NL, and torque.
Retarding the power levers from a position forward of the FLT IDLE setting,
through the flight idle gate to MAX REV selects the propeller blade angle which
decreases proportionally to lever movement. MAX REV power selection is limited
by a fixed stop.
The movement of the power lever is transmitted to the MFC by mechanical
linkage. The input signal from the MFC to the engine ECU is an electrical signal
from a rotary variable differential transformer, which is proportional to PLA.
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Turbine Engines
The condition control levers, one for each engine, are identified by a number
corresponding to the engine served.
The left lever is marked number 1 and serves engine No. 1, and the right lever is
marked No. 2 and serves engine No. 2.
Each control lever has four distinct settings:
-
Fuel shutoff ;
Engine start ;
Propeller MAX setting is limited by a fixed stop at the forward end of the slot in
the track and propeller MIN setting is set by the lift stop.
The START + FEATHER setting is obtained by lifting the condition lever and
retarding the lever to meet the lift stop.
The FUEL OFF position is obtained by lifting the condition lever in a similar
manner to clear the lift stop, and then retarding the lever towards a fixed stop at
the rear end of the track.
A friction brake knob for both condition control levers adds friction to restrain
movement, or locks the condition levers to prevent movement. The friction load
can be progressively reduced by turning the knob in the opposite direction.
Motion of the cockpit power levers and condition levers of each engine is
transmitted by control cables and pulleys to the engine nacelle quadrant.
Pressure seals consisting of split balls are located at the cable transition points in
the cabin to reduce cabin pressure loss.
The
nacelle
quadrant
installation,
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Turbine Engines
The power lever quadrant and the condition lever quadrant are connected to the
levers on the Mechanical Fuel Control and the Propeller Control Unit by
pushrods.
The quadrants are driven by the control cables, and transfer rotary movement
into radial movement to the MFC and PCU control levers.
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Turbine Engines
Infowerk
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Turbine Engines
The torque shaft assembly mounted between the PT shaft and, the input shaft of
the reduction gearbox consists of a torque shaft and a reference shaft.
The two shafts each carry a toothed wheel, and are both secured at the rear end
only. For each tooth passing near the magnetic pulse pick-up torque sensor a
syne wave is generated. This signal is sent to the TSCU.
Twisting of the torque shaft relative to the reference shaft is proportional to torque
transmitted. The indicated torque is thus proportional to the ratio of the torque
shaft and the reference shaft.
The torque indicators, which are located on the engine instrument panel, are
powered from the 28V dc essential buses.
Engine No. 1 torque indicator from the left bus is protected by ENG 1 TORQUE
IND circuit breaker and engine No. 2 from the right bus is protected by ENG 2
TORQUE IND circuit breaker.
The indicator dial is marked TRQ %25, and the scale on the indicator fixed dial is
marked with major graduations in increments of 10% between 0 and 120%25,
and minor graduations in increments of 5%25.
A digital display on the indicator face gives an equivalent digital readout of
torque, and in conjunction with a MAINT SELECT switch provides a maintenance
data function.
The indicator range marks are a green arc from 0% to 96%, a yellow arc from
96% to 105.6% and a dashed red radial at 105.6% torque.
Pressing the test button with power applied to the indicating system causes the
pointer to move to the position opposite the 105% torque mark, with an
equivalent reading on the digital display.
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Turbine Engines
Lighting for the indicators is white, powered from the 5V dc lighting system. A 0 to
5V dc, ARINC 573-7, signal proportional to 0 to 100%25 torque is relayed to the
flight data recorder.
In the event of indicator electrical power failure, the pointer moves off-scale below
zero and the digital display is blanked.
The indicator receives a signal from the associated engine ECU and is processed
by the torque indicators, providing visual indication of engine torque, using a
moving pointer against a fixed dial and an equivalent digital display, which is also
coupled to the Maintenance SELECT momentary switch on the pilots side
console to provide a maintenance data mode.
In the maintenance data mode, up to eight previously detected faults in the
engine control system are retained in the memory of the associated engine ECU,
and are displayed as a three-digit coded number on the indicator digital display.
By removing a detachable panel on the pilot's side and pressing ENG 1 or ENG 2
MAINT SELECT switch, a three-digit fault code is displayed on the indicator.
A display with three zeros indicates a no fault condition, no fault stored in ECU
memory. All other three-digit displays indicate a specific fault condition in the
torque indicating system, and are listed in the engine maintenance manual.
The high pressure compressor speed sensors mounted on the rear inlet case
sense the speed of the starter drive shaft, which is relative to the HP compressor
speed, this signal is then sent via the ECU to the HP compressor speed indicator.
The high-pressure compressor rotor speed, NH, indicators are mounted on the
engine instrument panel in the flight compartment.
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Turbine Engines
The indicators are powered from the 28V dc essential buses, engine No. 1
indicator from the left bus and engine No. 2 from the right bus, and are protected
by 5-ampere ENG 1 NH IND and ENG 2 NH IND circuit breakers, respectively.
Lighting for the indicators is white, and powered
from the 5V dc lighting system. Circuits in each
indicator
associated
compute
speed
the
ac
sensor
signal
and
from
its
provide
an
The scale is provided with green arcs from 10 to 20% and 66 to 100% NH, and a
red radial. The digital display in each indicator is an internal 4-digit liquid crystal
display, LCD.
A press-to-test pushbutton on the indicator can be used to verify correct
operation of the indicator. Pressing the test pushbutton when the indicator is
powered causes the indicator pointer to align with the 105% NH reading on the
dial, with an equivalent reading on the digital display.
Releasing the pushbutton causes the pointer to return to a zero reading and the
digital display to show a zero reading.
In the event of an electrical power supply failure, the indicator pointer moves off
scale below zero and the digital display goes blank.
The low pressure compressor magnetic speed sensor is mounted into the inter
compressor case and sense the LP compressor speed at the lock nut of the #3
bearing.
This lock nut has teeth at the outside diameter, and passes the NL sensor. The
signal which is generated by the passing teeth will be sent to the cockpit NL
indicator.
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The low-pressure compressor rotor speed, NL, indicators are mounted on the
engine instrument panel in the flight compartment.
The indicators are powered from the 28V dc essential buses; circuits for engine
no. 1 from the left bus, protected by the ENG 1 NL IND circuit breaker and
circuits for engine No. 2 from the right bus, protected by the ENG 2 NL IND circuit
breaker.
Lighting for the indicators is supplied from the 5V dc lighting system.
The indicator circuits compute the ac signal from the associated sensor and
provide an equivalent indication of NL speeds by means of moving pointers
against a fixed dial and an equivalent digital display proportional to 0 to 100%
RPM NL.
The indicator dial is marked NL % RPM, with a scale showing major graduations
in increments of 10% NL from 0 to 110% NL and minor graduations of 5%.
The digital display in each indicator is an internal 4-digit liquid crystal display,
LCD.
A press-to-test pushbutton on the indicator can be used to verify correct
operation. Pressing the test pushbutton with power on causes the indicator
pointer to align with the 105% NL reading with an equivalent reading on the
digital display.
When the pushbutton is released, the pointer returns to zero and the digital
display shows a zero reading. In the event of power supply failure, the indicator
pointer moves off scale below zero and the digital display goes blank.
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Engine Cowling
The engine cowling consists of an upper and a lower aluminium cowling door and
a titanium apron, which completely surrounds the engine compartment area and
its accessories.
The upper cowling is fixed in place, bolted at the front to the air intake and at the
rear to the exhaust.
The lower door can be unlatched and opened at the inboard side to allow access
to the lower engine systems.
The cowling with the front and rear engine fire seals forms the required division to
keep the engine compartment isolated from the air intake and exhaust modules.
Ground service and inspection quick-access doors are available on the nacelle
lower cowling for oil tank servicing and for manual override of the starting control
valve.
Dedicated access panels are available on the nacelle upper cowling for the HP
bleed control and shutoff valve and the nacelle lip anti-ice valve.
Full access to the engine and aircraft systems installed in the engine
compartment is available through removal of the upper nacelle cowling and
opening of the nacelle lower cowling.
The cowling also provides lightning and fire protection for the engine
compartment. An engine compartment pressure relief door, an engine
compartment ventilation grill and an outlet for the waste engine fluid are also
installed on the engine cowling.
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Turbine Engines
The main function of the engine mount system is to attach the engine to the
nacelle pylons, and absorb noise and vibration.
The engine has two mounting planes:
-
The engine mount system ensures continued safe operation if a single mount
failure occurs. Two elastomeric mounts connect each engine-mounting plane to
an aluminium pylon yoke structure and each yoke is at-attached to two
corresponding stainless steel pylon spars.
Front plane on the front frame casing contains four mounting pads.
The mounting pads are symmetrically spaced with relation to the vertical
centerline and two mounting pads per side permit installation of the engine on the
left and right fuselage pylon.
The engine mounts rear plane on the bypass duct rear support ring contains two
lateral attachment points per side, to permit left and right fuselage pylon
installation.
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Turbine Engines
This is done to keep the engine and accessories isolated from the air inlet and
exhaust section.
The power plant electrical harness links the engine installed accessories to the
aircraft systems.
To prevent electrostatic charges, lightning current, or electrical current return
under wiring faulty conditions, the engine compartment is bonded to the airframe
structure by bonding straps.
Most of the power plant electrical harnesses are designed for disconnection at
the pylon firewall by means of quick disconnection connectors with a visual
locking advisory.
The electrical power harnesses have no quick-disconnect connectors at the pylon
firewall, but they can be disconnected at the terminals of the two generators.
The bonding straps located, at the front and at the rearward yoke, give an
adequate path for current and build-up of electrostatic charges between the
engine and airframe structure.
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Turbine Engines
All engine accessory drive mounting pads have drain points which are connected
through 1/8 inch lines to the drain outlet mast located at the nacelle lower cowling
door.
Each drain line contains a sight glass to permit easy detection when a leakage
occurs.
-
A drain point installed in the engine compartment cooling air inlet, discharges the
fluid overboard through an outlet on the outboard side of the engine upper
cowling.
In addition, drain holes are located in the engine cowling door, the engine
exhaust duct, and the engine air intake to avoid any fluid accumulation.
Infowerk
Page 105
Turbine Engines
The engine cowling installation is similar for both engine nacelles, each
consisting of left and right centre panels, rear access panels, a forward upper
cowl assembly and a lower forward nacelle cowl assembly.
The cowls are supported by the nacelle top structure, a horse collar, a lower
firewall.
The nacelle top structure contains three detachable access panels which provide
access to several engine accessories including air bleed valves, mechanical fuel
control, MFC, or the ac generator.
In the Web Based Training, you will find now an additional example for an engine
cowling. This example will be from the DH8-300.
Infowerk
Page 106
Turbine Engines
The detection subsystem is used to detect fire and overheat conditions in the
engines and auxiliary power unit compartments and to detect smoke in the
lavatory and baggage compartments.
For this purpose the system comprises sensors which sense the presence of fire
or smoke and alert the crew.
The extinguishing subsystem has the function of discharging the fire
extinguishing agent into the engines, auxiliary power unit and baggage
compartments. For this purpose it comprises fire extinguishing bottles filled with
Halon 1301 fire extinguishing agent, which can be discharged by the crew.
A test switch on the fire panel permits the operator to excite the engine/APU fire
detection control modules and to check the engine indicating and crew alerting
system fire detection messages and the integrity of the aircraft fire protection
system.
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Turbine Engines
When you push the fire test switch the EICAS displays the messages:
-
When the switch is released, all messages and lights will go out, the aural
warning will stop and the baggage compartment fan turns on.
The engine fire detection subsystem function is to detect a fire in the Engine 1
and Engine 2 compartments by the use of fire detectors.
These fire detectors are connected to the fire control modules to supply warning
indications through the engine indicating and crew alerting system.
The fire control modules also supply output signals to the aural warning unit to
generate the audio signals and to the Engine 1 and 2 shutoff/extinguisher
switches to illuminate the fire handles.
The fire detector pneumatic sensor element is a stainless-steel capillary tube with
a continuous length.
This thermal sensing pneumatic element has a centre core in its full length that is
wound in an inert metallic material (molybdenum ribbon) and charged with an
active gas.
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Turbine Engines
The centre core has intrinsic sponge like sorption and desorption properties in
response to temperature thresholds. This provides discrete sensing capabilities
through the inactive Helium gas in the void area around the centre core.
Through a ceramic isolator the sensor element is permanently mated to the
responder assembly. Thus, the sensor capillary tube is fully electrically isolated
from the responder assembly.
Infowerk
Page 109
Turbine Engines
The #1 engine fire detection system receives electrical power from Essential DC
Bus 1 and the #2 engine fire detection system receives electrical power from
Essential DC Bus 2. If the engine fire detector senses an overheat or fire
condition in one of the engine compartments, for example the #1 engine
accessory area, the fire detector sends a signal to the applicable control module.
The control module then provides a fire alarm output to the applicable data
acquisition unit. The data acquisition unit changes this discrete signal into Arinc
429 format and sends it to the integrated computer for display purposes.
This will cause the applicable engine fire warning message to illuminate on the
engine indicating and crew alerting system.
At the same time the fire handle lights come on and the aural warning unit will
activate the bell tone.
If the master warning button is now pushed the master warning lights go OFF and
the aural warning is cancelled but the applicable engine fire message stays ON.
If a failure of one of the fire detectors occurs, a signal will be sent to the
applicable fire control module.
The fire control module then provides a signal output to the data acquisition unit
#1, which changes this discrete signal into Arinc 429 format and sends it to the
integrated computer for display purposes.
This causes the related amber fire detector fail message to flash and the aural
warning system provides a chime.
A test switch on the fire panel permits the operator to test the fire detection
system. For details on how to perform the test refer to fire protection general.
The auxiliary power unit fire detection subsystem functions to detect a fire in the
APU compartment by the use of a single loop fire detector.
The auxiliary power unit fire detector is similar in design and function to the
engine fire detector. Therefore, the system will be described in the Web Based
Training only.
In addition, you will find the description of the fire detection system of the DH8300.
Infowerk
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Turbine Engines
Infowerk
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Turbine Engines
The FADEC provides automatic, fullauthority fuel scheduling from start to full
load operation, under all ambient
conditions and operating modes.
In addition the FADEC commands
automatic shutdown for specified failures
during start and auxiliary power unit
operation.
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Turbine Engines
The auxiliary power unit also incorporates a 400 ampere starter generator to
produce electrical power.
It can operate in parallel with the aircraft battery and/or with the main engine
generators during all flight phases.
To start the auxiliary power unit under normal conditions, the auxiliary power unit
bleed valve must be selected closed.
The starting cycle is then initiated by moving the auxiliary power unit master
switch momentarily to the spring loaded start position and then releasing it to the
ON position.
APU CONTROL
ON
OFF
START
STOP
MASTER
Infowerk
FUEL SHUTOFF
Page 113
Turbine Engines
END
ALT T/O 1
86.7
ATTCS
86.7
IGN
AB
IGN
AB
865
865
84.0
670 KGH
1000 KG
84.0
670 KGH
1000 KG
9
80 80
80 80
800
1.1
3%
Infowerk
30
Page 114
Turbine Engines
The auxiliary power unit steady state rotor speed is 100 % RPM.
The auxiliary power unit will immediately shut down on ground or in flight and will
give an engine indicating and crew alerting system message when an over-speed
of 104 % RPM is reached, or when the speed drops below 96% RPM.
On ground the auxiliary power unit will also automatically shut down, if a fire
warning is activated.
155
FMS
BSNB
1.5NM
0 MIN
CLB
84.6
+22 SAT
+22 TAT
0 TAS
84.6
APU FAIL
84.6
END
777
776
LUMEL
10
TGT
WX
+5
BSNB
25
MAINTENANCE MESSAGES
93.5
1080 KGH
1170 KG
25
93.5
1080 KGH
1170 KG
1/03
APU OVERSPEED
10/03 20:50 OCCUR:01
APU UNDERSPEED
10/03 20:50 OCCUR:01
UP UP UP
9
81 81
79 79
700
2.4
RTN
NEXT
PAGE
PREV
PAGE
93 % 640 C
To shut down the auxiliary power unit under normal conditions, the auxiliary
power unit stop button must be pressed.
APU CONTROL
OFF
START
STOP
MASTER
FUEL SHUTOFF
unit.
Infowerk
Page 115
Turbine Engines
The auxiliary power unit shuts down automatically, if the FADEC recognizes a
fault and displays the reason for shutdown on the engine indicating and crew
alerting system.
The auxiliary power unit emergency shut-down is performed by pressing the fuel
shut-off switch, which shuts off the fuel supply.
In case of an auxiliary power unit fire, the auxiliary power unit fire extinguishing
switch must be pressed, causing a signal to be sent to the FADEC to stop the
auxiliary power unit, closing the fuel shut-off valve and discharging the fire
extinguishing bottle.
A striped bar illuminates inside the switch to indicate that it is pressed.
FIRE
EXTG
EXTG
DET
TEST
APU
Infowerk
BAGG
Page 116
Turbine Engines
The FADEC, mounted in the rear avionics bay, is a solid-state electronic control
unit, that automatically controls the APU during start and normal operation.
Speed, Exhaust Gas Temperature (EGT) and oil system malfunction signals are
provided by the FADEC for the aircraft flight deck.
Built-In-Test Equipment (BITE) troubleshooting signals are provided for the
aircraft Central Maintenance Computer (CMC).
The FADEC also controls the position of the anti-surge valve by a logic based on
the APU bleed valve position.
During AIRBORNE MODE operation, the anti-surge valve is commanded open if
the main bleed air valve is closed.
Built-In Test Equipment (BITE) output signals are provided by the FADEC to
indicate the type of malfunction on the FADEC display window, the CAS FIELD
and the CMC.
Once the FADEC confirms a fault, it stores details of the fault and performs
actions on the severity levels as follows.
A for Advisory:
M for Major:
C for Critical:
Shutdown APU.
FAULTS presents
BITE CODE #
FAULT NAME
SEVERITY
LEVEL
1
2
3
4
FADEC failure
Low oil pressure
EGT overtemperature
Overspeed
A, M or C
M
M
C
5
6
7
Underspeed
Failure to start
High oil temperature
C
C
M
10
EGT #1 failure
A
A
11
LRU fault
12
EGT #2 failure
13
14
Door failure
15
Failure to light
A
A or C
Infowerk
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Turbine Engines
The auxiliary power unit indicating system provides indications and alarms for
flight crew monitoring and maintenance trouble shooting.
The auxiliary power unit indicating system consists of the normal indicating
system for RPM and Exhaust Gas Temperature, which are displayed on the
engine indicating and crew alerting system, and the data memory module, which
counts auxiliary power unit operating hours and cycles and also stores APU fault
information.
HOURS
CYCLES
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Turbine Engines
Explain the operating principle and the use of an extendable ram air turbine (RAT).
The Ram Air Turbine installed on the A 319/320 and 321 is used in emergencies
to power the auxiliary hydraulic system and also to produce electrical power by
the use of a constant speed motor/generator.
SUNDSTRAND MODEL
DOWTY MODEL
The Ram Air Turbine is installed on the left side of the belly fairing.
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Turbine Engines
When required an actuator automatically extends the ram air turbine into the
airflow if the airspeed is above 100 knots.
This automatic extension happens when either both engines fail or one engine
fails and one electric generator on the opposite engine fails or after a complete
failure of the electrical AC system.
This automatic extension of the ram air turbine is disabled below 100 knots.
The flight and maintenance crews can also extend the ram air turbine manually
from the flight compartment.
Note that retraction of the ram air turbine is only possible when the aircraft is on
ground.
GEN 1LINE
RAT
&
EMER GEN
FAULT
OFF
MAN ON
A
U
T
O
Currently two different types of ram air turbines might be installed on the aircraft.
These two types are different in size and characteristics which has an influence
on the operational range within the aircraft flight envelope.
It is therefore very important to know which type of ram air turbine is allowed to
be installed on a specific aircraft and which one not.
Infowerk
Page 120