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ARRIEL 2SRRIEL 2STURBOSHAFT
ENGINE
Training manualMarch 2001
Ref.: X292 L0 960 2
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Training Manual
FOREWORD
This document provides, in a teaching form, all the intion required for the operation and the maintenance o
ARRIEL 2S1 Turboshaft engine for training purpose
It will not be updated, and if required, modifications included in a new issue.
TURBOMECA T
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SUMMARY
0 - Foreword1 - Introduction
2 - Power plant
3 - Engine
4 - Oil system
5 - Air system
6 - Fuel system
7 - Control system
8 - Measurement and indicating
9 - Starting10 - Electrical system
11 - Engine installation
12 - Operating limitat
procedures
13 - Various aspects ofmaintenance
14 - Maintenance proc
15 - Trouble shooting
16 C i f
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TABLE OF CONTENTS0 - FOREWORD
- Summary ............................................ 0.2
- Table of contents ................................ 0.3
- List of abbreviations .......................... 0.7
- Conversion table ................................ 0.10
1 - INTRODUCTION
- General information ........................... 1.2
- Training method ................................. 1.4
- Training aids ...................................... 1.6
- Training programme ......................... 1.8 to 1.12
2 - POWER PLANT
- Power plant ........................................ 2.2
General ............................................ 2.2
Description ...................................... 2.4
Operation ......................................... 2.8
- Principle of adaptation to helicopter .. 2.12
- Main characteristics ........................... 2.14
- Design and development ................... 2.24 to 2.27
- Centrifugal compressor ...........
- Combustion chamber ..............
- Gas generator turbine ..............
- Power turbine ..........................
- Exhaust system .......................- Reduction gearbox ..................
- Transmission shaft and
accessory gearbox ...................
- Bearings ..................................
4 - OIL SYSTEM
- Oil system ...............................
- Oil tank ...................................
- Oil pumps................................
- Oil valve assembly ..................
- Oil filter...................................
- Filter pre-blockage indicator...
- Oil cooler ...............................
- Centrifugal breather ................
- Electrical magnetic plug .........
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TABLE OF CONTENTS(CONTINUED)4 - OIL SYSTEM (CONTINUED)
- Oil pressure transmitter ...................... 4.34
- External oil pipes ............................... 4.36 to 4.37
5 - AIR SYSTEM
- Air system .......................................... 5.2
- Internal air system .............................. 5.4
- Air tappings........................................ 5.6
- Compressor bleed valve ..................... 5.8
- P3 pressure transmitter....................... 5.12
- Air tapping unions ............................. 5.14
- External air pipes ............................... 5.16 to 5.17
6 - FUEL SYSTEM
- Fuel system ........................................ 6.2
- Fuel control unit ................................. 6.14
Fuel pumps ...................................... 6.16
Metering unit 6 20
- Fuel filter pre-blockage
pressure switch .........................
- Fuel filter blockage indicator ...
- Low fuel pressure switch .........
- Fuel valve assembly .................
- Main injection system ..............
- Engine fuel inlet union.............
- Start injectors ...........................
- Combustion chamber drain valv
- External fuel pipes ...................
7 - CONTROL SYSTEM
- Control system .........................
General .................................
Description ............................
Operation ..............................
Indication and monitoring .....
- Digital Engine Control Unit.....
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TABLE OF CONTENTS(CONTINUED)
8 - MEASUREMENT AND INDICATINGSYSTEMS
- Measurement and indicating systems 8.2- Speed measurement
and indicating system......................... 8.4
- N1 speed sensor ................................. 8.6
- N2 speed sensors ................................ 8.8
- t4.5 gas temperature measurement
and indicating system......................... 8.10
- t4.5 thermocouple probes................... 8.12- t4.5 conformation box........................ 8.14
- Torque measurement
and indicating system......................... 8.16
- Torquemeter ....................................... 8.18
- Torque sensor ..................................... 8.20
- Torque conformation box ................... 8.22
- Indicators ........................................... 8.24- Miscellaneous indications .................. 8.26 to 8.35
9 STARTING
- Starter-generator ......................
- Ignition system.........................
- Ignition unit ..............................- Ignition cables ..........................
- Igniter plugs .............................
10 - ELECTRICAL SYSTEM
- Electrical system ......................
- Alternator .................................
- Electrical harnesses ..................
11 - ENGINE INSTALLATION
- Engine compartment ...............
- Engine mounting and handling
- Power drive ..............................
- Air intake and exhaust system .
- Engine interfaces ...................... Oil system..............................
Fuel system............................
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TABLE OF CONTENTS(CONTINUED)12 - OPERATING LIMITATIONS AND
PROCEDURES
- Operating limitations ........................ 12.2
- Operating procedures ........................ 12.4 to 12.7
13 - VARIOUS ASPECTS OF MAINTENANCE
- Maintenance concept ........................ 13.2
- TBOs and life limits ........................... 13.4
- Preventive maintenance ..................... 13.6
- "On-condition" monitoring ................ 13.8
- Corrective maintenance ..................... 13.10
- Lubricants - Fuels - Materials ........... 13.12
- Tooling ............................................... 13.14
- Standard practices .............................. 13.16
- Technical publications ...................... 13.18
- Product support ................................. 13.22 to 13.23
14 - MAINTENANCE PROCEDURES
- 1st line ................................................ 14.2
- 2nd line 14 8
15 - TROUBLE SHOOTING
- General .....................................
- Trouble shooting ......................
16 - CHECKING OF KNOWLE
- Introduction..............................
- Questionnaire 1 .......................
- Questionnaire 2 .......................
- Questionnaire 3 .......................
- Questionnaire 4 ........................
OBSERVATIONS .......................
This training manual is establishrequirements and takes into consideraATA 104 specifications.
This document has 446 pages. It w
desktop publishing system.
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EECU............ Engine Electronic Con
EGT .............. Exhaust Gas Tempera
FAA .............. Federal Aviation Agen
FADEC ......... Full Authority Digital
FCU .............. Fuel Control Unit
FMU ............. Fuel Metering Unit
FOD .............. Foreign Object Damag
ft .................... FeetFWD ............. Forward
G ................... Mass air flow
g .................... Gram
HE................. High Energy
HP ................. Horse Power
HP ................. High Pressure
HUMS........... Health and Usage Mon
Hz ................. Hertz
ICP ................ Intermediate Continge
ID .................. Identification
A/C ............... Aircraft
AC................. Alternating Current
ACMS........... Automatic Control Monitoring System
ACW ............. Anti-clockwise
AEO .............. All Engines Operating
ATA .............. Air Transport Association
BITE ............. Built In Test Equipment
cc/h ............... Cubic centimetres per hourCFT ............... Frequency/Voltage Converter
CH................. Fuel consumption
cSt ................. Centistoke
CW................ Clockwise
daN ............... DecaNewton
dB ................. Decibel
DC................. Direct Current
DDR.............. DECU Digital Read-out
DECU ........... Digital Engine Control Unit
DGAC........... Direction Gnrale de l'Aviation Civile
LIST OF ABBREVIATION
The abbreviations / symbols shown below may be used during training :
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LIST OF ABBREVIATION(CONTINUED)
IIDS .............. Integrated Instrument Display System
ILS ................ Integrated Logistic SupportISA................ International Standard Atmosphere
ISV................ Servo-valve intensity
kHz ............... Kilohertz
kPa ................ Kilopascal
kW ................ Kilowatt
lb ................... Pound
lb/HP.hr ........ Pounds per Horse Power per hour
lb/hr............... Pounds per hour
lb/sec. ............ Pounds per second
LRU .............. Line Replaceable Unit
LTT ............... Learning Through Teaching
LVDT ........... Linear Voltage Differential Transducer
m ................... Metre
mA ................ Milliampere
MAX ............. MaximumMCP.............. Max Continuous Power
MCQ ............. Multi Choice Questionnaire
MGB Main gearbox
mm................ Millimetre
mP................. Micro-processorMTBF ........... Mean Time Between F
MTBUR ........ Mean Time Between U
MTCP ........... Maintenance Test Con
mV ................ Millivolt
N ................... Rotation speed
N1 ................. Gas generator rotation
N2 ................. Power turbine rotation
NMD ............. Navigation and Missio
NOVRAM .... Non Volatile Read On
NR................. Rotor rotation speed
O/S ................ Overspeed
OEI ............... One Engine Inoperativ
P .................... Pressure
P3 .................. Compressor outlet pre
PH ................. Oil pressurePOS............... Position
PPM .............. Parts per million
PSI Pounds per Square Inc
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LIST OF ABBREVIATION(CONTINUED)
PSIG ............. Pounds per Square Inch GaugePT ................. Power Turbine
Q ................... Fuel flow
RAM ............. Random Access Memory
ROM ............. Read Only Memory
RPM.............. Revolutions Per Minute
RTD .............. Resistive Temperature Device
SFC ............... Specific Fuel ConsumptionShp ................ Shaft horse power
SI................... International System
t ..................... Time
T/O................ Take-Off
TBO .............. Time Between Overhauls
TET ............... Turbine Entry Temperature
TM ................ Turbomeca
Tq.................. Torque
t ................... Temperature
t4 ................. Gas temperature
VAC.............. Volt, Alternating CurrVDC.............. Volt, Direct Current
W .................. Power
XTL .............. Throttle position signa
XCP .............. Collective Pitch Signa
Z.................... Altitude
Zp.................. Pressure altitude
C .................. Degrees CelsiusF .................. Degrees Fahrenheit
K.................. Degrees Kelvin
.................... Positive and negative
................... Ohm
.................... Difference
P ................. Pressure difference
% ................... Percent
< .................... Is lower than
> .................... Is higher than
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1 mm = 0.039 i
1 m = 3.28 ft
1 dm3= 1 litre = 0.26 U
1 kg = 2.2 lbs
1 kW = 1.34 H
C = (F-32)
K = [(F-32
1 kPa = 0.01 bar = 0.145 P
1 kg/s = 2.2 lbs
Length
Volume
Mass
Power
Temperature
Pressure
Flow (air, oil, fuel)
CONVERSION TABLEUNIT International System British or Ame
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1-INTRODUCTION
- General information...................................................... 1
- Training method ............................................................ 1
- Training aids .................................................................. 1
- Training programme .................................................... 1
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GENERAL INFORMATION
The power of knowledge
Adequate training is essential for obvious safety reasons,but also to reduce additional maintenance costs incurredby unjustified removals and excessive downtime.
"Greater knowledge leads to greater efficiency".
Objectives of training
The main objective is the acquisition of the knowledgerequired for the tasks to be achieved (know and knowhow).
Further informationis also communicated to widen theskill and the experience of the trainee.
Training approach
- Performance based training according to taskanalysis, with classroom sessions, student involvement,practical work and troubleshooting techniques
- Advanced training aids :training manual, Computer
Aided Presentation (or overhead projection), multimediacourseware and demonstration mock-ups
- Experienced and formally trained instructors
Training CentreThe Training Centre is located in onTURBOMECA's TARNOS factory.
TARNOS .... 5 kms north of tANGLET - BIARRIby train (BAYONN(BIARRITZ-PARM
(A63 highway, TAR
Address ...... TURBOMECA - FRANCE
Telex ........... 570 042
Telephone .. (33) 5 59 74 40 07 o
Fax .............. (33) 5 59 74 45 16 o
E-mail ......... centre.instruction@t
The training centre is organized intraining demands (administratiinstructors).
Training sites
Training courses are also conducteapproved training centres and on site
- by a TURBOMECA qualified inb idi i d d i i
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PARIS
TARNOS
BORDES
SPAIN
FRANCE
BAYONNE
ATLANTIC
OCEAN
TRAINING OBJECTIVES O
TRAINING A
The power of knowledge
Adequate training is essential for obvious safety
reasons, but also to reduce additional
maintenance costs incurred by unjustified
removals and excessive downtime.
"Greater knowledge leads to greater efficiency".
TRAINING SITES
Training courses are also
TRAINING CENTRE,TURBOMECA Tarnos
(FRANCE)
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TRAINING METHOD
Knowledge transmission process
The required knowledge is transmitted in such a mannerthat the student may use it efficiently in variouscircumstances.
The training is conductedin accordance with a processwhich considers :
- A phase of explanationfor understanding
- A phase of assimilation leading to the complete acqui-sition and long-term retention of the knowledge.
Continuous checking of knowledge helps to ensure theinformation is assimilated. It is more a method of workthan a testing in the traditional sense (refer to chapter 16).
Training method
The training method is a carefully bof :
- Lecture
- Discussions
- Exercises
- Practical work.
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1
4
KNOWLEDGE
TRANSMISSION PROCESS
TRAININ
1 - LECTU2 - EXERC
3 - DISCUS
4 - PRACT
INSTRUCTOR
MEDIA
STUDENT
EXPLANATION ASSIMILATION
KNOWLEDGE TRANSMISSION,PHASES :
- Explanation
- Assimilation
CHECKING OF KNOWLEDGE :
- Continuous checking, treated inchapter 16
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TRAINING AIDS
Training manual
The training manual is the basic source of information.
It contains, in a teaching form, all required informationand explanations, following a layout derived from theATA 104 standard. Thus each subject is treated followinga plan which allows the material to be adapted to different
levels of training.
Typical plan :
- General (function, position, main characteristics, maincomponents)
- Description (general and detailed)
- Operation (phases, synthesis).
Other technical publications are also used during a course.
Computer Aided Presentation or overheadprojection
Computer Aided Presentation or overhead projection isused to display the illustrations contained in the trainingmanual (the instructor's explanations follow the manual).
Multimedia courseware
Interactive courseware is used to tduring a course.
This multimedia system uses text, panimation and video.
Certain courses are available for sale
This system with quick and easy efficient for maintaining knowledge le
However, only a course delivered binstructor or TURBOMECA qualifiallow the issue of an engine maintecard.
Demonstration mock-ups
Demonstration mock-ups are also uidentification and maintenance proce
Note : The information contained imust be considered for traini
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COMPUTER AIDED PREOR OVERHEAD PRO
TRAINING MANUAL
Note : Theinformation contained in
the Training Aids must beconsidered for training
purposes only.
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TRAINING PROGRAMME
The course programme follows the manual. However, itshould be noted that the "classroom sessions" alternatewith periods devoted to demonstrations and practicalwork.
According to the contents, each session is mainly devotedto description and operation.
The engine maintenance aspect is mainly covered by the
last part of the manual, which also deals with variouselements related to maintenance (standard practices,technical publications, logistics and mainly fault analysisand fault finding).
Examples of programme :The following pages provide exprogramme :
- Familiarization course
- 1stline maintenance (O level) : prevmaintenance
- 2ndline maintenance (I level) : mo
- 3rdline maintenance (H level) : de
- 4thline maintenance (D level) : rep
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FAMILIARIZATION COURSE
Objective : At the end of this course, the student will be able to describe the engine, to explain its prand to identify the main components of the engine and systems.
Programme :
- Engine systems (continued)
- Main aspects of maintenance
- Revision - Checking of knowledge
FIRST DAY
SECOND DAY
- Introduction
- General presentation of the engine
- Engine description
- Engine systems
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1stLINE MAINTENANCE COURSE (O LEVEL) : PREVENTIVE AND CORRECTIVE M
Objective : At the end of this course, the student will be able to identify the engine componentsexplain the operation of the engine and its systems, to carry out 1stline maintenance
diagnose operating failures.
Programme :
FIRST DAY- Introduction - General
- Engine presentation - Engine description - Oil system
- Air system - Fuel system - Control systemSECOND DAY
THIRD DAY
FOURTH DAY
FIFTH DAY
- Measurement and indicating systems - Starting
- Electrical system - Engine installation
- Operating limitations and procedures - Various aspects of
- Maintenance procedures - Trouble shooting
- Visits - Revision
E i ti Mi ll ti
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2ndLINE MAINTENANCE COURSE (I LEVEL) : MODULES, SRU
Objective : At the end of this course, the student will be able to identify the engine components2ndline maintenance procedures (mainly the removal/installation of modules and sho
Programme : The programme mainly includes practical work. This programme can be carried maintenance programme.
- Introduction
- Revision (if this course is not conducted directly aftcourse)
- Removal of modules
SECOND DAY- Removal of modules
- Inspection and check of modules
- Installation of modules
- Inspection and checks after installation
FIRST DAY
THIRD DAY
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3rdLINE MAINTENANCE COURSE (H LEVEL) : DEEP MAINTENANCE
Objective : At the end of the course, the trainee will be able to carry out the 3rd line maintenancemaintenance).
Programme :
4th
LINE maintenance course (D level) : repair or overhaul
Objective : At the end of the course, the trainee will be able to carry out the specific tasks regardrelated to his skills (eg : control system, assembly, machining procedures...).
Programme :
- Introduction- Definition of procedures
- Practical work
FROM 3 DAYS TO 3 WEEKS
- Introduction
- Definition of proceduresSEVERAL WEEKS
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2-POWER PLANT
- Power plant .................................................................... 2
General .................................................................... 2
Description .............................................................. 2
Operation ................................................................ 2
- Principle of adaptation to helicopter ........................... 2
- Main characteristics ...................................................... 2
- Design and development ............................................... 2
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POWER PLANT - GENERAL
Function
The power plant provides power by transforming theenergy contained in the air and fuel into mechanical poweron a shaft.
Main characteristics
- Type : Free turbine turboshaft engine, with forwardpower drive, external power transmission shaft
- Concept : Modular
- Max take-off power : (engine installed) : 639 kW(856 Shp)
- Specific fuel consumption : 390g/kW.h at 350 kW
- Output shaft speed : 6000 RPM (at 100 %)
- Mass : 130 kg (286 lbs) dry with "specific equipment".
"Specific equipment" : without starter and exhaust pipeextension, with Digital Engine Control Unit andcorresponding electrical harness.
Note :ARRIEL 2S1 : output shaft nominal speed : 6409RPM (107 %).
Main components
- Turboshaft engine with its equipm
- Digital Engine Control Unit (DEC
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POWER PLANT
POWER
DIGITAL ECONTRO
(DEC
IRAIR
G SGAS- Free turbine type
- Modular
- Mass : 130 kg (286 lbs)
Max ta(engi639 k
Specific fu
390 g/k
FU LFUEL
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POWER PLANT - DESCRIPTION
This description considers the main functional componentsof the engine.
Gas generator
- Single stage axial compressor
- Centrifugal compressor
- Annular combustion chamber with centrifugal fuelinjection
- Single-stage axial turbine.
Power turbine
- Single-stage axial turbine.
Exhaust pipe
- Elliptical, axial exhaust pipe.
Reduction gearbox
- Reduction gearbox comprising three helical gears.
Transmission shaft- External shaft located in a protecting
the reduction gearbox to the acces
Accessory gearbox
- Gearbox containing the accessory dr
driven by the gas generator) and th
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ACCESSORY
GEARBOX
Accessorydrive train
GAS GENERATOR
Axial
compressor
Centrifugal
compressor
Combustion
chamber
Turbine
POWER TURBINE
RTRANSMISSION SHAFT
Main
power drive
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POWER PLANT - DESCRIPTION - ENGINESYSTEMS
This part deals with the systems and functions of theengine.
Oil system
The oil system lubricates and cools the engine components.
Dry sump system, synthetic oil, tank and cooling unit
installed in the aircraft. Pressure, temperature and magneticplug indications.
Air system
Internal system to pressurise and cool engine internalparts. Accessory air supply system (ventilation of startinjectors, engine control). Compressor bleed valve. Air
supply to the aircraft.
Fuel system
Fuel supply through Low Pressure (LP) and High Pressure(HP) pumps. Delivery through a metering unit and a valveassembly. Start injection through 2 simple injectors. Maininjection by a centrifugal wheel.
Control system
Constant power turbine rotation speed Acceleration
Engine handling procedure
Entirely automatic with manual back
Engine indicating
N1 and N2 rotation speeds. t4.5 gas
torque. Oil temperature and pressindications. Monitoring system.
Starting
Cranking by an electric starter. Ignitignition unit. Automatic start controup.
Electrical system
Starting system. Control system. Harness with three connectors.
Engine installation
- Interfaces designed for quick remof the engine
- Front and rear supports. Lifting rin
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ENGINE INSTALLATION
AIR SYSTEM
FUEL SYS
CO
HANDL
ENGINE INDICATINGSTARTING
ELECTRICAL SYSTEM
OIL SYSTEM
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POWER PLANT - OPERATION
This part deals with the basic operation of the engine.
Gas generator
- Admission of air through the aircraft air intake
- Compression of the air in the axial and centrifugalcompressors
- Combustion of the fuel/air mixture in the annularcombustion chamber
- Gas expansion in the single stage turbine which drivesthe compressors and engine accessories.
Power turbine
- Expansion of the gas in the single stage turbine whichdrives the output shaft through the reduction gearbox.
Exhaust
- Discharge overboard of the gas.
Reduction gearbox
- Drive, at reduced speed, to the transmission shaft.
Transmission shaft- Transmission of the power from th
to the output shaft.
Accessory gearbox
- Power take-off to drive the helicop
- Drive of the accessories by the gasbevel gear, a vertical drive shaft an
Digital Engine Control Unit
- Control and monitoring of the eng
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GAS GENERATOR
Compression Combustion Expansion
POWER TURBINE
AND EXHAUST
REDTRANSMISION SHAFT
ACCESSORYGEARBOX
Expansion
Driv
AIR
INLET
Accessory
drive
Power
drive
Forward power transmission
FUEL
DIGITAL ENGINE
CONTROL UNIT
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POWER PLANT - OPERATION -ADAPTATION
This part deals with the parameters and the adaptation ofthe gas generator and power turbine.
Component adaptation
For the engine operation, two functional assemblies can beconsidered :
- The gas generator which provides kinetic energy
- The power turbine which transforms the gas energy intomechanical power on a shaft.
The two assemblies have different rotation speeds.
Gas generator
The gas generator operation is defined by :
- The air mass flow G (air flow which enters the engine)
- The air pressure P3 and air temperature t3 at thecentrifugal compressor outlet
- The fuel flow Q injected into the combustion chamber
- The gas temperature TET at the turbine entry
Th i d N1 f h
Power turbine
The power turbine operation is defbetween the power received from the gtorque applied on the shaft, that is trotation speed N2.
Operation
The operationis represented by the dthe power W, the rotation speeds N1torque limit C imposed by the mech
- The torque C is a function of the N
- The power W is equal to the torqueangular velocity w
- At constant N2 speed, the power is torque
- The engine parameters can be reprof a reference parameter ; N1 for e
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W
N2
C
N2
W = C .
= 2 N60
G(air mass
flow)
N1(rotation speed)
N2(constant,rota
Tq(shaft to
Q(fuel flow)
TET(turbine entry temperature)
P3, t3(compressor outlet
pressure and temperature)
Ec(kineticenergy)
W(shaft po
GAS GENERATOR POWER TURBINE
ENG
PARAMETE
Power W and speeds N1 N2 P3/P0 : CompressionTorque as a function of N2
Maxt
orqu
eIsospeeds
N1
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PRINCIPLE OF ADAPTATION TO HELICOPTER
Power transmissionThe mechanical power supplied by the engine, is used todrive the helicopter rotors through a mechanicaltransmission.
This power drives :
- The main rotor (approximately 82 %)
- The tail rotor (approximately 10 %)
- The main gearbox (approximately 8 %).
Twin engine configuration
In a twin engine configuration, the engines are installed at
the rear of the main gearbox.
The power turbines of the two engines are mechanicallyconnected to the main gearbox which drives the rotors(main and tail rotors).
Installation requirementsThe main functional requirements of
- Constant rotor rotation speed Nconditions
- Max torque limit C (usually imptransmission)
- Complete engine protection (N1 atemperature, acceleration control
- Good load sharing (in the caseconfiguration).
Adaptation to requirements
To have a constant rotation speed of ththe power supplied by the engine is auto the demand. This adaptation is ensystem which meters the fuel flowcombustion chamber so as to deliver(variation of the gas generator N1 rokeeping the engine within its operati
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N2
N2
N2
W
t
MAIN GEARBOX 8%
MAIN ROTOR82%
TAIL ROTOR10%
POWER TRANSMISSION TWIN ENGINE CONFIGUR
MAIN GEARBOX
MAIN ROTOR
W - Power
Max torque
NR
N1, N2, TET, N1/t
ENGINE100%
ENGINE
ENG
ENG
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MAIN CHARACTERISTICS (1)
This part considers the following points :- Mass and dimensions
- Operating ratings
- Operating performance
- Rating limitations
- Factors affecting performance
- Operating envelope.
Mass and dimensions
Mass (dry)
- Engine with specific equipment : 130 kg (286 lbs)
- Digital Engine Control Unit : 4.2 kg (9.24 lbs).
Dimensions
- Engine :
Length : 1166 mm (45.5 inches)
Width : 465.5 mm (18.2 inches)
Height : 609 mm (23.8 inches)
- Digital Engine Control Unit : Length : 300 mm (11.7 inches)
Width : 200 mm (7.8 inches)
Height : 80 mm (3 inches).
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(dry with specific eq
130 kg (286 lb
POWER PLANT M
DIGITAL ENGINE CONTRO
4.2 kg (9.24 lb
465,5 mm
(18.2 inches)
609mm
(23
.8in
ches
)
1166 mm(45.5 inches)
80mm
(3inch
es
)
300mm
(11.7
inch
es)
200mm
(7.8inches)
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MAIN CHARACTERISTICS (2)
Operational ratingsThe operational ratings correspond to given conditions ofhelicopter operation. The ratings are generally definedunder determined speed and temperature conditions.
The following operational ratings are considered :
- AEO ratings (All Engines Operating) :
Max take-off power : max rating which can be usedduring take-off. This rating has a limited duration(5 minutes continuous)
Max continuous power : rating which can be usedwithout time limitation (this does not imply that it isused permanently)
- OEI ratings (One Engine Inoperative) :
Max contingency power (OEI 30 sec) : rating whichcan be used in the case of one engine failure duringtake-off or landing.
Intermediate contingency power (OEI 2 min) :rating which can be used in the case of one enginefailure in flight.
OEI continuous power : single engine maxcontinuous power.
- Training ratings : Training OEI 30 sec
Training OEI 2 min
Training OEI continuous.
- HIP / SARM rating :
Hovering at increased power fmission.
This rating is considered to be in usein the hover, out of take-off phase,higher than MCP.
It is limited to a max continuous peEach usage of this rating requires 20 to be recorded in the engine log book
Note 1 : Use of the OEI 30 sec ratinrequires certain maintenancarried out. It may howeduring one flight.
Use of the OEI 2 minutetime, 10 minutes max.
Note 2 : The AEO max continuouelectronic stop, it is a con
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N1
735 kW
Note : The power indicated corresponds to the following configuration : engine inst i th di ti
639 kW
O.E.I. RATINGSA.E.O. RATINGS
TRAINING RATIN
HIP / SARM
MCP
30minutes
T/O
5minutes
continuous
continuous30
seconds2
minutes
30seconds
2minutes
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MAIN CHARACTERISTICS (3)
Operational performanceThe performance values specified correspond to minimumvalues defined under the following conditions :
- ISA conditions at sea level on test bed
- Min swirl angle at the compressor inlet less than 0.5
- Engine equipped with a test bed air intake and a primaryexhaust pipe
- No air bleed
- No extra power taken (other than those of the engineaccessories)
- Under determined conditions of speeds
- With a given calorific power of fuel
- Without torque limitations.
The power is the power available onexpressed in kilowatt (kW) or shaft h
The fuel consumption (CH or WF) iconsumed in a unit of time. It is expreper hour (kg/hr).
The specific fuel consumption (SFfuel required to produce one unit of
time (SFC = CH/W). It is expressed inkilowatt per hour (g/kW.hr).
Note : 1 kW = 1.34 Shp.
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735
663
639
639
592
577
Specific fuel
consumption SFCkW Shp
ISA sea level, engine uninstalled
985
390 g/kW.h at 350 kW
(0.640 lb/HP.hr at 469 Shp)
Power
OEI 30 sec
Ratings
OEI 2 min
OEI continuous
T/O 5 min
MCP
Cruise
889
857
857
794
774
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MAIN CHARACTERISTICS (4)
Rating limitations
Principle of limitations
The principle of limitations is based on one limit parameter :the gas generator rotation speed (N1 or Ng).
This speed is therefore the essential piloting parameter. It
must however be noted that the N1 indication is not theactual N1 but a calculated speed called "N1 biased".
The other parameters are kept within given limits by thecontrol system.
N1 limitations
The max N1 is automatically limited by the control systemwhich calculates the various limits according to inletparameters such as inlet air pressure P1, inlet air temperatureT1, torque Tq.
This allows max power to be available at any time whilelimiting torque and the engine thermal load.
This also reduces pilot work load.
Limit selection
The selected ratings are automatic
reference rating. Thus the calccorresponding to :
- OEI 30 sec (special law) +4.6 %
- OEI 2 min (T/O + 1.2 %)
- OEI continuous and AEO take-off
- AEO continuous (T/O - 2.2 %) : pand the corresponding "training ratin
An automatic overriding occurs in throtor speed, even in AEO configurat
- "Soft limit" slightly above take-odrop of NR speed
- "Blow away limit" for a further drpower increases to OEI 2 min pow
When these limits are reached, contraccording to NR speed (e.g. : 100 %
Indication of ratings
The DECU determines a N1 signal coof P0 and T1. This biased signal indicator which displays the N1 valu
k di t th i
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++
+
0
P0
P0
N1
T1
Tq
N1
T1
Torque
PRINCIPLE OF LIMITATIONS
N1 BIASEDINDICATION
FUEL FLOWCONTROL
DECU
SELECTION AND L
LIMIT SELECT
OEI AEO
AUTOMATIC OVE
Soft limit
Actual N1
Fuel flowN1
LIMITATIONS
N1 datum
N1 = f (T1) D N1 (P0)
DECU
N2
TETN1
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MAIN CHARACTERISTICS (5)
Engine operating envelopeThe engine is designed to operate within a given climaticenvelope.
The envelope is defined by :
- The atmospheric temperature T0
- The pressure altitude Zp
- And lines of standard atmosphere.
Flight envelope
The flight envelope is illustrated by the t0/Zp diagram andthe lines of standard atmosphere, with the max tropicalzone and the min arctic zone.
Starting and relight envelope
The starting and relight envelope is defined in the sameway, but it is also affected by the specifications of oil andfuel used, and sometimes by particular procedures.
LimitationsThe engine operates within various speeds, temperatures, pressures
Refer to corresponding chapters and
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6000 m(19680 ft)
4500 m(14760 ft)
+52 C(+125.6 F)
-500 m
(-1640 ft) -50 C(-58 F)
+(+1
-500 m
(-1640 ft) -50 C(-58 F)
ISA +37
0 0
MINARCTIC
PRESSURE
ALTITUDE Zp
TEMPERATURE
t0
PRESSURE
ALTITUDE Zp
Also function of ospecifications. Caupon particular pr
MAXTROPICAL
STANDARDATM
OSPHERE
MIN
ARCTIC
MAXT
ROPICAL
STANDARD
ATMOSPHERE
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DESIGN AND DEVELOPMENT (1)
Principles of designThe engine is designed to meet the aircraft propulsionrequirements and particularly for the new generation ofhelicopters.
The engine design is based on :
- An optimised thermodynamic cycle which gives high
performance
- Simple and reliable components giving a goodsupportability, and a good maintainability to reduce thecosts.
Engine development
The ARRIEL 2 engine is based on the research andexperience of other engines :
- First generation engines : ASTAZOU, ARTOUSTE andTURMO
- Second generation engines : ARRIEL, MAKILA.
The ARRIEL 2 is an evolution of the ARRIEL 1. Itbenefits from the experience gained and from improvementsin performance and cost.
Development steps- Launch : 1992
- First run : Dec. 92
- First flight : May 94
- Certification : Nov. 95 (JAA), Feb
- Entry into service : March 96.
Engine designation
ARRIEL - According to TURBOMEof a Pyrenean lake for the turboshaft
- 2 : Type
- S : Variant
- 1 : Version.
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ARRIEL 1650 - 700 Shp
ASTAZOU
500 - 1000 Shp
ARTOUSTE400 - 850 Shp
ENGINE DEVELO
ARRIEL 2
800 - 870 Shp
Optimisedthermodynamic cycle
Simple and reliablecomponents
SupportabilityMaintainability
Costreduction
Highperformance
STEPS
TIME
1996
Introductioninto
1994First flight
1992
PRINCIPLES OF DESIGN
ARRIEL lake
Engine design
Example : ARRIEL 2S1
ARRIEL : Name of a Pyrfor the turbos
2 : TypeS : Variant
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DESIGN AND DEVELOPMENT (2)
ApplicationThe ARRIEL 2S1 is designed for the SIKORSKY S76 C+.
Maintenance concept
The ARRIEL 2 is designed to provide a high availabilityrate with reduced maintenance costs.
The main aspects of the maintenance concept are thefollowing :
- Full modularity
- Good accessibility
- Reduced removal and installation times
- "On condition" monitoring
- High initial TBO
- Low cost of ownership :
Low production costs
Durability (TBO, defined and proven life limits)
High reliability Low fuel consumption.
Engine fleet status of ... / ... / ...- Number of ARRIEL 2 engines pro
- Number of ARRIEL 2 engines in o
- Operating hours :
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- Full modularity- Good accessibility
- Reduced removal and installation times- "On condition" monitoring
- High initial TBO- Low cost of ownership :
Low production costs Durability (TBO, defined and proven life limits) High reliability Low fuel consumption.
MAINTENANCE CONCEPT
ARRIEL 2 FLEET
- Engines pro
- Engines in s
- Total hours
SIKORSKY S 76 C+
ARRIEL 2S1 (x 2)
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3-ENGINE
- Engine ............................................................................ 3
- Axial compressor (72-00-32) ......................................... 3
- Centrifugal compressor (72-00-43) ............................. 3
- Combustion chamber (72-00-43) .................................. 3
- Gas generator turbine (72-00-43) ................................ 3- Power turbine (72-00-54) .............................................. 3
- Exhaust system (72-70-00) ............................................ 3
- Reduction gearbox (72-00-15) ...................................... 3
- Transmission shaft and accessory gearbox (72-00-61) 3
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ENGINE - GENERAL
Function
The engine transforms the energy contained in the fuel andin the air into mechanical power on a shaft.
Main characteristics
- Type : Free turbine with forward drive via an externalshaft
- Gas generator speed (N1) : 52110 RPM (100 %)
Direction of rotation : anti-clockwise
- Power turbine speed (N2) : 39095 RPM (100 %)
Direction of rotation : clockwise
- Output shaft speed : 6000 RPM (100 %)
Direction of rotation : clockwise.
Note :Direction of rotation given viewed from the rear.
2S1 : Rotor nominal speed : 107 %
Output shaft : 6409 RPM
Power turbine : 41832 RPM.
Main components
- Gas generator
Axial compressor
HP section- Centrifugal compressor- Annular combustion chamb- Single stage turbine
- Single stage power turbine
- Exhaust pipe
- Reduction gearbox
- Transmission shaft and accessory
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TRANSMISSIONSHAFT
ACCESSORYGEARBOX
Type :Free turbine
Gas generator (N1) :52110 RPM (100 %), ACW
Power turbine (N2) :
39095 RPM (100 %)41832 RPM (107 %), CW
Output shaft :6000 RPM (100 %)
6409 RPM (107 %) CW
TURBINECENTRIFUGAL
COMPRESSOR
POWERTURBINE
COMBUSTIONCHAMBER
AXIALCOMPRESSOR
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ENGINE - DESCRIPTION
Modular layout
The engine comprises 5 modules :
- Module M01 : Transmission shaft and accessory gearbox
- Module M02 : Axial compressor
- Module M03 : Gas generator HP section
- Module M04 : Power turbine
- Module M05 : Reduction gearbox.
Note 1 : A module is a sub-assemreplaced on-site (2nd line mcomplex tooling or adapta
Each module has an idenengine identification platehand side of the M01 prot
Note 2 : Some accessories are pmodule.
In this manual, those compin the chapters corresposystems.
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MODULE M02
Axial compressor
MODULE M03Gas generator
Hight pressure section
MODULE M04
Power turbine
MODULE M01
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ENGINE - OPERATION
The engine provides power by transforming the energy in
the air and fuel into mechanical energy on a shaft.
The process comprises compression, combustion,expansion and the transmission of the power.
Compression
The ambient air is compressed by an axial supercharging
compressor and a centrifugal compressor.
This phase is essentially characterised by the air flow(approx. 2.5 kg/s ; 5.5 lbs/sec.) the temperature increaseand the compression ratio (approx. 8.2).
Combustion
The compressed air is admitted into the combustionchamber, mixed with the fuel and burnt in a continuousprocess.
The air is divided into two flows :
- A primary flow for combustion
- A secondary flow for cooling the gas.
This phase is essentially characterised by the temperaturerise, flame temperature approx. 2500 C and turbine entrytemperature of approx. 1100 C, and a pressure drop ofb t 4 %
Expansion
- The gas expands in the gas geneextracts the energy required to driveaccessories (N1 speed : 52110 RP
- There is a further expansion in the extracts most of the remaining enershaft (N2 speed : 39095 RPM at 1
During this phase the pressure andgas drop, whilst the velocity incre
After the power turbine the gas is dvia the exhaust pipe, giving a sligh
Power transmission
The power is transmitted forward byand an external transmission shaft.
Note : The engine reference station
0 - Ambient air1 - Air intake2 - Axial compressor inlet
2.4 - Centrifugal compressor 3 - Centrifugal compressor 4 - Turbine inlet
4.5 - Gas generator turbine o
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1 4.5
160(23.2)
65(149)
820(118.9)
335(635)
1100(2012) 880
(1616)
300
(43.5)
670(1238)
800(116)
54
101,3(14.7)
15(59)
P kPa(PSI)
T C(F)
V
52110 RPM
(100 %)
108(15.7)
11 2 2.4 3
CompressorsCombustion
chamber Turbines Exhaust
POW
(poweby aand
fogive
Primary air
Gas
Secondary air
AIR FLOW2.5 kg/s
(5.5 lbs/s)
Residual thrust15 daN (33 lbs)
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AXIAL COMPRESSOR - GENERAL
FunctionThe axial compressor ensures a first stage of compressionto supercharge the centrifugal compressor.
Position
- At the front of the engine (the axial compressor assemblyforms the module M02).
Main characteristics
- Type : single stage axial compressor
- Air flow : 2.5 kg/sec (5.5 lbs/sec.)
- Rotation speed : N1 ; ACW.
Main components- Rotating components
Air inlet cone
Axial wheel, shaft, bearing ashaft
- Stationary components
Diffuser
Casing.
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WHEEL DIFFUSER
BEARING CASING
AIR INLETCONE
Type :
Single stage axial
Air flow :2.5 kg/s (5.5 lbs/sec.)
Rotation speed :N1, ACW
T i i M l
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AXIAL COMPRESSOR - DESCRIPTION
The axial compressor module (module M02) includes
rotating and stationary components.
Rotating components
The rotating assembly comprises the inlet cone, the axialwheel and the accessory drive gear.
The inlet cone, made of light alloy, is screwed into the front
of the shaft.
The compressor wheelis fitted to the shaft. It is a disc madeof titanium alloy with blades cut from the solid.
The shaftconnects the centrifugal compressor to the axialcompressor. The shaft is secured by a nut onto the tie-bolt.
This assemblyis supported by two bearings : a ball bearingat the rear of the axial compressor and a ball bearing in aflexible cage at the front of the centrifugal compressor.
The accessory driveconsists of a bevel gear on the shaftwhich drives a vertical drive shaft.
Stationary components
The stationary assembly includes tcasing.
The diffuser(diffuser-straightener) wehas two rows of steel stator vanes whpassage for the air.
The casing, made of steel, houses components. It has a front flange forair inlet duct and a rear flange for thmodule M03. The inner hub of the location for the bearings.
The casing has a boss for the mountinbleed valve.
The module identification plateis loccasing.
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SHAFT
DIFFUSER
INLETCONE
SHAFT
BEARING
CASING
ACCESSORY
DRIVE SHAFT
WHEEL
WHEEL
BEARING
DIFFUSER NUT
TIE-BOLT
Identification
plate
Identification
plate
T i i M l
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AXIAL COMPRESSOR - OPERATION
The axial compressor ensures a first stage of compression
in order to supercharge the centrifugal compressor.
Compressor air flow
The ambient air, admitted through the air intake duct andguided by the inlet cone, flows between the blades of theaxial compressor. The air is discharged rearwards with anincreased axial velocity.
The air then flows through the vanes of the diffuser. Dueto the divergent passage, the air velocity reduces and thepressure increases.
The flow is straightened by the stator vanes before beingadmitted, through an annular duct, to the centrifugalcompressor.
Note :In order to avoid compres
discharges overboard a certcertain operating conditioSYSTEM" chapter for furtcompressor bleed valve).
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ADMISSION
OF AMBIENT AIR
AIRTHROUG
B
SUPER
CENTRIF
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CENTRIFUGAL COMPRESSOR - GENERAL
FunctionThe compressor supplies the compressed air required forcombustion.
Supercharged by the axial compressor, it ensures thesecond stage of compression.
Position
- At the front of the module M03.
Main characteristics
- Type : centrifugal
- Air flow : 2.5 kg/s (5.5 lbs/sec.)
- Rotation speed N1 ; ACW.
Main components
- Rotating components (wheel, shaf
- Stationary components (diffusers,
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DIFFUSERS
CENTRIFUGAL
WHEEL
CASINGS
BEARING
Type :Centrifugal
Air flow :
2.5 kg/s (5.5 lbs/sec.)
Rotation speed :N1 ; ACW
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CENTRIFUGAL COMPRESSOR -DESCRIPTION
The centrifugal compressor assembly (part of moduleM03) includes rotating and stationary components.
Rotating components
The centrifugal wheel is the main rotating component.The wheel has blades which are cut from the solid in a disc
of titanium alloy.
The front part of the wheel connects to the axial compressorshaft. This shaft is supported by a ball bearing.
The rear part has a curvic-coupling for the mounting of thecentrifugal fuel injection wheel. The rotating componentsare secured by a central tie-bolt.
Stationary components
The stationary assembly includes thcasings.
The compressor front coveris mountcasing by means of a ring of bolts waxial compressor casing, the front co
assembly.
The external casing of the centrifbolted to the turbine casing. It is prbosses for air bleeds.
The diffuser assembly comprises th(radial stator vanes) and the second
stator vanes). The diffuser holder plbetween the compressor and the cominner hub supports a carbon seal and
The carbon sealis a floating ring seasteel holder and it runs on the forwinjection wheel.
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WHEEL
BEARING
1stSTAGE
DIFFUSER
2ndSTAGE
DIFFUSER
COMPRESSOR
FRONT COVER
CARBON
SEAL
TIE-BOLT
DIFFU
ASSEM
COMPRESSOR
FRONT COVER
EXTERNAL
CASING
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CENTRIFUGAL COMPRESSOR -OPERATION
The centrifugal compressor ensures the main stage ofcompression.
Compressor air flow
The air supplied by the axial compressor flows betweenthe blades of the centrifugal compressor. The air pressure
increases due to the divergent passage between the bladesand the air velocity increases due to the centrifugal flow.
The air leaves the tips of the blades at very high velocityand then flows through the first stage diffuser vanes wherethe velocity is transformed into pressure.
The air then passes through an elbow and the flow becomesaxial. In the second stage diffuser, the velocity is again
transformed into pressure. The air is then admitted into thecombustion chamber.
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SUPERCHARGING BY
THE AXIAL COMPRESSOR
COMPRESSION OF THE AIRIN THE DIFFUSERS
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COMBUSTION CHAMBER - GENERAL
FunctionThe combustion chamber forms an enclosure in which theair-fuel mixture is burnt.
Position
- Central section of the gas generator.
Main characteristics
- Type : annular with centrifugal fuel injection.
Main components- Outer part (front swirl plate and m
- Inner part (rear swirl plate and shr
- Fuel injection system
- Casing.
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OUTER PART
Front swirlplate
Mixer unit
Type :Annular with centrifugalfuel injection
Reap
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COMBUSTION CHAMBER - DESCRIPTION
The combustion chamber assembly (part of module M03)
includes the outer part, the inner part, the turbine casingand the fuel injection system.
Outer part
The outer part includes the front swirl plate and the mixerunit. The front swirl plateis provided with calibratedorifices for the passage of primary air ; it is secured to the
mixer unit with special rivets.
The mixer unitis provided with calibrated orifices for thepassage of dilution air ; it is bolted to the rear flange of theturbine casing.
Inner part
The inner part includes the rear swirl plate and the shroud.
The rear swirl plateis provided with calibrated orificesfor the passage of primary air.
The shroud, integral with the rear swirl plate surroundsthe shaft ; it is bolted to the turbine nozzle guide vane.
Note : The two parts are made of special alloy. Thecalibrated orifices are drilled using the electronbeam process
Turbine casing
The casing houses the combustion chaIt has various bosses and, particulacombustion chamber drain valve acasing.
Fuel injection system
The main fuel injection system inclunion, the radial fuel tube, the fuelcentrifugal injection wheel.
The injection wheel is mounted bcouplings between the compressor a(refer to "FUEL SYSTEM" chapter fthe fuel injection system).
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TURBINE
CASING
FRONT SWIRL
CENTRIFUGALINJECTION WHEEL
MIXER UNIT
FRONT SWIRL
PLATE
REAR SWIRL
PLATE
MIXER UNIT
SHROUD
FUEL INJECTION TURBINE
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g
COMBUSTION CHAMBER - OPERATION
The combustion chamber forms an enclosure in which the
fuel - air mixture is burnt.
Combustion chamber flow
In the combustion chamber, the compressed air is dividedinto two flows : a primary air flow mixed with the fuel forcombustion and a secondary air flow (or dilution air flow)for cooling of the burnt gases.
Primary air
One part flows through the orifices of the front swirl plate.
A second part flows through the hollow vanes of theturbine nozzle guide vane (cooling of the vanes) andthrough the orifices of the rear swirl plate.
The primary air is mixed with the fuel sprayed by theinjection wheel. The combustion occurs between the twoswirl plates. The flame temperature reaches approximately2500 C (4532 F).
Secondary air
The secondary air (or dilution air)orifices of the mixer unit. It is calibrstability, cooling of the burnt gasestemperature on the turbine.
Gas
The gas produced by the combustionturbine nozzle guide vane.
Operating parameters
The fuel-air ratio for combustion is athe total ratio is approximately 1/45.
The pressure drop in the comb
approximately 4 %.
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Fuel-primary air ratio :1/15
Total fuel-air ratio :
1/45
Pressure drop :
4 %
COMPRESSED
AIR
FUEL COMBUSTION
GAS FLTU
Primary air (combustion)Secondary air (cooling of
Burnt gas
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GAS GENERATOR TURBINE - GENERAL
FunctionThe turbine extracts sufficient energy from the gas flow todrive the compressors and the accessories.
Position
- At the rear of the gas generator.
Main characteristics
- Type : axial, single stage
- Turbine inlet temperature : 1100 C (2012 F)
- Rotation speed : N1 ; ACW.
Main components- Rotating components (wheel, shaf
- Stationary components (nozzle guidshield, casing).
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Type :
Axial, single stage
Turbine inlet temperature :
1100 C (2012 F)
Rotation speed :N1 ; ACW
SHAFT
NOZZLE
GUIDE VANE
CONTAINMENT
SHIELD
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GAS GENERATOR TURBINE - DESCRIPTION
The gas generator turbine assembly (part of module M03)
includes rotating components and stationary components.
Rotating components
The main rotating component is the turbine wheel.
The turbine wheelconsists of a disc and fir-tree mounted,single crystal blades.
At the front, the wheel is coupled by a curvic-coupling tothe turbine shaft . At the rear, the wheel is coupled to a shortextension shaft which is supported by a roller bearing.Rotating labyrinths provide sealing.
A tie-bolt secures the rotating assembly.
Stationary components
The main stationary components avane, the turbine shroud and the exh
The nozzle guide vaneincludes a rowis bolted to the combustion chamber containment shield.
The turbine shroud accommocomponents and the containment shienozzle guide vane and to the inner fcasing.
The outlet diffuser ensures the gas fgenerator and the power turbine. Its inlocation for the rear bearing. It also incturbine nozzle guide vane.
The power turbine containment soutlet diffuser is part of the module M
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NOZZLE GUIDE
VANE
TURBINESHROUD
TURBINE
WHEEL
OUTLETDIFFUSER
BEARING(roller)
REARSHAFT
TIE-BOLT
PT containment
shield
FRONT
SHAFT
TURBINEWHEEL
TURBINE NOZZLEGUIDE VANE
TURBINE
SHROUD
OUTLETDIFFUSER
PT containshiel
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GAS GENERATOR TURBINE - OPERATION
The gas generator turbine transforms the gas energy into
mechanical power to drive the compressors and variousaccessories.
The operation is characterized by the first phase ofexpansion.
Turbine gas flow
The burnt gas first flows through the nozzle guide vanes.The gas velocity increases due to the convergent passage.
The flow on the blades results in aerodynamic forceswhose resultant causes the rotation of the wheel.
The gas, still containing energy, is directed to the powerturbine.
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COMPRESSOR DRIVE
GAS FROM
THE COMBUSTIONCHAMBER
GAS FLOW IN THE NOZZLE GUIDE V
(convergent passage)
Nozzle
guide vane
Turbine
wheel
Rotation
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POWER TURBINE - GENERAL
FunctionThe turbine extracts the energy from the gas to drive thepower shaft through the reduction gearbox.
Position
- Between the gas generator and the reduction gearbox.
It forms the module M04.
Main characteristics
- Type : axial, single-stage
- Rotation speed : N2 ; CW.
Main components- Rotating components (wheel, shaf
- Stationary components (nozzle guidshield, casing).
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Type :
Axial, single stage
Rotation speed :N2 ; CW
NOZZLE
GUIDE VANE
WHEEL
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POWER TURBINE - DESCRIPTION
The power turbine assembly forms the module M04. It
includes rotating components and stationary components.
Rotating components
The main rotating component is the power turbine wheelwith its shaft.
The power turbine wheelincludes a disc (integral with
the shaft) and fir-tree mounted directionally solidifiedblades.
The shaft is supported by two bearings : a front ballbearing and a rear ball bearing.
The front bearing sealing is ensured by a pressurisedlabyrinth seal (pressurisation with compressor air directed
to the power turbine through an external pipe and innerducts).
The power is transmitted to the reduction gear by a muffcoupling.
Stationary components
The main stationary components arguide vane, the power turbine casihousing.
The nozzle guide vaneincludes a roof the module M03.
The power turbine casingengages and is retained by 3 screws. It is bolteshield together with the exhaust pipe. casing and an inner hub supported o
Two sealing ringsare used for sealinturbine casing and the power turbine
The bearing housing is installed in
casing. Its rear part is engaged in the rfork shaped steel plate prevents rearwpower turbine in case of overspeed reduction gearbox front cover.
The identification plateis located on
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IdeFRONTBEARING
REARBEARING
SHAFT
Muff
coupling
Labyrinth
seals
BEARING
HOUSING
POWER TURBINEWHEEL
CONTAINMENTSHIELD
BEARINGSUPPORT
POWER TUCASIN
LABYRINTHSEALS
POWER TURBINEWHEEL
DEFLECTOR
Sealingrings
Sealingrings
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POWER TURBINE - OPERATION
The power turbine transforms the gas energy into
mechanical power to drive the reduction gearbox.
The operation is characterised by the second phase ofexpansion.
Turbine flow
The gas supplied by the gas generator flows first through
the nozzle guide vane. In the nozzle guide vane, the gasvelocity increases due to the convergent passage.
The gas is directed onto the turbine wheel and the resultantof the aerodynamic forces on the blades causes the wheelto rotate. The gas is then expelled overboard through theexhaust pipe.
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R
Nozzle
guide vane
Turbine
wheel
Rotation
GAS FROM THEGAS GENERATOR
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EXHAUST SYSTEM
FunctionThe exhaust pipe continues the expansion phase andexpels the gas overboard.
Position
- Behind the power turbine, around the reduction gear.
Main characteristics
- Type : elliptical
- Non-modular part
- Gas temperature : 670 C (1238 F)
- Residual thrust : 15 daN (33 lbs).
Main components
- Exhaust pipe
- Heat shield.
Note : The exhaust pipe is considered to be an SRU (Shop
DescriptionThe exhaust pipe, which has an ellipfrom stainless steel. It is bolted to thpower turbine casing with the contai
A heat shield is fitted between the ereduction gearbox to protect the gearbheat.
The exhaust pipe has a drain at the b
Operation
Functionally it should be noted that contains a certain amount of energsmall residual thrust.
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EXHAUST
PIPE
EXHAUST GASRESIDUAL
THRUST
Type :
Elliptical
Non-modular part
Gas temperature :
670 C (1238 F)
Residual thrust :15 daN (33 lbs)
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REDUCTION GEARBOX - GENERAL
Function
The reduction gearbox provides a reduced speed outputand transmits the drive forwards.
Position
- At the rear of the engine
- It forms the module M05.
Main characteristics
- Type : 3 stage, helical gears
- Drive gear speed : N2
- Output gear speed : 6409 RPM at 107 % of N2.
Main components
- Drive gear
- Intermediate gear
- Output gear
- Casings.
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Type :3 stage, helical gears
Drive gear speed :
N2
Output gear speed :6409 RPM at 107 % of N2
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REDUCTION GEARBOX - DESCRIPTION -OPERATION
The reduction gearbox module mainly includes threegears contained in two half casings.
Drive gear
The drive gear is driven by the power turbine through amuff coupling. It is supported by two roller bearings.
Intermediate gear
It is a double helical type gear : one gear meshes with thedrive gear, the other one with the output gear. The rear partof the gear incorporates a sleeve wich provides a drive forthe oil cooler fan. The intermediate gear is supported bytwo roller bearings. A piston is fitted to the intermediategear with its head located in the gearbox front casing. It is
supplied with oil pressure to balance the load on the gear.
Output gear
It is a simple gear supported by a ball bearing at the frontand a roller bearing at the rear.
The hub is internally splined to receive the transmission
shaft. It rotates at 6409 RPM at 107 % of N2.
Note : The output gear is also used as a phonic wheel fordetection of power turbine rotation speed Refer to
Reduction gearbox casing
The gears are housed in a light alloy ccasings). A fork shaped steel plate is mface of the casing to prevent rearwapower turbine in the event of oversp
The module identification plate is locthe casing.
Operation of the reduction gear
The reduction gear provides a forwareduced speed.
The drive gear is directly driven by the(muff coupling drive). It transmits tintermediate gear. The rear shaft of tprovides a drive for the oil cooler fan
The intermediate gear drives the outputhe power drive at a speed of approxim107 % of N2), clockwise.
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DRIVE
GEAR
INTERMEDIATE
GEAR
Muff
coupling
FORK SHAPED
PLATE
FRONTCASING
FORK SHAPED
PLATE
IN
DRIVEGEAR
OUTP
GEA
N2
6409
RPM(107%)
Rear accessory
drive
FWD
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TRANSMISSION SHAFT AND ACCESSORYGEARBOX - GENERAL
Function
The shaft transmits the power to the front of the engine.
The accessory gearbox provides the drive for the engineaccessories.
Position
- Shaft beneath the engine
- Accessory gearbox at the front of the engine
- This assembly forms the module M01.
Main characteristics- Type of gears : bevel and spur gears.
Main components
- Transmission shaft
- Torquemeter reference shaft
- Power drive
- Accessory gear train
- Casings
- Power drive cover
- Front support yoke.
Note 1 : The alternator drive gear awheel for detection of the gaspeed. Refer to "MEAINDICATING SYSTEMS"details.
Note 2 : The transmission shaftorquemeter. Refer to "MEINDICATING SYSTEMS"d t il
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ACCE
TRA
CASINGS
POWER
DRIVE
MAGNETIC
CARBON SEAL
POWER DRIVECOVER
Type of gears :
Bevel and spur gears
FRONT SUPPORT
TRE
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TRANSMISSION SHAFT AND ACCESSORYGEARBOX - DESCRIPTION (1)
The module M01 comprises mainly the output shaftprotecting tube, the accessory gearbox and the enginefront support. It is this module which provides the rigidityof the engine.
At the rear of the protecting tube is the flange for attachmentto module M05.
The accessory gearbox is provided with mounting flangesfor various accessories.
The engine front mounting yoke is bolted to the lower partof the accessory gearbox front face.
Just above the yoke is the output drive shaft which isprovided with a stainless steel cover which is also boltedto the front face of the gearbox.
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MMOU
Engineidentification
plate
ACCESSORYGEARBOX
PROTECTINGTUBE
FRONT SUPPORTYOKE
OUTPUT SHAFTFLANGE
ACCESSORYDRIVE SHAFT
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TRANSMISSION SHAFT AND ACCESSORYGEARBOX - DESCRIPTION (2)
Transmission shaft
The shaft assembly takes the drive from the reduction gearto the accessory gearbox. The shaft itself is located in aprotecting tube bolted to the reduction gearbox at the rearand to the accessory gearbox at the front. The front of theshaft is supported by a ball bearing. The power drive flangeis mounted on the shaft splines. Sealing of the oil whichlubricates the bearing is ensured by a carbon seal.
Three oil pipes are located in the protecting tube.
Accessory gearbox
The gearbox assembly includes a traia light alloy casing. The gearbox is inscompressor by means of four bolts.
The front face of the gearbox accommdrives :
- Starter-generator
- Fuel pumps
- and main output drive.
The rear face of the box accommodrives :
- Oil pumps
- Alternator.
The engine front support casing is inface of the gearbox.
The module identification plate is locatube right hand side.
Th i id tifi ti l t i l
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PROTEC
TUB
OIL AND FUELPUMP DRIVE
GEAR
FRONT SUPPORT
ATTACHMENT
ALTERNATORDRIVE GEAR
OIL AND FUEL
PUMP DRIVEGEAR
ACCESSORY
DRIVE SHAFT
FRONT
CASING
STARTER-GENERATORDRIVE GEAR
C
ALTERNATORDRIVE GEAR
TRANSMISSIONSHAFT
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TRANSMISSION SHAFT AND ACCESSORYGEARBOX - DESCRIPTION (3)
Sealing of drives
Sealing of the various drives is ensured by seals fittedeither in the support casing or in the accessory.
Transmission shaft
This is ensured by a magnetic carbon seal fitted in theaccessory gearbox front casing.
Starter-generator drive
A magnetic carbon seal is fitted in a support on the gearboxfront casing.
Centrifugal breather gear (rear half of the starter/
generator gear)
Sealed by a magnetic carbon seal mounted in a support onthe rear face of the gearbox.
Note 1 : Fuel pump drive
Seals fitted in the fuel pumpSYSTEM")
Note 2 : Alternator drive
No seal on the drive shaft. is sealed by an O'ring on (see "ELECTRICAL SYST
Note 3 : Oil pump drive
No seal on the drive shaft. Athe mounting flange (see "
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MAGCARB
Shaft anddrive flange
Seal carrier
plate
STARTER-GENERATORDRIVE MAGNETIC
CARBON SEAL
CENTRIFUGAL BREATHERMAGNETIC CARBON SEAL
Accessory gearboxfront casing
Accessory gearboxrear casing
A
Seal carrierplate
Seal carrierplate
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TRANSMISSION SHAFT AND ACCESSORYGEARBOX - OPERATION
The operation is considered during engine starting and innormal running.
Operation during engine starting
During starting, the starter motor drives the accessorygearbox and thus the gas generator rotating assembly.
The compressors supply air to the combustion chamberand the starting sequence continues.
Operation in normal running
The gas generator drives the accessothe bevel gear located between the athe centrifugal compressor.
At self-sustaining speed (approximelectrical supply to the starter motor
The starter motor is then mechaniengine and operates as a generator toto the aircraft electrical system.
The following accessories are driven
- Starter-generator
- Fuel pumps
- Oil pumps
- Alternator / phonic wheel.
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OPERATION DURING
STARTER(electric motor)
DC GENERATOR
FWD
OPERATION IN NORMA
ACCESSORIES(fuel pumps,
oil pumps, alternator,
phonic wheel)
FWD
DRIVE OF THE
GAS GENERATOR(through the
accessory gearbox)(b
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BEARINGS
The carefully balanced rotating assemblies are supported
by the bearings shown in the diagram below.
Location and type of bearings
Gas generator
- Axial compressor rear bearing (G1) : Ball bearing
- Centrifugal compressor front bearing (G2) : Ball bearing
- Gas generator rear bearing (G3) : Roller bearing.
Power turbine
- Power turbine rear bearing (PT1) : Ball bearing
- Power turbine rear bearing (PT2): Ball bearing.
Reduction gearbox- Drive gear front bearing (R1) : Roller bearing
- Drive gear rear bearing (R2) : Roller bearing
- Intermediate gear front bearing (R3) : Roller bearing
- Intermediate gear rear bearing (R4) : Roller bearing
- Output gear front bearing (R5) : Ba
- Output gear rear bearing (R6) : Ro
Transmission shaft
- Transmission shaft front bearing (T
Accessory drive
- Various accessory drive gears : Bal
Sealing
Gas generator and power turbine bepressurized labyrinths, which are provdeposits.
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R5 R6T1
R3
R4
G1 G3 PT1 PT2 R1 R2G2
Sealing :Gas generator and power turbine bearinby pressurized labyrinths, which are pr
abradable deposits
G : GasPT : Pow
R : RedT : Tra
Note : The various accessory drive gears are supportedby ball bearings
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a g a ua
4-OIL SYSTEM- Oil system (79-00-00) ..................................................... 4
- Oil tank .......................................................................... 4
- Oil pumps (79-24-00) .................................................... 4
- Oil valve assembly (79-25-00) ....................................... 4- Oil filter (72-61-00) ........................................................ 4
- Filter pre-blockage indicator (72-61-00)...................... 4
- Oil cooler ....................................................................... 4
- Centrifugal breather (79-00-00) ................................... 4- Electrical magnetic plug (79-38-00) ............................. 4
- Mechanical magnetic plugs (72-15-00) and (72-61-00) 4
- Strainers (72-61-00) ....................................................... 4
- Low oil pressure switch (79-31-00) .............................. 4Oil pressure transmitter 4
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OIL SYSTEM - GENERAL
Function
The oil system ensures lubrication and cooling of theengine.
Position
All the components are fitted on the engine except the tank
and cooler.
Main characteristics
- System type : variable pressure, full flow, dry sump,synthetic oil
- Max oil temperature : 115 C (239 F)
- Min oil pressure : 130 kPa (18.85 PSIG)
- Max oil pressure : 1000 kPa (145 PSIG)
- Max oil consumption : 0.2 l/h.
Lubrication requirements
Lubrication is required for the follow
- Gas generator front bearings
Axial compressor bearing
Centrifugal compressor bearin
Accessory drive bearings
- Gas generator rear bearing
- Power turbine bearings
- Reduction gearbox
- Accessory gearbox.
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g
Type :Variable pressure, full flow,
dry sump, synthetic oil
Max temperature :115 C (239 F)
Min pressure :130 kPa (18.85 PSIG)
Max pressure :
1000 kPa (145 PSIG)
Max consumption :0,2 l/h
Frontbearings
Rearbearing
Frontbearing
POWER TUGAS GENERATOR
Bearings Gears Bearings
OIL SYSTEM
ENGINE
LUBRICATION
ENGINE
COOLING
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OIL SYSTEM - DESCRIPTION
The system contains all the components necessary for
engine lubrication : tank, pumps, filter, cooler, breatherand indicating devices.
Oil tank
The oil tank contains the volume of oil required to lubricatethe engine. It is supplied by the aircraft manufacturer.
Oil pumps
The oil pump unit contains one pressure pump and threescavenge pumps. The gerotor type pumps are driven by theaccessory gearbox. The pressure pump is equipped with apressure relief valve and a check valve at its outlet.
Oil valve assemblyThe oil valve assembly houses a check valve, an electricalmagnetic plug and the strainer for the gas generator rearbearing.
Oil filter
The oil filter retains any particles which may be present inthe oil. It is provided with a by-pass valve and a pre-blockage indicator. It also forms a heat exchanger with the
Scavenge strainers
The scavenge strainers protect the scdebris in the system.
Magnetic plugs
Mechanical magnetic plugs are fittscavenge pumps. An electrical mag
the scavenge outlet.
Oil cooler
The air cooled oil cooler cools the oilaircraft manufacturer.
Centrifugal breatherThe centrifugal breather separates thmist and vents the system.
Indicating devices
- Temperature probe (aircraft manu
- Low oil pressure switch
- Oil pressure transmitter (aircraft m
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g
ENGINEAIRFRAME
Pressurerelief valve
Pre-blockageindicator
Low oilpressure switch
Oil pressuretransmitter
MAGNETICPLUG
MAGNEPLU
COOLER
TANK
Temperatureprobe
Checkvalve
FILTER
By-passvalve
PRESSUREPUMP
FUEL-OIL HEATEXCHANGER
CENTRIFUGALBREATHER
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OIL SYSTEM - OPERATION
The main functions of the oil system are : supply, scavenge,
breathing and indicating.
Supply
The pressure pump draws the oil from the tank andsupplies the system. A pressure relief valve limits maximumpressure by returning oil to the pump inlet.
The oil is then delivered through a check valve, the oilfilter and restrictors to the engine sections which requirelubrication :
- Gas generator front bearings
- Gas generator rear bearing
- Power turbine bearings
- Reduction gearbox
- Accessory gearbox (supply upstream of the calibratedorifice).
The oil is sprayed by jets onto the parts to be lubricated. Italso supplies a squeeze film for the gas generator rearbearing and the power turbine front bearing.
Scavenge
After lubrication, the oil falls by gravthe sumps. The oil is then immediatelscavenge pumps and returned to the tvalve and the oil cooler (dry sump sy
The strainers protect the scavenge particles which may be held in the oilretain magnetic particles which may
Breathing
The oil mist which results from lubrthe accessory gearbox, where the oil iair by a centrifugal breather which v
Indicating
The system ensures the following intemperature, low pressure, electricafilter pre-blockage.
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Indication STRAINERS SUPPLYSUCTION
ENGINEAIRFRAME
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OIL TANK
Function
The tank contains the oil required for engine lubrication.
Position
- On the aircraft : it is installed with the oil cooler abovethe plenum chamber, between the main gearbox and thefront firewall. It is supplied by the aircraft manufacturer.
Main characteristics
- Aircraft manufacturer supply.
Main components
- Filler cap
- Temperature probe
- Unions (supply, return and vent).
Note :Refer to the aircraft manuaand operation.
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AIRCRAFT MANUFACTURER
SUPPLY
TE
FILLER
CAP
From
oil cooler
Air vent(to exhaust pipe)
To pressure
pump
Air vent(to exhaust pipe)
Fromoil cooler
TANK
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OIL PUMPS - GENERAL - DESCRIPTION
Function
The oil pumps ensure oil circulation.
Position
- In the system: on engine oil system inlet and outlet.
- On the engine: the pump unit is mounted by bolts on therear face of the accessory gearbox.
Main characteristics
- Type : gerotor
- Quantity : 4
- Pressure relief valve setting : 1500 kPa (217.5 PSI)
- Check valve.
Description
The pump unit comprises a body co(one pressure pump with pressurescavenge pumps).
The four pumps are driven by meanconnected to the accessory drive (N1
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Type :
Gerotor
Quantity :4
Pressure reliefvalve setting :
1500 kPa (217.5 PSI)
Check valve
DRIVE
SHAFT
PUMP
UNIT
PRESSUREPUMP
Fromoil tank
Tooil cooler
Checkvalve
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OIL PUMPS - OPERATION
Operating principle of a gerotor pump
A gerotor pump is a pump which comprises an inner rotordriving an outer rotor.
The inner rotor is eccentric to the outer rotor and has oneless lobe than the outer rotor has spaces.
Because of the eccentricity, the size of the chambers
formed between the two rotors varies with rotation.
Thus the oil is drawn in as the low pressure chamber sizeis increasing and is forced out under pressure as the highpressure chamber size decreases.
The process is continuous for each chamber, ensuring asmooth, positive flow.
Operation of the pressure pump
The pressure pump draws the oil from the tank and forcesit out under pressure in the supply circuit.
The whole pump flow is used (full flow ; pressure isfunction of the rotation speed, oil viscosity and oiltemperature).
Pressure relief valve operation
If the oil pressure exceeds the valve seand allows the oil to return t