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ARRIEL CRRIEL CTURBOSHAFT
ENGINE
Training manualSeptember 2001
Ref.: X 292 M1 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 2C Turboshaft engine for training purposes
It will not be updated, and if required, modifications included in a new issue.
TURBOMECA T
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Training Manual
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 limitatioprocedures
13 - Various aspects of m
14 - Maintenance proce
15 - Trouble shooting16 - Checking of knowl
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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
3 - ENGINE
- Engine .....................................
- Axial compressor .....................
- 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....................................
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TABLE OF CONTENTS(CONTINUED)4 - OIL SYSTEM (CONTINUED)
- Electrical magnetic plug................ 4.26
- Mechanical magnetic plugs ........... 4.28
- Strainers ........................................ 4.30
- Low oil pressure switch ................ 4.32
- 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 pumps ............................
Start purge valve....................
Metering unit .........................
- Fuel filter..................................
- Fuel filter pre-blockage pressur
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
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TABLE OF CONTENTS(CONTINUED)7 - CONTROL SYSTEM (CONTINUED)
Indication and monitoring ............... 7.34
- Fault tolerance tables .................. 7.40
- Engine Electronic Control Unit ......... 7.48 General ............................................ 7.48
Functional description ..................... 7.50 to 7.53
8 - MEASUREMENT AND INDICATINGSYSTEMS
- Measurement and indicating systems 8.2
-Speed measurement andindicating system .................................. 8.4
- N1 speed sensors ................................ 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
9 - STARTING
- Starting system.........................
- 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
- Air intake and exhaust system .
- Engine system interfaces .........- Fire detection ...........................
12 - OPERATING LIMITATIO
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15 - TROUBLE SHOOTING
- General .....................................
- Trouble shooting ......................
16 - CHECKING OF KNOWLE
- Introduction..............................
- Questionnaire 1 .......................
- Questionnaire 2 .......................
- Questionnaire 3 .......................
- Questionnaire 4 ........................
OBSERVATIONS .......................
This training manual is established toments and takes into consideration, to104 specifications.
This document has 438 pages. It wdesktop publishing system.
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
- 1stline (O level) .................................. 14.2
- 2ndline (I level) .................................. 14.8
- 3rdline (H level) ................................. 14.10
- 4thline (D level) ................................. 14.12 to 14.13
TABLE OF CONTENTS(CONTINUED)
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Ec .................. Kinetic energy
EECU............ Engine Electronic Con
EGT .............. Exhaust Gas Tempera
FAA .............. Federal Aviation Agen
FADEC ......... Full Authority Digital
FAU .............. Fault Annunciator Un
FMU ............. Fuel Metering Unit
FOD .............. Foreign Object Damagft .................... Feet
FWD ............. 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
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
C ................... Torquecc/h ............... Cubic centimetres per hour
CFT ............... Frequency/Voltage Converter
CH................. Fuel consumption
cSt ................. Centistoke
CW................ Clockwise
CWP ............. Central Warning Panel
daN ............... DecaNewton
dB ................. Decibel
DC................. Direct Current
DDR.............. DECU Digital Read-out
LIST OF ABBREVIATION
The abbreviations / symbols shown below may be used during training :
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LIST OF ABBREVIATION(CONTINUED)
ILS ................ Integrated Logistic Support
ISA................ International Standard AtmosphereISV................ 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 ............. Maximum
MCP.............. Max Continuous PowerMCQ ............. Multi Choice Questionnaire
MGB ............. Main gearbox
MHz Mega Hertz
mP................. Micro-processor
MTBF ........... Mean Time Between FMTBUR ........ 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 Random
NR................. Rotor rotation speed
O/S ................ Overspeed
OEI ............... One Engine Inoperativ
P .................... Pressure
P3 .................. Compressor outlet pre
PH ................. Oil pressure
POS............... PositionPPM .............. Parts per million
PSI ................ Pounds per Square Inc
PSIA Pounds per Square Inc
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LIST OF ABBREVIATION(CONTINUED)
PT ................. Power TurbineQ ................... Fuel flow
RAM ............. Random Access Memory
ROM ............. Read Only Memory
RPM.............. Revolutions Per Minute
RTD .............. Resistive Temperature Device
SFC ............... Specific Fuel Consumption
Shp ................ Shaft horse powerSI................... International System
SRU .............. Shop Replaceable Unit
t ..................... Time
T/O................ Take-Off
TBO .............. Time Between Overhauls
TET ............... Turbine Entry Temperature
TM ................ Turbomeca
t ................... Temperature
t4 ................. Gas temperature
tH................. Oil temperature
VDC.............. Volt, Direct CurrentW .................. Power
XCP .............. Collective Pitch Signa
XMV ............. Metering needle posit
XTL .............. Throttle position signa
Z.................... Altitude
Zp.................. Pressure altitude
C .................. Degrees CelsiusF .................. Degrees Fahrenheit
K.................. Degrees Kelvin
.................... Positive or negative (t
................... 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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Training Manual
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 trainingThe 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, ComputerAided Presentation (or overhead projection), multimedia
courseware 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 ......... training.centre@turb
The training centre is organized intraining demands (administratiinstructors).
Training sites
Training courses are also conducteapproved training centres and on site
- by a TURBOMECA qualified in
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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 processThe 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 methodThe 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 Manual
TRAINING AIDS
Training manualThe 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 differentlevels 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 coursewareInteractive 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 i
must be considered for traini
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COMPUTER AIDED PRE
OR OVERHEAD PRO
TRAINING MANUAL
Note : The
information 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 troubleshooting).
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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- Engine systems (continued)
- Main aspects of maintenance
- Revision - Checking of knowledge
FIRST DAY
SECOND DAY
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 :
- 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 maintenancediagnose operating failures.
Programme :
FIRST DAY
SECOND DAY
THIRD DAY
FOURTH DAY
FIFTH DAY
- Introduction - General
- Engine presentation - Engine description - Oil system
- Measurement and indicating systems - Starting
- Electrical system - Engine installation
- Operating limitations and procedures - Various aspects of
- Maintenance procedures - Trouble shooting
- Visits - Revision
Examination Miscellaneous questions
- Air system - Fuel system - Control system
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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
- Removal of modules
- Inspection and check of modules
- Installation of modules
- Inspection and checks after installation
FIRST DAY
SECOND 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 :
4thLINE 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
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POWER PLANT - GENERAL
FunctionThe power plant provides power by transforming theenergy contained in the air and fuel into shaft power.
Main characteristics
- Type : Free turbine turboshaft engine, with forward
power drive, external power transmission shaft
- Concept : Modular
- Take-off power : (engine installed) : 531 kW (712 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 Engine Electronic Control Unit andcorresponding electrical harness.
Main components- Turboshaft engine with its equipm
- Engine Electronic Control Unit (E
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ENGINE ELECTRONICCONTROL UNIT
Take off power :
(engine installed)531 kW (712 Shp)
Specific fuel consumption :390 g/kW.h at 350 kW
POWER PLANT
POWER
- Free turbine type
- Modular- Mass : 130 kg (286 lbs)
6000 RPM at 100 %
AIRAIRGA
FUEL
GA
FUEL
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POWER PLANT - ENGINE 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 protection
the reduction gearbox to the acces
Accessory gearbox
- Gearbox containing the accessory drdriven by the gas generator) and th
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GAS GENERATOR
Axialcompressor
Centrifugalcompressor
Combustionchamber
Turbine
POWERTURBINE
TRANSMISSION
Accessory
drive train
Main powerdrive
ACCESSORYGEARBOX
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POWER PLANT - ENGINE SYSTEMS -DESCRIPTION
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 press
indications. Monitoring system.
Starting
Cranking by an electric starter. Ignitignition unit. Automatic start coback-up.
Electrical system
Starting system. Control system. Indicawith three connectors.
Engine installation
- Interfaces designed for quick rem
of the engine- Front and rear supports. Lifting rin
- Miscellaneousequipment(air intak
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OIL SYSTEM
AIR SYSTEM
FUEL SY
HAND
ENGINE INDICATINGSTARTING
ELECTRICAL SYSTEM
ENGINE INSTALLATION C
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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
- End of expansion and 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
Engine Electronic Control Unit
- Control and monitoring of the eng
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GAS GENERATOR
Compression Combustion Expansion
POWER TURBINE AND E
REDTRANSMISSION SHAFT
ACCESSORY
GEARBOX
Expansion
Driv
AIRINLET
Accessory
drive
Powerdrive
FUEL
ENGINE ELECTRONICCONTROL UNIT
Forward power transmission
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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
- The rotation speed N1 of the gas generator
Power turbine
The power turbine operation is defbetween the power received from the gtorque applied on the shaft, that is trotation speed N2.
OperationThe 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 torque
angular velocity
- 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
G
P
W = C .
= 2 N60
G(air mass flow)
N1(rotation speed)
(constant,
(sha
Q(fuel flow)
TET(turbine entry
temperature)
P3, t3(compressor outlet
pressure and temperature)
Ec(kineticenergy)
(sha
GAS GENERATOR POWER TURBINE
ENGINE
PARAMETE
P3/P0
Maxt
orqu
eIsospeeds
N1
P W d d N1 N2 : CompressionT f ti f N2
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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 aacceleration control N1/t)
- 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 ROTOR
82 %
TAIL ROTOR10 %
POWER TRANSMISSION TWIN ENGINE CONFIGUR
MAIN GEARBOX
MAIN ROTOR
W - Power
Max torque
NR
N1, N2, TET, N1/t
ENGINE
100 %
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)
- Engine Electronic 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)
- Engine Electronic Control Unit : Length : 300 mm (11.7 inches)
Width : 200 mm (7.8 inches)
Height : 80 mm (3 inches).
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465.5 mm(18.2 inches)
609
mm
(23.8
inches)
1166 mm(45.5 inches)
80m
m
(3inc
hes)
300mm
(11.7
inch
es)
200mm
(7.8inches)
(dry with specific equ
130 kg (286 lb
POWER PLANT M
ENGINE ELECTRONIC CONT
4.2 kg (9.24 lb
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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 : 531 kW (712 Shp) ; max ratingwhich can be used during take-off. This rating has alimited duration (5 minutes continuous)
Max continuous power : rating which can be used
without time limitation (this does not imply that it is
used permanently)
- OEI ratings (One Engine Inoperative) : Max contingency power : rating which can be used in
the case of one engine failure during take-off or
landing. This rating is usually limited to a period of
continuous operation :
- OEI 30 sec ; (704 kW / 943 Shp)
- OEI 2 min
Intermediate contingency power : rating which canbe used in the case of one engine failure in flight. This
rating is usually limited to 30 minutes or continuous
- Training ratings : Training OEI 30 sec
Training OEI 2 min
Training OEI continuous.
Note 1 : Use of the OEI 30 sec ratinrequires certain maintenancarried out.
Note 2 : Use of the OEI 2 minutestime, 10 minutes max.
Note 3 : The power indicated cfollowing configuration : etorque in the correspondin
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N1
O.E.I.
RATINGS
A.E.O.
RATINGS
O.E.I
TRAINING RA
MTOP (5 min)
Continuous
Continuous
Training OEI30 sec
Training OEI
2 min
Note : The power indicated corresponds to the following configuration : engine insta
max torque in the corresponding rating
OEI30 sec
OEI
2 min704 kW
531 kW MCP
ICP
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MAIN CHARACTERISTICS (3)
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. Itmust however be noted that the N1 indication is not theactual N1 but a calculated speed called N1.
The other parameters are kept within given limits by thecontrol system.
N1 limitations
The max N1 is automatically limited by the control system
which calculates the various limits according to inletparameters such as inlet air pressure P0, inlet air temperaturet0 and torque Tq.
This allows max power to be available at any time whilelimiting torque and the engine thermal load, and it alsoreduces the pilot's work load.
Selection of limitsIn AEO situation, the max take-off p
In the event of an engine failurautomatically has OEI 30 sec. powercan select with a button between 30 continuous. Max continuous power pilot's action on the collective lever.
The N1 limit ratings are as follows (
- OEI 30 sec (special law ; T/O +
- OEI 2 min (T/O + 1.2 %)
- OEI continuous and AEO take-off
- AEO continuous (T/O - 2.2 %) : p
and the corresponding "training ratin
An automatic overriding occurs in throtor speed, in AEO configuration certain limit the OEI 2 min. rating beavailable.
Indication of ratings
The EECU determines an N1 signal coof P0 and t0. This signal is transmi
hi h di l th N1 l i l
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N1
P0
t0
TETN1
N2
AEOEI
OEI 2 min LO
OEI 30 sec HI
OEICont. MCP
Manualselection
Normalmode
Trainingmode
EECUENGINE
COCKPIT
AEOOEI
OEI 2 min
"LO"
OEI 30 sec
"HI"
OEI
Cont.MCP
Manual
selection
Normal
mode
Training
mode
Pilot's choice
PRINCIPLE OF LIMITATIONS
N1INDICATION
FUEL FLOWCONTROL
EECU
INDICATION O
EECUTorque
Note 1 : The AEO stop can be overriden
rating in the event of a loss of N
Note 2 : The stops are de-rated in "Traini
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MAIN CHARACTERISTICS (4)
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 tropical
zone 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.
Note : The engine operates within vrotation speeds, temperature
Refer to corresponding chpublications.
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6100 m
(20000 ft)
+50 C(+122 F)
-610 m
(-2000 ft)-50 C
(-58 F)+
(+
-610 m
(-2000 ft)-50 C
(-58 F)
ISA +37
0 0
PRESSUREALTITUDE Zp
TEMPERATURE
t0
6100 m
(20000 ft)
PRESSUREALTITUDE Zp
Function of oil and fuel specific
Can also depend upon particul
MAXTROPICA
L
STANDARDAT
MOSPHERE
ARCTIC
MIN
MAXTRO
PICAL
STANDARDATMOSP
HERE
ARCTIC
MIN
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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. It
benefits from the experience gained and from improvementsin performance and cost.
Development steps- Launch ARRIEL 2 : 1992
- First flight : 1997
- Introduction into service : 1998.
Engine designation
ARRIEL - According to Turbomeca Pyrenean lake for the turboshaft eng
- 2 : Type
- C : Variant
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Engine design
Optimisedthermodynamic cycle
Simple and reliablecomponents
SupportabilityMaintainability
Costreduction
Highperformance
STEPS
TIME
1998Introduction
intoservice1997
First flight
1992
ENGINE DEVELOP
PRINCIPLES OF DESIGN
Example : ARRIEL 2C
ARRIEL : Name of a Pyfor the turbos
2 : TypeC : Variant
ARRIEL lake
ARRIEL 1
650 - 700 Shp 1
ASTAZOU500 - 1000 Shp
ARTOUSTE
400 - 850 Shp
ARRIEL 2
800 - 870 Shp
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DESIGN AND DEVELOPMENT (2)
ApplicationThe ARRIEL 2C is presently intended for theDOLPHIN N3 but other applications can be expected.
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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SA 365 N
ARRIEL 2C(x 2)
DOLPHIN N3
MAINTENANCE CONCEPT
ARRIEL 2 FLEET S
- Engines produ
- Engines in ser
- Total hours
- 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.
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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
B i 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.
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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Type :Free turbine
Gas generator (N1) :
52110 RPM (100 %), ACW
Power turbine (N2) :39095 RPM (100 %), CW
Output shaft :6000 RPM (100 %), CW
TRANSMISSIONSHAFT
ACCESSORYGEARBOX
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
high pressure section
MODULE M04
Power turbine
MODULE M01
Transmission shaft
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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 and tedrop, whilst the velocity increases.
After the power turbine the gas is divia the exhaust pipe, giving a slight
Power transmission
The power is transmitted forward byand an external transmission shaft.
Note : The engine reference station
0 - Ambient air
1 - Air intake
2 - Axial compressor inlet
2.4 - Centrifugal compressor3 - Centrifugal compressor
4 - Turbine inlet
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11 2 2.4 3
160(23.2)
65(149)
820(118.9)
335(635)
1100(2012) 880
(1616)
300
(43.5)
670(1238)
108(15.7)
800(116)
54
101.3(14.7)
15(59)
P kPa(PSI)
t C(F)
V
4.5
Compressors
Combustionchamber Turbines Exhaust
fo
giv
Primary air
Gas
Secondary air
52110 RPM
(100 %)
AIR FLOW2.5 kg/s
(5.5 lbs/s)
Residual thrust
15 daN (33 lbs)
POW(powe
by aand
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AXIAL COMPRESSOR - GENERAL
Function
The axial compressor ensures a first stage of compressionto supercharge the centrifugal compressor.
Position
- At the front of the engine (the axial compressor assembly
forms 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 INLET
CONE
Type :Single stage axial
Air flow :2.5 kg/s (5.5 lbs/sec.)
Rotation speed :N1 ; ACW
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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 bearing
at 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
INLETCONE
SHAFT
CASING
ACCESSORYDRIVE SHAFT
WHEEL
WHEEL
BEARING
DIFFUSER
Identificationplate
BEARING
Identification
plate
DIFFUSER NUT
TIE-BOLT
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 is transformedinto pressure.
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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ADMISSIONOF AMBIENT AIR
COMPRESSION ANDSTRAIGHTENING OF THE AIR
AI
THROUGB
SUPERCENTRIFACCELERATION
T i i M l
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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
CENTRIFUGALWHEEL
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 discof 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 tcasings.
The compressor front coveris mouncasing by means of a ring of bolts waxial compressor casing, the front co
assembly.
The external casing of the centribolted to the turbine casing. It is prbosses for air bleeds.
The diffuser assembly comprises th(radial stator vanes) and the secondstator vanes). The diffuser holder plbetween the compressor and the cominner hub supports a carbon seal and
The carbon sealis a floating ring sesteel holder and it runs on the forwinjection wheel.
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WHEEL
BEARING
1stSTAGE
DIFFUSER
2ndSTAGE
DIFFUSER
COMPRESSOR
FRONT COVER
CARBONSEAL
TIE-BOLT
DIFFUS
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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ACCELERATION ANDCOMPRESSION OF THE AIR
SUPERCHARGING BYTHE AXIAL COMPRESSOR
COMPRESSION OF THE AIRIN THE DIFFUSERS
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COMBUSTION CHAMBER - GENERAL
Function
The 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 swirl
plate
Mixer unit
Type :Annular with centrifugal
fuel injection
Rear
pla
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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 orifices forthe passage of primary air.
The shroud, integral with the rear swirl plate surrounds theshaft ; 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 turbine casing houses the combthe turbine. It has various bosses and,for the combustion chamber drain vathe casing.
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
cha
MIXER UNIT
FRONT SWIRL
PLATEREAR SWIRL
PLATE
MIXER UNIT
SHROUD
FUEL INJECTION TURBINE
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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 combustioapproximately 1/15 ; the total ratio is
The pressure drop in the comb
approximately 4 %.
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COMPRESSEDAIR
FUEL COMBUSTION
GAS FL
TU
Primary air (combustion)
Secondary air (cooling of
Burnt gas
Fuel-primary air ratio :1/15
Total fuel-air ratio :1/45
Pressure drop :4 %
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g
GAS GENERATOR TURBINE - GENERAL
Function
The 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
NOZZLEGUIDE VANE
CONTAINMENTSHIELD
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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 stubshaft.
The rear part is supported by a roller bearing. Rotatinglabyrinths 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 row bolted to the combustion chamber icontainment shield.
The turbine shroudaccommodates theand the containment shield. It is boltevane and to the inner flange of the tu
The outlet diffuser ensures the gas flgenerator and the power turbine. Its inlocation for the rear bearing. It also incturbine nozzle guide vane.
The power turbine containment shielddiffuser is part of the module M03.
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NOZZLE GUIDE
VANE
TURBINESHROUD
TURBINE
WHEEL
OUTLETDIFFUSER
BEARING
(roller)
STUBSHAFT
TIE-BOLT
TURBINE
SHAFT
TURBINEWHEEL
TURBINE NOZZLEGUIDE VANE
TURBINE
SHROUD
OUTLETDIFFUSER
PT containshield
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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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COMPRESSORDRIVE
GAS FROM THE
COMBUSTION CHAMBER
N
Nozzle
guide vane
Turbine
wheel
Rotation
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POWER TURBINE - GENERAL
Function
The 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
NOZZLEGUIDE 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 pressurizedlabyrinth 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 inand 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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Ident
p
FRONT
BEARINGREAR
BEARING
SHAFT
Muff
coupling
Labyrinthseal
BEARINGHOUSING
POWER TURBINE
WHEELCONTAINMENT
SHIELD
BEARING
SUPPORT
POWER TUR
CASING
LABYRINTH
POWER TURBINE
WHEEL
DEFLECTOR
Sealing
rings
Sealing
rings
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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 gases are directed onto the turbine wheel and theresultant of the aerodynamic forces on the blades causesthe wheel to rotate. The gases are then expelled overboardthrough the exhaust pipe.
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RNozzle
guide vane
Turbine
wheel
Rotation
GAS FROM THE
FLOW IN THE
NOZZLE GUIDE VANE
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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 (Shopl l
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
EXHAUSTGAS
RESIDUALTHRUST
HEAT
SHIELD
EXHAUST
PIPE
Type :Elliptical
Non-modular part
Gas temperature :
670 C (1238 F)
Residual thrust :15 daN (33 lbs)
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REDUCTION GEARBOX - GENERAL
FunctionThe 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 : 6000 RPM.
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 :6000 RPM
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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. Theintermediate gear is supported by two roller bearings. Apiston is fitted to the intermediate gear with its headlocated 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 transmissionshaft. It rotates at 6000 RPM.
Note : The output gear is also used as a phonic wheel ford t ti f t bi t ti d R f t
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 intermediate gear drives the outputhe power drive at a speed of approxclockwise.
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DRIVEGEAR
INTERMEDIATEGEAR
Muffcoupling
FORK SHAPEDPLATE
FRONT
CASING
FORK SHAPED
PLATE
I
DRIVEGEAR
OUTGE
N2
6000RPM
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 shaft
- Power drive
- Accessory drive train
- Casings
- Front support casing.
Note 1 : The alternator drive gear a
wheel for detection of the gaspeed. Refer to "MEAINDICATING SYSTEMS"details.
Note 2 : The transmission shaftorquemeter. Refer to "ME
INDICATING SYSTEMS"details.
T i i M l
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CASINGS
ENGINE FRONTSUPPORT CASING
O
Type of gears :Bevel and spur gears
C O
RE
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TRANSMISSION SHAFT AND ACCESSORYGEARBOX - DESCRIPTION (1)
The module M01 comprises mainly the output shaftprotection tube, the accessory gearbox and the enginefront support. It is this module which provides the rigidityof the engine.
At the rear of the protection tube is the flange for attachmentto module M05.
The accessory gearbox is provided with mounting flangesfor various accessories.
The engine front support casing is bolted to the accessorygearbox front face.
The output drive shaft is located in the engine front supportcasing.
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MMOU
Engineidentification
plate
ACCESSORYGEARBOX
PROTECTIONTUBE
ENGINE FRONTMOUNTING FLANGE
ENGINE FRONTSUPPORT CASING
OUTPUT DRIVESHAFT
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 aprotection 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 which
lubricates the bearing is ensured by a carbon seal.
Three oil pipes are located in the protection 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
- Main output drive.
The rear face of the gearbox accommdrives :
- Oil pumps
- Alternator.
The engine front support casing is inface of the gearbox.
The module identification plate is loca
tube right hand side.
The engine identification plate is loca
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PROTEC
TUB
OIL AND FUELPUMP DRIVE
GEAR
FRONT SUPPORT
ATTACHMENT
ALTERNATORDRIVE GEAR
OIL AND FUEL
PUMP DRIVEGEARACCESSORYDRIVE SHAFT
FRONT
CASING
ALTERNATORDRIVE GEAR
PH
W
TRANSMISSION
SHAFT
STARTER-GENERATOR
DRIVE GEAR(centrifugal breather)
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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
SEALING OF THE STARTER-GENERATOR DRIVEAND THE CENTRIFUGAL BREATHER GEAR
TRANSMISSION SHASEALING
Seal carrierplate
STARTER-GENERATORDRIVE MAGNETIC
CARBON SEAL
CENTRIFUGAL BREATHERMAGNETIC CARBON SEAL
Accessory gearboxfront casing
Accessory gearboxrear casing
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 compressor supplies air to the combustion chamberand the starting sequence continues.
Operation in normal running
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 gas generator drives the accessothe bevel gear located between the athe centrifugal compressor.
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 THEGAS 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
G : GasPT : PowR : Red
T : Tra
Sealing :Gas generator and power turbine bearinby pressurized labyrinths, which are pro
Note : The various accessory drive gears are supportedby ball bearings
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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) .............................. 4- Oil pressure transmitter 4
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OIL SYSTEM - GENERAL
Function
The oil system ensures lubrication and cooling of someinternal engine parts.
Position
All the components are fitted on the engine except the tankand 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 bearing
Accessory drive bearings
- Gas generator rear bearing
- Power turbine bearings
- Reduction gearbox
- Accessory gearbox.
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a g a ua
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
Rear
bearingFront
bearing
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 forengine 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 pumpsThe 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 assembly
The 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 thefuel filter.
Scavenge strainers
The scavenge strainers protect the scdebris in the system.
Magnetic plugs
Mechanical magnetic plugs are fittscavenge pumps. An electrical magthe scavenge outlet.
Oil cooler
The air cooled oil cooler cools the oilaircraft manufacturer.
Centrifugal breather
The centrifugal breather separates thmist and vents the system.
Indicating devices
- Oil temperature probe (aircraft ma
- Low oil pressure switch
- Oil pressure transmitter (aircraft m
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g
ENGINEAIRFRAME
Pressure
relief 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 oil
filter 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 lubrithe accessory gearbox, where the oil air by a centrifugal breather which v
Indicating
The system ensures the following intemperature, low pressure, electricafilter pre-blockage.
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g
Indication STRAINERS SUPPLYSUCTION
ENGINEAIRFRAME
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OIL TANK
Function
The tank contains the oil required for engine lubrication.
Position
- In the system : between the oil cooler and the pressurepump
- On the aircraft : it is installed on the decking beside theMGB.
Main characteristics
- Aircraft manufacturer supply.
Main components
- Filler cap
- Level sight glass
- Drain plug
- Temperature probe
- Unions (supply, return and vent).
Note : Refer to the aircraft manuaand operation.
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AIRCRAFT MANUFACTURER
SUPPLY :Installed on the decking
beside the MGB
LEVELSIGHT GLASS
Air vent
to exhaust pipeTo pressurepump
Air ventto exhaust pipe
Oil from
the oil cooler
TANK
TEMPER
PRO
Oil fthe o
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OIL PUMPS - GENERAL - DESCRIPTION
Function
The 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 relief
valve setting :
1500 kPa (217.5 PSI)
Check valve
DRIVESHAFT
PUMP
UNIT
PRESSURE
PUMP
Fromoil tank
Tooil cooler
Check
valve
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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 to the pu
In normal operation the valve is closexceptional circumstances, e.g. startemperature.
Operation of the scavenge pump
Three scavenge pumps, one for the redfor the gas generator bearing, one bearings and the accessory reductionoil to the oil cooler and the tank.
The pump flow is higher than that o
(lubrication system of dry sump type
Pressure pump outlet check valv
When the oil pressure is very low, e.at the beginning of start, the valve prevent flow between the pump and
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Oil
outlet
Oil
inlet
PUMP
BODY
HIGH PRESSURE
CHAMBER
LOW PRESSURE
CHAMBER
INNER ROTOR(driven at a speed proportional to N1)
OUTER ROTOR
(driven bythe inner rotor)
Normal runn(valve
Overp(valve
Pressurerelief valve
PRESSURE
PUMP
From
oil tank
To
oil cooler
To
lubrication
From engine
SCAVENGEPUMPS
Checkvalve
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OIL VALVE ASSEMBLY
Function
The assembly houses a check valve and an electricalmagnetic plug and the strainer for the gas generator rearbearing.
The check valve prevents oil flow from the cooler to theengine when the pressure is very low (engine stopped).
The electrical magnetic plug collects ferrous particles
which may be in the oil.
Position
- In the system : downstream of the scavenge pumps
- On the engine : on the rear face of the accessory gearbox.
Main characteristics
- Check valve setting : 15 kPa (2.17 PSI).
Main components
