501-KB5 Oper & Maint Man [PDF]

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PUBLICATION NO. GTP 5341-2D

Operation and Maintenance Manual Allison Engine Company MODEL 501-KB5 DIGITAL ELECTRICAL CONTROL SYSTEM

PROPRIETARY RIGHTS LEGEND ALLISON ENGINE COMPANY This technical data and the information embodied herein is the property of and proprietary to Allison Engine Company, and shall not, without prior written permission of Allison Engine Company be disclosed in whole or in part to third parties. This legend shall be included on any reproduction of this data in whole or in part. “COPYRIGHT - ALLISON ENGINE COMPANY, INC. (unpublished)” This manual is bailed to the user for a period often (1 O) years from the date on his cover page The manual, reprints and revisions, both temporary and permanent, remain the property of Allison Engine Company, Inc. and must be returned upon demand.

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INITIAL ISSUE :

Printed in U.S.A.

1 JANUARY 1991

@ 1995 Allieon Engine Company, Inc,

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE IMPORTANT SAFETY NOTICE IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and cautions described in this manual. These warnings and cautions advise of specific operating and servicing methods that, if not observed, can result in personal injury, damage to the equipment, or cause the equipment to be un: afe. It is, however, important to are not exhaustive. Al 1 i son evaluate and advise the user might be done or of the poss Consequently, Allison Gas Tul evaluation.

understand that these warnings and cautions Gas Turbine could not possibly know, of all conceivable ways in which service ble hazardous consequences of each way. bine has not undertaken any such broad

Proper methods of operation, service, and re~air are imDortant to the safe, reliable operation of”all equipment. The procedu~es recommended by Allison Gas Turbine and described in this manual are effective methods for performing these operations. Some of these service operations require the use of tools specially designed for the purpose. The special tools should be used when and as recommended. ALLISON GAS TURBINE STRONGLY RECOMMENDS THE PROCEDURES HEREIN SHOULD BE USED TO THE EXCLUSION OF OTHERS. ANYONE WHO USES A PROCEDURE WHICH IS NOT RECOMMENDED BY ALLISON GAS TURBINE ASSUMES THE RISK OF ANY CONSEQUENCE THAT MIGHT OCCUR. WARNINGS, CAUTIONS, AND NOTES The following definitions apply in this manual. WARNING A PROCEDURE, PRACTICE, CONDITION, STATEMENT, ETC., WHICH IF NOT STRICTLY OBSERVED, COULD RESULT IN INJURY TO OR DEATH OF PERSONNEL. CAUTION A PROCEDURE, PRACTICE, CONDITION, STATEMENT, ETC., WHICH IF NOT STRICTLY OBSERVED, COULD RESULT IN DAMAGE TO OR DESTRUCTION OF THE EQUIPMENT. NOTE An essential operat ng or maintenance procedure, condition, or statement, which must be highlighted

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Allison Engine Company 501-KB5 DEC OPERATION AND MAIN ILNANLt LIST OF WARNINGS This manual contains the following warnings. familiar with all of them.

IT IS YOUR RESPONSIBILITY to be

AN OPERATING PROCEDURE, PRACTICE, ETC., WHICH IF NOT CORRECTLY FOLLOWED, COULD RESULT IN PERSONAL INJURY OR LOSS OF LIFE. TRICRESYLPHOSPHATE (TCP) AND SOME OF THE OTHER ADDITIVES IN THE SYNTHETIC OILS ARE READILY ABSORBED BY THE SKIN AND ARE HIGHLY TOXIC. ANY PART OF THE BODY THAT COMES IN CONTACT WITH THESE OILS SHOULD BE CLEANSED AS SOON AS POSSIBLE. A SOLUTION OF ALODINE, NITRIC ACID, AND WATER IS INJURIOUS TO THE SKIN AND CLOTHING. OPERATORS MUST BE ADEQUATELY PROTECTED BY GOGGLES, RUBBER GLOVES, APRONS, ETC. KEEP HANDS OUT OF THE ENGINE. DO NOT TURN THE ENGINE ROTOR BY THE BLADES. DISABLE STARTER CIRCUITS DURING INSPECTION; SEVER INJURY MAY OCCUR. THE IGNITION SYSTEM MUST BE OFF FOR AT LEAST 5 MINUTES BEFORE HANDLING THE EXCITER. THIS PERIOD OF TIME PERMITS BLEED RESISTORS WITHIN THE EXCITER TO DISSIPATE ENERGY STORED IN THE CONDENSERS. SEVER INJURY OR DEATH MAY OCCUR, IF AN ENERGIZED EXCITER IS HANDLED. AS AN ADDED PRECAUTION TO GET RID OF ANY DANGEROUS ENERGY WHICH COULD PERSIST IF THE BLEED RESISTORS WERE OPEN, SHORT THE CENTER ELECTRODE OF THE HIGH TENSION CONNECTOR TO THE CASE OF THE EXCITER. THE EXCITER TEST MUST NOT BE PERFORMED IN AN AREA WHERE THERE IS THE POSSIBILITY OF A FUEL LEAK OR ANY OTHER EXPLOSIVE MATERIAL WHICH COULD BE IGNITED. INJURY OR DAMAGE MAY OCCUR. NEVER HANDLE AN ENERGIZED IGNITER. MAKE SURE THAT IGNITION SYSTEM HAS BEEN OFF FOR AT LEAST FIVE MINUTES BEFORE REMOVING AN IGNITER. THIS TIME WILL ALLOW THE EXCITER BLEED RESISTORS TO DISSIPATE ALL ENERGY STORED IN THE CONDENSERS. SEVER INJURY OR DEATH MAY OCCUR IF AN ENERGIZED IGNITER IS HANDLED. BURNING DRAIN LINES MAY BE HOT IF BURNER DRAIN VALVES ARE STUCK OPEN. INJURY MAY OCCUR. ALWAYS BEND THE LOCKWIRE ENDS IN TOWARDS THE FASTENED ITEM TO GUARD AGAINST PERSONAL INJURY AND/OR PREVENT POSSIBLE DAMAGE TO ADJACENT PARTS. NEVER HANDLE AN ENERGIZED IGNITER. SERIOUS PERSONAL INJURY MAY OCCUR FROM CONTACT WITH AN ENERGIZED IGNITER. THE IGNITER TEST SHOULD NOT BE PERFORMED IN AN AREA WHERE THERE IS THE POSSIBILITY OF A FUEL LEAK OR ANY OTHER EXPLOSIVE MATERIAL WHICH COULD BE IGNITED. INJURY OR DAMAGE MAY OCCUR.

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Allison Engine Company 501 -KB5 DEC OPERATION AND MAINTENANCE LIST OF WARNINGS (cent) THE IGNITION SYSTEM SHOULD BE OFF AT LEAST 5 MINUTES BEFORE HANDLING THE IGNITION SYSTEM COMPONENTS. SEVER INJURY MAY OCCUR. SERIOUS PERSONAL INJURY MAY OCCUR IF IGNITION SYSTEM IS ENERGIZED. USE CARE IN REMOVAL OF AIR VALVE STEM TO PREVENT IT FROM BLOWING OFF AND CAUSING INJURY TO PERSONNEL. MAKE SURE ALL PRESSURE IS RELEASED BEFORE REMOVING PIPE PLUG OR CONTAINER COVER. INJURY OR DAMAGE MAY OCCUR. MINERAL SPIRITS ARE TOXIC. ANY PART OF THE BODY THAT COMES IN CONTACT WITH THESE MINERAL SPIRITS SHOULD BE CLEANSED AS SOON AS POSSIBLE. INJURY MAY OCCUR. THE TEMPERATURE RISE THROUGH THE COMPRESSOR CAN BE MORE THAN 500” F (260°C) . SEVERE BURNS CAN OCCUR. PLASTIC GASKET, 56841, MAY BE IRRITATING TO THE SKIN. USE AN APPLICATOR TO AVOID SKIN CONTACT. IN CASE OF SKIN CONTAC- , REMOVE BY WASHING WITH SOAP AND WATER. MAKE SURE ELECTRICAL POWER IS OFF. DAMAGE OR INJURY MAY OCCUR. CLEANING SOLVENT FED. SPEC. P-D-680-2 IS TOXIC.

PROVIDE ADEQUATE VENTILATION.

THIS SOLUTION IS INJURIOUS TO THE SKIN AND CLOTHING: OPERATORS MUST BE ADEQUATELY PROTECTED BY GOGGLES, RUBBER GLOVES, APRONS, ETC. IF BLEED VALVES ARE NOT CLOSING, THE BLEED VALVE CAN BE HOT AND CAN BURN MAINTENANCE PERSONNEL IF TOUCHED. MAKE SURE SOLVENT IS DRY BEFORE HEAT IS APPLIED. OCCUR.

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INJURY AND/OR DAMAGE MAY

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Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE BASIC (FIRST) EDITION

JANUARY 1991

200

LIST OF PAGES PAGE NO.

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WP1 TO WP3 TITLE PAGE A i to xxxi 1-1 to 1-18 2-1 to 2-38 3-1 to 3-28 4-1 to 4-156 5-1 to 5-9 6-1 to 6-39 7-1 to 7-33 8-1 to 8-25 9-1 to 9-8 10-1 to 10-25 11-1 to 11-17 12-1 to 12-21 13-1 to 13-60 14-1 to 14-23 Appendix-1 to Appendix-38

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Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE INTRODUCTION This manual provides information and instructions for the operation and maintenance of the 501-KB5 Digital Electronic Control (DEC) Gas Turbine Engine. 501-KB5 DEC ENGINE 501 = Denotes Allison Model Number. = Denotes Industrial Engine. -K -KB5 = Denotes Industrial Engine Adapted for a Generator Set. DEC = Digital Electronic Control.

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The engine can be operated on dual (gaseous or liquid) fuel, liquid fuel, or gaseous fuel, and utilizes an axial inlet housing. The information in this manual applies only to the 501-KB5 DEC engines. Part numbers are rarely used in the maintenance manual because design improvements often change them. Specific components, parts, part description, and vendors can be identified by the GTP 5010-4, 501-KA, 501-KB, and 501-KB5 Parts Catalog which is an illustrated parts breakdown manual used at all levels of maintenance. When repair must be expanded beyond this manual or not contained in this manual, contact your Distributor and/or Major Repair Center for assistance. Additional manual(s) recommended by Allison Industrial Gas Turbine that may be obtained and used by the customer at an additional cost are: DIGICON IBM Communications Operator Manual, obtained from: Hawker Siddeley Dynamics Engineering, LTD 2869 Higgins Road Elk Grove, IL 60007-2618 (U.S.A.) Telephone: (708) 956-6302 FA;e1:x708) 956-6304 : 4996095 The engine is a fourteen-stage axial flow compressor directly coupled to a four-stage turbine. There are six combustion chambers of the through-flow type within a single annular chamber. The power takeoff (PTO) shaft rotates counterclockwise as viewed from the rear. Where applicable, metric equivalents are added in parentheses after the U.S. Standard values.

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Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE INTRODUCTION (cent) The fo’ lowing introductory pages include: ● ● ● ● ●

A list of Abbreviations. An Owner Assistance sheet of suggested procedures to be followed if a problem occurs. Table of Contents. List of Figures. List of Tables.

The following Installation Assembly Drawing is the final authority in defining engine interface requirements in the event of differences with this manual or other publications.

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Drawinq No.

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23037500

501-KB5 Engine Installation, Digital Electrical Control, Axial Inlet.

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Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE OHNER ASSISTANCE The satisfaction and goodwill of the owners of Allison Gas Turbine products are of primary concern to the Allison Gas Turbine Division and its Distributors. Normally, any problem which arises in connection with the sale or operation of your engine will be handled by the Distributor or Major Repair Center in your area. It is recognized however that despite the best intentions of everyone concerned, misunderstandings may still occur. If you have a problem which has not been handled to your satisfaction, we suggest that you take the following steps: Step One--First discuss your problem with a member of management of the butorship or Major Repair Center in your area. Frequently, compla the result of a breakdown in communication and can quickly be reso” a member of management. If you have already discussed the problem the Sales or Service Manager, contact the General Manager.

Distrints are ved by with

Step Two--When it appears that your problem cannot readily be resolved at this level without additional assistance, contact Allison Gas Turbine Division at the address listed below. If outside the United States, contact the applicable international office. Prior to this call, please have the following information available: ● Name and location of Distributor or Major Repair Center. ● All information requested and what information that was not ● Nature of problem(s).

given.

Allison Gas Turbine Division Attention: Director, Customer Support P.O. Box 420, Speed Code U04A Indianapolis, Indiana 46206-0420 (U.S.A.) Telephone: 317-230-5155 FAX : 317-230-4010

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Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE INTERNATIONAL REGIONAL OFFICES Allison Division of General Motors Overseas Distribution Corporation c/o General Motors Continental Postbox No. 9, Noordelaan 75 B-2030 Antwerp, Belgium Telephone: 9-011-32-3-542-0230 Telex: 32678 Allison Division of General Motors Overseas Distribution Corporation c/o General Motors France S.A. 56/68 Avenue Louis Roche 92231 Gennevilliers, France 9-011-33-1-790-7000 Telephone: Telex: (842) 620050 Allison Division of General Motors Overseas Distribution Corporation 15 Benoi Sector Jurong Town Singapore 2262 Telephone: 9-011-265-65-4697 Telex: RS23054 When contacting the Home Office or Regional, please bear in mind that ultimately your problem will likely be resolved at the Distributorship or Major Repair Centers utilizing their facilities, equipment, and personnel. Therefore, it is suggested that you follow the precedinci stet)s in sequence when pursuing a problem. Your purchase of an Al~ison Gas Turbine product is greatly appreciated. It is Allison’s sincere desire to assist in assuring you complete satisfaction.

DISTRIBUTORS CENTRAX LIMITED GAS TURBINE DIVISION Shaldon Road, Newton Abbot Devon, England TQ124SA Mr. R.E. Whelband General Manager, Product support Telephone: 44-626-5-2251 Telex: 42935 Telecopier: 44-626-5-2250

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CEC EQUIPMENTS MARITIMOS INDUSTRIALS SA ILHA Do Caju, S/NR CEP 24040 Niteroi - RJ Brazil Mr. George Stilgoe Telephone: 55-021-719-2588 55-021-719-4969 Telex: 32151 (CES BR) Telecopier: 55-021-719-1392

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Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE DISTRIBUTORS (cent)

DETROIT ENGINE AND TURBINE COMPANY P.O. Box 188, Blain Athol Adelaide, South Australia 5084 Mr. Trevor Sando Engineering Manager Telephone: 61-8-260-2299 Telex: 82427 (DETCO AA) Telecopier: 61-8-349-4142

TOMINAGA AND COMPANY, LIMITED Shuwa Asakusabashi Nishiguchi Building 4-2-2, Asakusabashi, Taito-Ku Tokyo, 111, Japan Mr. Y. Katsumi Engineering Manager Telephone: 81-3-5687-0040 Telex: J-22435 (TOMCO JAPAN) Telecopier: 81-3-5687-0147

U.S. TURBINE CORPORATION 7685 South State Route 48 Mainville, Ohio 45039 (U.S.A.) Mr. David” L. Klue “ VP of Operation Telephone: 513-683-6100 Telex: 247358 Telecopier: 513-683-6939

ENGINEERED PRODUCT SUPPLIER STEWART & STEVENSON SERVICES 16415 S. Jacintoport Houston, Texas 77015 (U.S.A.) Mr. Pete Watson General Manager, Product Support 713-457-7517 Telephone: Telex: 79-4221 (CPW HOU) Telecopier: 713-452-7550

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Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE MAJOR REPAIR CENTERS AVIALL, INC. 3111 Kenwood Street Burbank, California 91505 (U.S.A.) Mr. Leroy Johnson Manager 501-K Industrial Sales and Services Telephone: 818-973-1420 Telex: 673281 (AVI BUBK) Telecopier: 818-567-4200

NATIONAL AIRMOTIVE CORPORATION 7200 Lockheed Street, Building 815 P.O. BOX 6069 (946-0069) Oakland International Airport Oakland, California 94621 (U.S.A.) Mr. Tom Morjig Director, 501 Industrial Support Telephone: 415-635-1500 Telex: 160750 (AIRENGINE OAK Telecopier: 415-635-3352

STANDARD AERO LIMITED 33 Allen Dyne Road Winnipeg 21, Manitoba Canada R3H lA1 Mr. Paul Bainbridge Industrial Product Line Director Telephone: 204-788-2270 Telex: 07-57878 (STANDARDO WPG) Telecopier: 204-783-1421

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Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE ABBREVIATIONS ALLIGT ASP AL AMS

gaseous Gas GENSET generator set gallons per minute ;~m gas producer HI high high pressure HP horse power hp mercury Hg HSDE Hawker Siddeley Dynamics Engineering, LTD. hertz hz inside diameter ID inch in. Incorporated INC. International Organization I so for Standardization isochronous ISOL Industrial Engine -K Industrial Engine, -KB5 Generator Set kilograms kg kPa kilopascals kPaa kilopascals absolute kPad kilopascals differential kPag kilopascals gage kw kilowatt or power length or liter ;b pound lb ft pound-force foot lb in pound-force inch left hand LH LHV Lower Heating Valve Liq. liquid LO 1 Ow LP low pressure liters per minute Lpm lubrication Lube linear variable LVDT differential transformer milliampere ma maximum max Monochrome Display Adapter MDA manager Mgr MIL military minimum or minute min mL milliliter mm millimeter MS military standard N newton or engine

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Allison Industrial Gas Turbines Allison part al umel Aerospace Materials Specifications AN Army (Air Force) Navy Assembly Assy American Society for Testing ASTM and Materials Attention Attn ave avenue AWG American Wire Cage Celsius (centigrade) c C.A. Chromel alumel CDP compressor discharge pressure center of gravity Cg compressor inlet pressure CIP compressor inlet temperature CIT centerline C/L Central Processing Unit CPU co. Company continued cent. Corporation Corp. CR chromel CTIT or Calculate turbine inlet CALTIT temperature counterclockwise Ccw clockwise direct current :: Digital Control Assembly DCA DCOMMS Digital Communications driven equipment Rc Digital Electronic Control diesel fuel DF diameter dia digital operating system DOS E electrical EDS electrostatic discharge EEPROM Erasable Programmable read only memory Fahrenheit or Fuel F FOD foreign object damage FSCM Federal Supply Code of Manufactures FSN Federal Stock Number FMV fuel metering valve ft. foot (feet) fwd forward gallon gal

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE ABBREVIATIONS (cent N.C. Nom N1 N2 N.O. No. NPT NVinit NVM o OAT OD OEM Oz Pc P/N pos posn pot pph ppm pr press P/s psi psia psid psig PTO Pt2 P4 pt

viii

Normal Closed newton meter Engine Driven Equipment Normal Open number National Pipe Thread Non Volatile Memory Initialization Non Volatile Memory oil outside air temperature outside diameter Original Equipment Manufacturer ounce personal computer part number positive position potentiometer pounds per hour parts per million pressure pressure Pressure Switch pounds per square inch pounds per square inch absolute pounds per square inch differential pounds per square inch gage power takeoff compressor inlet pressure compressor discharge pressure point

R Rc Ref RH rpm s sec SHP S/N s/o SOAP Ssu T/C TCP temp thd TIT TOT Ttz UNC UNF U.S.A. v vdc WP > < -u # P 0

%

radius or Rankine scale, RAFT compressor ratio reference right hand revolutions per minute seal second shaft horsepower serial number shutoff sample oil analysis program Sabolt Second Units thermocouple tricresylphosphate temperature thread turbine inlet temperature turbine outlet temperature compressor inlet temperature United Coarse Thread United Fine Thread United States of America volt(s) or voltage volt, direct current Warning Page more than less than centerline micron number pressure differential degree percent gage connection point

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Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE REFERENCE DESIGNATORS A-2 F-1 F-2 F-3 F-4 F-5 F-6 F-7 F-8 F-15 F-16 F-17 F-22 F-37 F-39 F-46 F-47 F-48 F-52 o-1 0-2 0-3 0-7 0-8 0-19 0-20 0-22 0-23 R-1 R-2 R-3 R-4 R-5 R-6 R-7 R-8 R-9 R-10 R-n R-12 R-13 R-14 R-15 R-16 R-17 w-l

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Engine Breather Vent. Main Fuel Supply Fuel Manifold Pressure Connection Burner Drain Valve Drain Fuel Pump Seal Drain Manifold Drain Valve Drain Low Pressure Filter Inlet Low Pressure Filter Outlet Fuel Bypass and Relief Return Manifold Drain Valves Outlet (RAPT) Liquid Fuel High Pressure Filter Outlet (RAFT) Liquid Fuel Check Valve Inlet (RAFT) Gaseous Manifold Pressure (RAFT) Pilot Manifold Purge Valve (RAFT) Main Manifold Purge Valve (RAFT) Fuel Heatinq Pressure Regulator Supply (Option) Fuel Heatin~ Outlet (Option) Fuel Thermocouple Port (Option) Gaseous Fuel Manifold Inlet (RAFT) Oil Pressure Inlet Pressure Pump Inlet Scavenge Pump Outlet Power Takeoff Drain Power Takeoff Oil Supply Hydraulic (Control) Oil Pump Supply Hydraulic (Control) Oil Pump Drain Hydraulic (Control) Oil Pump Outlet Pressure Filter Outlet Pressure Liquid Fuel Bypass and Relief Return Liquid Fuel Paralleling Control Valve Outlet Air Supply to RAFT Liquid Fuel Metering Valve Outlet Pressure Purge Gas Pressure (To Gage) Gas Purge Shutoff Valve Outlet Gas Purge Shutoff Valve Outlet Liquid Fuel Supply Pressure (From Fuel Pump) Liquid Fuel Supply Pressure (To Gage) Liquid Fuel Supply Pressure (To Gage) Liquid Fuel Bypass Valve Outlet Liquid Fuel Shutoff Unload Valve Outlet Liquid Fuel To Engine Gas Supply Pressure (To Gage) Metered Gas To Engine Gaseous Fuel Metering Valve Filter Inlet RAFT Interface Connection Water Injection Connection (Option)

ix

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS You can help improve this manual. If you find any mistakes or if you know of a way to improve the procedures, please let us know. Fill out and mail form GT 11122 (Publication Change Request) located in the back of this manual to: ALLISON GAS TURBINE DIVISION General Motors Corporation ATTN : Publications Department P.O. Box 420 Speed Code: U15 Indianapolis, Indiana 46206-0420 (U.S.A.)

TABLE OF CONTENTS Section

1

x

LIST OF WARNINGS TITLE PAGE LIST OF EFFECTIVE PAGES INTRODUCTION OWNER ASSISTANCE ABBREVIATIONS REFERENCE DESIGNATORS TABLE OF CONTENTS LIST OF FIGURES LIST OF TABLES

A i iii vii ix x xxvi xxx

ENGINE DESCRIPTION

1-1

TABLE OF CONTENTS INDEX TO FIGURES INDEX TO TABLES General Definitions ;::: Weights and Dimension 1-5. Engine Description 1-8. Compressor Section 1-1o. Accessory Drive Gearbox 1-12. Combustion Section 1-14. Turbine Unit Assembly 1-16. Turbine Outlet Temperature (TOT) 1-18. Lubrication (Lube) System 1-20. Ignition System 1-22. Fuel and Control System 1-24. Power Takeoff Assembly 1-26. Engine Mounting 1-27. Cooling 1-29. Engine Configuration Options 1-30. Operating and Maintenance Precautions

1-1 1-2 1-2 1-3 1-3 1-4 1-5 1-5 1-5 1-5 1-6 1-6 1-6 1-6 1-6 1-9 1-11 1-11 1-11

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Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS &

Section 1

ENGINE DESCRIPTION (cent) 1-31. 1-32. 1-33. 1-34. 1-35.

2

3

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Lifting and Handling Information Removal Installing Engine in Engine Stand Removal Engine From Engine Stand Installation

1-12 1-12 1-16 1-16 1-18

ENGINE OPERATION AND TROUBLESHOOTING

2-1

TABLE OF CONTENTS INDEX TO FIGURES INDEX TO TABLES 2-1. General Engine Operation and Checks 2-2. Operating Parameters and Limits 2-3. Engine Operation Normal Engine Starting 2-4. 2-5. Continuous Normal Operation 2-6. Normal Shutdown 2-7. Emergency Shutdown 2-8. Stalled or Stagnated Starts 2-9. Start-Run Monitoring Equipment 2-1o. Troubleshooting 2-11. Special Inspections 2-12. Performance Evaluation 2-13. Records

2-1 2-2 2-2 2-3 2-4 2-7 2-7 2-9 2-1o 2-1o 2-11 2-12 2-13 2-18 2-20 2-28

ENGINE INSPECTION AND MAINTENANCE TASKS

3-1

TABLE OF CONTENTS INDEX TO FIGURES INDEX TO TABLES 3-1. Inspections 3-2. Inspection Condition Definitions 3-3. Routine Engine Inspections 3-4. Special Inspections 3-5. Borescope Information Borescope Inspection Locations ;:;: Borescope Inspection of Combustion Liners 3-8. Borescope Inspection of Engine lst” Stage Turbine 3-9. Borescope Inspection of Engine 4th Stage Turbine 3-1o. General Engine Preservation 3-11. Preservation of Installed Engine 3-12. Engine Shipping Container Driven Equipment Shipping Container 3-13. 3-14. Fuel System Preservation Engine Removal and Installation 3-15,

3-1 3-2 3-2 3-3 3-3 3-5 3-8 3-8 3-9 3-9 3-12 3-16 3-18 3-19 3-19 3-27 3-28 3-28

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Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (cent) &

Section 4

xii

FUEL SYSTEM

4-1

TABLE OF CONTENTS INDEX TO FIGURES INDEX TO TABLES 4-1. Fuel Systems 4-2. Gaseous Fuel System Description and Operation 4-3. Fuel Metering Valve (FMV) Description and Operation u: Removal 4-6. Cleaning 4-7. Inspection and Test 4-8. Repair 4-9. Installation 4-1o. Installed Test and Adjustment 4-11. Fuel Nozzle 4-12. Description and Operation 4-13. Troubleshooting 4-14. 4-15. Removal 4-16. Inspection 4-17. Cleaning 4-18. Installation 4-19. Final Filter 4-20. Description and Operation 4-21. Removal 4-22. Installation Fuel Manifold and Hoses 4-23 4-24. Description and Operation 4-25. Removal 4-26. Installation 4-27. Gaseous Fuel Water Injection 4-28. Description and Operation 4-29. Dual Fuel Nozzle 4-30. Description and Operation 4-31. Troubleshooting 4-32. Removal 4-33. Inspection 4-34. Cleaning 4-35. Installation 4-36. Single Entry Liquid Fuel System 4-37. Description 4-38. Operation 4-39. Fuel Pump 4-40. Description and Operation 4-41. Removal 4-42. Installation 4-43. Troubleshooting

4-1 4-8 4-1o 4-11 4-11 4-11 4-12 4-12 4-14 4-14 4-15 4-15 4-16 4-16 4-17 4-17 4-17 4-17 4-18 4-18 4-20 4-20 4-20 4-20 4-22 4-22 4-22 4-22 4-23 4-23 4-23 4-23 4-23 4-24 4-25 4-26 4-26 4-27 4-27 4-27 4-28 4-28 4-28 4-33 4-35 4-36 JAN/91

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501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (cent, PacJ_e

Section 4

FUEL SYSTEM (cent) 4-44. 4-45. 4-46. 4-47. 4-48. 4-49. 4-50. 4-51. 4-52. 4-53. 4-54. 4-55. 4-56. 4-57. 4-58. 4-59. 4-60. 4-61. 4-62. 4-63. 4-64. 4-65. 4-66. 4-67. 4-68. 4-69. 4-70. 4-71. 4-72. 4-73. 4-74. 4-75. 4-76. 4-77. 4-78. 4-79. 4-80. 4-81. 4-82. 4-83. 4-84. 4-85. 4-86. 4-87.

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High Pressure (HP) Fuel Filter Description and Operation Removal Installation Filter Element Removal Cleaning Filter Element Installation Paralleling Valve Description and Operation Removal Installation Low Pressure (LP) Fuel Filter Description and Operation Fuel Filter Element Removal Fuel Filter Element Installation Different Pressure Switch Removal Different Pressure Switch Installation LP Fuel Filter Removal LP Fuel Filter Installation Pressure Relief Valve Description and Operation Removal Installation Fuel Metering Valve (FMV) Descript~on and Operation Removal Installation Fue” Shutoff Valve Description and Operation Inspection Removal Installation Manifold Drain Valve Description and Operation Removal Installation Inspection and Test Burner Drain Valves Description and Operation Removal Maintenance and Inspection Installation Troubleshooting Fuel Lines and Hoses

4-36 4-36 4-36 4-37 4-37 4-38 4-41 4-41 4-41 4-42 4-42 4-43 4-43 4-44 4-44 4-47 4-48 4-50 4-51 4-53 4-53 4-53 4-54 4-56 4-56 4-56 4-57 4-60 4-60 4-60 4-61 4-62 4-63 4-63 4-63 4-63 4-64 4-65 4-65 4-65 4-65 4-66 4-67 4-67

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Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (cent) ~

Section 4

FUEL SYSTEM (cent) 4-88. 4-89. 4-90. 4-91. 4-92. 4-93. 4-94. 4-95. 4-96. 4-97. 4-98, 4-99. 4-1oo. 4-101. 4-102. 4-103. 4-104. 4-105. 4-106. 4-107. 4-108. 4-109. 4-110. 4-111. 4-112. 4-113. 4-114. 4-115. 4-116. 4-117. 4-118. 4-119. 4-120. 4-121”. 4-122. 4-123. 4-124. 4-125. 4-126. 4-127. 4-128. 4-129. 4-130. 4-131. 4-132.

xiv

Single Entry Fuel Nozzle (Fuel Nozzle) Description and Operation Removal Inspection Cleaning Installation Liquid Fuel Water Injection Description and Operation Flow Divider Valve Description and Operation Removal Maintenance Installation Manifold DrainValves Description and Operation Pilot Manifold Drain Valve Removal Pilot Manifold Drain Valve Installation Main Manifold Drain Valve Removal Main Manifold Drain Valve Installation Liquid Fuel Nozzle Description and Operation Removal Inspection Cleaning Installation Fuel Manifold (Pilot and Main) Description and Operation Removal and Installation Dual Entry Fuel System Description Operation Fuel Pump High Pressure (HP) Fuel Filter Paralleling Valve Low Pressure (LP) Fuel Filter Pressure Relief Valve Fuel Metering Valve (FMV) Fuel Shutoff Valve Flow Divider Valve Burner Drain Valves Fuel Lines and Hoses Fuel Manifolds (Pilot and Main) Fuel Nozzles (Dual Entry) Description and Operation Removal

4-67 4-67 4-68 4-70 4-70 4-72 4-73 4-73 4-73 4-73 4-74 4-74 4-77 4-77 4-77 4-80 4-80 4-81 4-82 4-82 4-82 4-83 4-84 4-84 4-86 4-86 4-86 4-87 4-87 4-87 4-88 4-88 4-88 4-91 4-91 4-91 4-91 4-91 4-91 4-91 4-92 4-92 4-92 4-92 4-93

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (cent) Section 4

FUEL SYSTEM (cent) 4-133. 4-134, 4-135. 4-136. 4-137. 4-138. 4-139. 4-1400 4-141. 4-142. 4-143. 4-144. 4-145. 4-146. 4-147. 4-148. 4-149. 4-150. 4-151. 4-152. 4-153. 4-154. 4-155. 4-156. 4-157. 4-158. 4-159. 4-160. 4-161. 4-162. 4-163. 4-164. 4-165. 4-166. 4-167. 4-168. 4-169. 4-170. 4-171. 4-172. 4-173. 4-174. 4-175. 4-176. 4-177. 4-178.

JAN/91

Inspection Cleaning Installation Manifold Drain Valves Description and Operation Removal Installation Dual Entry Fuel Water Injection System Description and Operation Dual Fuel System Description and Operation Low Pressure (LP) Fuel Filter Assembly Description and Operation Filter Element Removal Filter Element Installation Removal Installation High Pressure (HP) Fuel Filter Assembly Description and Operation Filter Element Removal Cleaning Filter Element Installation Removal Installation Liquid Fuel Pump Description and Operation Removal Installation Liquid Fuel Metering Valve (FMV) Description and Operation Removal Installation Liquid Fuel Shutoff Valve Description and Operation Removal Installation Liquid Fuel Shutoff Valve (Ball Type) Description and Operation Removal Installation Flow Divider Valve Description and Operation Removal Installation Manifold Drain Valves (Pilot and Main) Description and Operation

4-94 4-95 4-96 4-97 4-97 4-98 4-98 4-98 4-98 4-98 4-98 4-99 4-99 4-99 4-1oo 4-103 4-103 4-106 4-106 4-106 4-106 4-106 4-106 4-107 4-107 4-107 4-107 4-108 4-109 4-109 4-109 4-114 4-115 4-115 4-115 4-116 4-116 4-116 4-117 4-118 4-118 4-118 4-119 4-122 4-123 4-123 xv

Allison Engine Company MJ1-KB5 DEC OPERATION AND”iiAINTENANCE TABLE OF CONTENTS (cent) Section 4

FUEL SYSTEM (cent) 4-179. 4-180. 4-181. 4-182. 4-183. 4-184. 4-185. 4-186. 4-187, 4-188. 4-189. 4-190. 4-191. 4-192. 4-193. 4-194. 4-195. 4-196. 4-197. 4-198. 4-199. 4-200. 4-201. 4-202. 4-203. 4-204. 4-205. 4-206. 4-207. 4-208. 4-209. 4-210. 4-211. 4-212. 4-213. 4-214. 4-215. 4-216. 4-217. 4-218. 4-219. 4-220. 4-221. 4-222. 4-223. 4-224.

xvi

Main Manifold Drain Valve Removal Main Manifold Drain Valve Installation Pilot Manifold Drain Valve Removal Pilot Manifold Drain Valve Installation Fuel Manifold (Pilot and Main) Description and Operation Removal and Installation Dual Fuel Nozzle Description and Operation Removal Inspection Cleaning Installation Pressure Relief Valve Description and Operation Removal Installation Parallel Air Control Valve Description and Operation Gaseous Fuel Purge Valves Description and Operation Removal Installation Liquid Fuel Outlet Bypass Valve Description and Operation Removal Installation Liquid Fuel Heating Bypass Valve Description and Operation Removal Installation Liquid Fuel Pressure Switch Description and Operation Removal Installation Gaseous Fuel Shutoff and Vent Valves Description and Operation Gaseous Fuel Filter Description and Operation Removal Installation Gaseous Fuel Metering Valve Description and Operation Removal Clean, Inspect, Test, and Repair Installation

4-124 4-124 4-125 4-126 4-126 4-126 4-127 4-127 4-127 4-128 4-129 4-130 4-131 4-132 4-132 4-132 4-133 4-133 4-133 4-133 4-133 4-134 4-134 4-135 4-135, 4-135 4-136 4-136 4-136 4-137 4-137 4-138 4-138 4-138 4-139 4-139 4-139 4-139 4-139 4-140 4-140 4-141 4-141 4-141 4-142 4-142 JAN/91

Allison Engine company 5cJ1-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (cent) Section 4

~

FUEL SYSTEM (cent) 4-225. 4-226. 4-227. 4-228. 4-229. 4-230. 4-231. 4-232. 4-233. 4-234. 4-235. 4-236. 4-237. 4-238. 4-239. 4-240. 4-241.

5

6

JAN/91

Gaseous Differential Pressure Switch Description and Operation Removal Installation Gaseous Fuel Pressure Switch Description and Operation Removal Installation Gaseous Fuel Manifold and Hoses Description and Operation Gaseous Fuel Manifold Removal Gaseous Fuel Manifold Installation Gaseous Fuel Manifold Hoses Remova” and Installation Dual Fuel Water Injection System Description and Operation Optional Liquid Fuel Heating System Description and Operation

4-143 4-143 4-144 4-144 4-145 4-145 4-146 4-146 4-147 4-147 4-147 4-148 4-150 4-150 4-150 4-150 4 - 1 5 0

TURBINE OUTLET TEMPERATURE (TOT) SYSTEM

5-1

TABLE OF CONTENTS INDEX TO FIGURES 5-1. Description and Operation 5-2. System Components 5-3. System Inspections and Checks 5-4. I%;i%;gouples (T/C) 5-5.

5-1 5-1 5-2 5-3 5-3 5-5 5-8

CONTROL SYSTEM

6-1

TABLE OF CONTENTS INDEX TO FIGURES INDEX TO TABLES 6-1. Description 6-2. Caution 6-3. Front Handles 6-4. Removing Connector and Cables Electrostatic Discharge (ESD) ::2: Power Source Grounding 6-7. Description of DCA Modules 6-8. Central Processing Unit (CPU) Module 6-9. Interface Unit Module 6-10. Interface Extension Unit Modu’ e 6-11. 16-Way Relay Output Unit Modu” e 6-12. Status Lights

6-1 6-2 6-2 6-3 6-16 6-16 6-16 6-16 6-17 6-17 6-17 6-18 6-22 6-22 6-25 xvii

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (cent) Section 6

~

CONTROL SYSTEM (cent) 6-13. 6-14. 6-15. 6-16. 6-17. 6-18. 6-19. 6-20. 6-21. 6-22. 6-23. 6-24. 6-25. 6-26. 6-27. 6-28. 6-29.

7

xviii

4-Way D-to-A Output Unit Module Servo Driver Unit Module Operating the Engine with the DEC System Motoring Starting Engine Stopping Engine Operating Modes and Modulation of Engine Power DCA Generated Warnings DCA Generated Autoshutdowns Fault Log Dumb Terminal IBM Compatible Computer Control Parameter Adjustments Adjustments with a Dumb Terminal Adjustments with a Hand Held Unit Adjustments with a Computer Maintenance of DCA and Modules

6-27 6-27 6-30 6-30 6-30 6-30 6-30 6-31 6-32 6-34 6-35 6-35 6-35 6-36 6-39 6-39 6-39

ENGINE LUBRICATION SYSTEM

7-1

TABLE OF CONTENTS INDEX TO FIGURES INDEX TO TABLES 7-1. Description and Operation 7-2. Lubricating Oils Oil Leaks and Troubleshooting Oil System Cleaning ;::: Servicing 7-5. Oil System Components 7-6. 7-7. Main Pressure and Scavenge Oil Pump (Main Oil Pump) 7-8. Description and Operation 7-9. Removal 7-1o. Cleaning 7-11. Installation 7-12. Pressure Regulating Valve Assembly Removal 7-13. Pressure Regulating Valve Assembly Installation 7-14. Adjustment and Test 7-15. Magnetic Chip Detector 7-16. Description and Operation 7-170 Removal 7-18. Installation 7-19. Magnetic Drain Plug 7-20. Description and Operation

7-1 7-2 7-2 7-3 7-4 7-1o 7-15 7-16 7-18 7-18 7-18 7-18 7-21 7-21 7-21 7-21 7-22 7-22 7-22 7-23 7-23 7-23 7-23

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (cent) ~

Section 7

ENGINE LUBRICATION SYSTEM (cent) 7-21. 7-22. 7-23. 7-24. 7-25. 7-26. 7-27. 7-28. 7-29. 7-30. 7-31. 7-32. 7-33. 7-34. 7-35. 7-36.

8

JAN/91

Removal Installation Oil Filter Assembly Description and Operation Removal Oil Filter Element Rep’ acement Installation External Scavenge Oil Pump Assembly (Scavenge Pump) Description and Operat on Removal Installation Turbine Rear Scavenge Oil Pump Description and Operation Removal Inspection Installation

7-23 7-24 7-24 7-24 7-24 7-25 7-26 7-27 7-27 7-27 7-29 7-29 7-29 7-30 7-30 7-31

POWER TAKEOFF ASSEMBLY

8-1

TABLE OF CONTENTS INDEX TO FIGURES INDEX TO TABLES Description and Operation 8-1. Speed Sensor Pickup 8-2 Description and Operation 8-3. Removal 8-4. Inspection 8-5. 8-6. Installation Oil Nozzle 8-7. Description and Operation 8-8. Removal 8-9. Installation 8-10. Power Takeoff (PTO) Housing 8-11. Description and Operation 8-12. Removal 8-13. Installation 8-14. 8-15. Power Takeoff (PTO) Shaft Description and Operation 8-16. Removal 8-17. Installation 8-18. 8-19. Adapter Housing 8-20. Description and Operation 8-21. Removal Installation 8-22.

8-1 8-2 8-2 8-3 8-3 8-3 8-5 8-6 8-6 8-9 8-9 8-9 8-9 8-10 8-10 8-10 8-13 8-16 8-16 8-17 8-17 8-17 8-17 8-19 8-19

xix

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (cent) PacJ_e

Section 8

POWER TAKEOFF ASSEMBLY (cent) 8-23. 8-24. 8-25. 8-26.

9

10

xx

Shaft and Tapered Couplings Description and Operation Removal Installation

8-19 8-19 8-20 8-22

ACCESSORY DRIVE GEARBOX

9-1

TABLE OF CONTENTS INDEX TO FIGURES 9-1. Description 9-2. Removal 9-3. Installation 9-4. Repairs 9-5. Liquid Fuel Pump Oil Seal Replacement 9-6. Magnetic Drain Plug and Chip Detector 9-7. Corrosion Treatment and Painting

9-1 9-1 9-2 9-2 9-4 9-5 9-5 9-7 9-7

COMPRESSOR

1o-1

TABLE OF CONTENTS INDEX TO FIGURES 1o-1. Description and Operation 10-2. Air Inlet Housing 10-3. Description and Operation 10-4. Maintenance and Inspection 10-5. Casing Assembly 10-6. Description and Operation 10-7. Maintenance and Inspection 10-8. Engine No. 2 Speed Pickup 10-9. Removal 1o-1o. Installation 10-11. Rotor Assembly 10-12. Description and Operation 10-13. Maintenance and Inspection 10-14. Diffuser Assembly 10-15. Description and Operation 10-16. Maintenance and Inspection 10-17. Internal Compressor Inspection 10-18. Compressor Cleaning 10-19. Water Rinse 10-20. Chemical Wash 10-21. Abrasive (Ground Shell) Cleaning 10-22. Special Cleaning Process

10-1 10-2 10-3 10-3 10-3 10-4 10-4 10-4 10-5 10-5 10-5 10-6 10-7 10-7 10-7 10-7 10-7 10-7 10-8 10-11 10-13 10-15 10-17 10-20

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (cent) Section 11

12

JAN/91

COMPRESSOR AIR BLEED SYSTEM TABLE OF CONTENTS INDEX TO FIGURES Description and Operation 11-1. Troubleshooting 11-2. Speed Sensitive Valve 11-3. Bleed Valves 11-4. Air Filter 11-5. Description and Operation 11-6. Removal 11-7. Cleaning 11-8. Installation 11-9. 11-10. Speed Sensitive Valve Description and Operation 11-11. Removal 11-12. Installation 11-13. 11-14. Compressor Air Bleed Valves Description and Operation 11-15. Removal 11-16. Repair of Valve Assembly 11-17. 11-18. Installation 11-19. Hoses, Tubes, and Fittings Description and Operation 11-20. Maintenance 11-21.

11-1 11-2 11-3 11-3 11-6 11-6 11-7 11-7 11-7 11-7 11-11 11-11 11-11 11-12 11-12 11-14 11-14 11-14 11-15 11-15 11-16 11-16 11-16

COMBUSTION SECTION AND IGNITION SYSTEM

12-1

TABLE OF CONTENTS INDEX TO FIGURES Combustion Section 12-1. 12-2. Description and Operation Combustion Outer Case 12-3. Description and Operation 12-4. Removal 12-5. 12-6. Inspection 12-7. Installation Combustion Liners 12-8. 12-9. Removal 12-10. Inspection 12-11. Installation 12-12. Other Combustion Section Components Crossover Clamps 12-13. 12-14. Combustion Inner Case 12-15. Combustion Inner Case Liner 12-16. Engine Ignition System 12-17. Description and Operation

12-1 12-2 12-3 12-3 12-5 12-5 12-5 12-8 12-8 12-9 12-9 12-10 12-10 12-12 12-12 12-12 12-12 12-12 12-12

xxi

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (cent) Section 12

~

COMBUSTION SECTION AND IGNITION SYSTEM (cent) 12-18. 12-19. 12-20. 12-21. 12-22. 12-23. 12-24. 12-25. 12-26. 12-27. 12-28. 12-29. 12-30. 12-31.

13

xxii

Exciter Description and Operation Removal Inspection Installation Igniter, Liner Supports, and Liner Body Supports Description and Operation Removal Inspection Installation Lead Assemblies Removal Inspection Installation

12-13 12-13 12-13 12-14 12-16 12-17 12-17 12-17 12-18 12-19 12-20 12-20 12-21 12-21

TURBINE UNIT ASSEMBLY

13-1

TABLE OF CONTENTS INDEX TO FIGURES INDEX TO TABLES 13-1. Description and Operation 13-2. Maintenance and Inspection 13-3. Turbine Unit Assembly Removal 13-4. Combustion Inner Casing and Combustion Inner Casing Liner Removal 13-5. Front Bearing, Front Bearing Support, Front Bearing Cage, and Front Bearing Labyrinth Seal Removal 13-6. Inlet Casing Removal Vane Casing and 2nd, 3rd, and 4th Vanes 13-7. Removal 13-8. Rotor Assembly Removal 13-9. Rear Bearing Support Disassemble 13-10. Cleaning 13-11. Diffuser Sump Area 13-12. Turbine Unit Assembly Components 13-13. Bearing (No. 3 and No. 4) 13-14. Inlet Casing, Vane Casing, Vanes, and Rear Bearing Support 13-15. Turbine Unit Assembly Inspection 13-16. Assemble Rear Bearing Support 13-17. Rotor Assembly and 2nd, 3rd, and 4th Vane Installation 13-18. Inlet Casing and 1st Stage Vane Installation 13-19. Front Bearing Support and Front Bearing Cage Installation

13-1 13-2 13-4 13-5 13-6 13-6 13-18 13-19 13-24 13-27 13-29 13-32 13-34 13-34 13-37 13-37 13-38 13-39 13-40 13-42 13-45 13-47 JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (cent) Section 13

TURBINE UNIT ASSEMBLY (cent) 13-20. 13-21. 13-22. 13-23. 13-24. 13-25. 13-26.

14

Front Labyrinth Seal, Bearing, Shaft Adapter, Shaft Coupling, and Turbine Coupling Clamp Nut Installation Rear Bearing Clamp Nut Installation Rotor Assembly Axial Clearance Measurement Combustion Inner Casing, Combustion Inner Casing Liner, Scavenge Oil Tube, and Tube and Nozzle Assembly Installation Combustion Liners Installation Turbine Unit Assembly Installation Engine Installation

TABLE OF CONTENTS INDEX TO FIGURES INDEX TO TABLES 14-1. Introduction 14-3. General Maintenance Practices 14-4. Cotter Pin Installation 14-5. Standard Torque Limits 14-6. Lockwiring 14-7. Universal Fittings 14-8. Installing Universal Fitting Without Back-up Rings Rigid Tube Installation 14-9. Flared Tubes 14-11. Flanged Tubes 14-12. Use of Torque Wrenches 14-13. Corrosion Treatment and Painting 14-14. Dye Penetrant Inspection 14-15. Foreign Object Damage (FOD) 14-16. Recommended Markers 14-17. DIGITAL COMMUNICATIONS OPERATOR MANUAL

TABLE OF CONTENTS INDEX TO TEXT FIGURES Introduction 1.0. Installation Procedures 2.0. Materials Required 2.1. 2.2. Files Supplied on Your DCOMMS Disk 2.3. Minimum Digital Operating System (DOS) Requirements 2.4. Installation for a Floppy Disk System RS232 Interconnect Cable Configuration 2.5.

JAN/91

13-52 13-53 13-55 13-60 14-1

GENERAL MAINTENANCE

APPENDIX A

13-48 13-50 13-51

......

14-1 14-2 14-2 14-3 ‘14-3 14-4 14-4 14-12 14-13 14-13 14-17 14-17 14-17 14-18 14-19 14-21 14-22 14-23 A-1 A-1 A-2 A-3 A-4 A-4 A-4 A-4 A-6 A-7

xxiii

AllisonEngin eCompany 501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (cent) Section

~

APPENDIX A 3.0. 3.1. 3.2. 3.3. 3.4. 4.0. 4.1. 4.2. 4.3. 5.0. 5.1. 2::: 5.4. ;::: 5.6.1, 5.7. 5.7.1. 5.7.2. 5.7.3. ;:;: ;:!: 6.2. 6.3. 6.4. 6.5. 6.6. 6.7. 6.8. ::::10 6.9.2. 7.0. ;:;: 7.3. %. 7.4.2. 7.4.3. 7.4.4.

xxiv

DIGITAL COMMUNICATIONS OPERATOR MANUAL (cent) Engine and Control Parameters Monitor Mode Screen Layout and Menu Function Keys Page Selection Save Page Fault Log Format Warnings Shutdowns Adjustments Change Mode Adjustable Parameters and Ranges Entry Into Change Mode Screen Layout and Menu Parameter Selection Direct Value Entry Trimming Entering a Trimmed Value to NVM Error Messages Wrong Password Guarded Access Range Error Abort and Cancel of Change Mode Cautions Data Recording Log Mode Entry Into Log Mode Initial Setup Log Parameter Selection Return Key Logging Terminating Logging Log Mode Reinvocation Format and Limitations Error Messages Wrong Password Invalid File Operation DCA Non Volatile Memory (NVM Access NVM Mode General Entry Into NVinit NVinit Menu Operation Read DCA Write DCA View DCA View IBM Default Settings

A-7 A-8 A-8 A-9 A-9 A-n A-n A-12 A-12 A-12 A-12 A-13 A-14 A-14 A-15 A-16 A-17 A-18 A-18 A-18 A-18 A-19 A-19 A-19 A-20 A-20 A-22 A-23 A-23 A-24 A-25 A-25 A-27 A-27 A-27 A-27 A-27 A-28 A-28 A-29 A-29 A-30 A-30 A-30

JAN/91

“1

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE APPENDIX A 8.0. 8.1. 8.1.1. 8.1.2. 8.1.3. 8.1.4. 8.2. 8.2.1. 8.2.2. 8.2.3. 9.0.

JAN/91

DIGITAL COMMUNICATIONS OPERATOR MANUAL (cent, Use of DCOMMS System Summary Monitoring Mode Change Mode Log Mode NVINIT Mode DCOMMS With Or Without DCA Starting DCOMMS Without DCA Starting DCOMMS With DCA Terminating DCOMMS Cautions

A-31 A-31 A-31 A-31 A-32 A-32 A-33 A-33 A-35 A-35 A-38

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE LIST OF FIGURES

EmE 1-1. 1-20 1-3. 1-4. 1-5. 1-6. 2-1. 2-2. 2-3. 2-4, 2-5. 3-1. 3-2. 3-3. 3-4. 3-5. 3-6. 3-7. 3-8. 1;: 4-3. 4-4. 4-5. 4-6. 4-7. 4-8. 4-9. 4-1o. 4-11. 4-12. 4-13. 4-14. 4-15. 4-16. 4-17. xxvi

Title Engine Assembly Engine Cross Section Engine Mounting Engine Lifting Adapter, 6796871 Engine Forward Attaching Details Engine Stand, 6799609 Gas Turbine Engine Operating Theory Operating Lines of Compressor Pressure Ratio vs. Compressor Inlet Temperature for 1750”F CTIT Operating Lines of Compressor Pressure Ratio vs. Compressor Inlet Temperature for 1700”F CTIT Operating Lines of Compressor Pressure Ratio vs. Compressor Inlet Temperature for 1600”F CTIT Shaft Horsepower Decrease Due to Dirty Compressor Borescope Inspection of Combustion Liner Unacceptable (Not Allowed) Sulfidation of Turbine Blades and Vanes Examples 1st Stage Vane Airfoil Leading Edge Damage Examples Unacceptable (Not Allowed) 1st Stage Vane Damage Examples Acceptable (Allowed) 1st Stage Vane Damage Examples 4th Stage Vane Burn Through Example 4th Stage Vane with Unacceptable (Not Allowed) Peripheral Cracking Example Engine Shipping Container Gaseous Fuel System Schematic Gaseous Fuel System Components Gaseous Fuel Nozzle Gaseous Fuel Water Injection System Gaseous Fuel Nozzle Water Injection System Single Entry Liquid Fuel System Schematic Liquid Fuel Pump and HP Fuel Filter High Pressure Fuel Filter High Pressure (HP) Fuel Filter Element Cross Section Paralleling Valve O-ring and Valve Seat Installation Low Pressure Fuel Filter Assembly Use of Spring Depressor, 6796975 Use of Pliers, 6796974 Differential Pressure Switch and LP Fuel Filter Pressure Relief Valve, Fuel Shutoff Valve, and Manifold Drain Valve Fuel Metering Valve (FMV) Burner Drain Valves

~

1-4 1-7 1-1o 1-14 1-15 1-17 2-8 2-23 2-25 2-27 2-29 3-11 3-13 3-14 3-14 3-15 3-17 3-17 3-23 4-13 4-19 4-21 4-24 4-25 4-31 4-34 4-39 4-41 4-43 4-45 4-46 4-46 4-49 4-55 4-59 4-66 JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE LIST OF FIGURES (cent)

ml!m 4-18. 4-19. 4-20. 4-21. 4-22. 4-23. 4-24. 4-25. 4-26. 4-27. 4-28. 4-29. 4-30. 4-31. 4-32. 4-33. 4-34, 4-35. 5-1. 5-2. 5-3. 5-4. 6-1. 6-2. 6-3. 6-4. 6-5. 6-6. 6-7. 6-8. 6-9. 6-10. 7-1. 7-2. 7-3. 7-4. 7-5. 7-6. 7-7. 7-8. 7-9. 8-1. 8-2. 8-3. 8-4. 8-5. 8-6. JAN/91

Title Single Entry Liquid Fuel Nozzle Schematic Single Entry Liquid Fuel Nozzle Liquid Fuel Water Injection Schematic Flow Divider and Manifold Drain Valves Liquid Fuel Water Injection Fuel Nozzle Dual Entry Fuel System Schematic Dual Entry Fuel Nozzle Removal and Installation of Dual Entry Fuel Nozzle Dual Fuel System Schematic Off-Engine Mounted Fuel Pump and Filter Assemblies RAFT Mounted Components RAFT Junction Box Terminals Flow Divider and Manifold Drain Valves Dual Fuel Nozzle Gaseous Fuel Manifold and Hoses Dual Fuel Water Injection System Dual Fuel Heating System Single or Dual Entry Fuel Heating Systems Thermocouple Thermocouple Harness Terminal Block Connections Thermocouple Harness Terminal Block Schematic Thermocouple Circuits Digital Electronic Control System Digital Electronic Control Schematic Digital Control Assembly (Front View) Digital Control Assembly (Rear View) Central Processing Unit (CPU) Module Interface Unit Module Interface Extension Unit Module 16-Way Relay Output Unit Module 4-Way D-to-A Output Unit Module Servo Driver Park Unit Module Engine Oil System Schematic Engine Oil System Block Diagram Hairlike Metal Particles Main Oil Pump and Filter Pressure Regulating Valve and Magnetic Chip Detector Oil Filter Assembly External Scavenge Pump Turbine Rear Scavenge Oil Pump Inner Rear Exhaust Cone Puller, 6799754 Power Takeoff Assembly Power Takeoff Assembly and Adapter Coupling Details System to Prevent Oil Mix Between PTO and Driven Equipment Speed Sensor Pickup Use of Depth Gage, 6797571 PTO Housing and Adapter Housing

& 4-69 4-71 4-75 4-79 4-83 4-89 4-93 4-96 4-101 4-105 4-111 4-113 4-121 4-129 4-149 4-151 4-153 4-155 5-3 5-4 5-4 5-6 6-12 6-13 6-19 6-20 6-21 6-23 6-24 6-26 6-28 6-29 7-5 7-7 7-17 7-19 7-20 7-26 7-28 7-32 7-33 8-4 8-4 8-5 8-8 8-8 8-11 xxvi i

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE LIST OF FIGURES (cent)

EmrE 8-7. 8-8. 8-9. 8-10. 8-11. 8-12. 8-13. 8-14. 9-1. 9-2. 9-3. 9-4. 1o-1. 10-2. 10-3. 10-4. 10-5. 10-6. 10-7. 11-1. 11-2. 11-3. 11-4. 11-5. 12-1. 12-2. 12-3. 12-4. 12-5. 13-1. 13-2. 13-3. 13-4. 13-5. 13-6. 13-7. 13-8. 13-9. 13-10. 13-11. 13-12.

xxviii

Title Midbearing Fuide Tool, 6797753 Roller Retainer Tool, 6797881 Assembled PTO Shaft Assembly Installation Measurement Bearing Pulling Fixture, 6797754 Bearing Inner Race Pusher, 6797756 Use of Main Drive Coupling Tool, 6798754 Tapered Coupling and Input Shaft Dimension B Measurement Accessory Drive Gearbox Accessory Drive Gearbox Drive Pads Fuel Pump Drive Oil Seal Puller No. 6796461 Fuel Pump Drive Shaft Oil Seal Installation No. 2 Engine Speed Pickup Locations Compressor Rotor Blade Damage Limits, Leading and Trailing Edges Compressor Rotor Blade Damage Limits, Convex and Concave Faces Compressor Blade Corrosion Limits Ground Shell Cleaner Dispenser Typical Plenum (Plan - View) Steam and Chemical Cleaning System Compressor Air Bleed System Schematic Troubleshooting Chart Compressor Air Bleed Systems and Components Compressor Bleed and Speed Sensitive Valves Screen and Shield Installation Cross Section of Combustion Section Splitline Locations Combustion Liner Crossover Clamping Engine Ignition System Lockwiring of Igniter, Igniter Lead, and Liner Support Turbine Unit Assembly Cross Section Compressor Holder, 3755 Turbine to Compressor Tie Bolt Removal of Tie Bolt Retaining Nut Removal of Tie Bolt Loosening Rear Bearing Clamp Nut Removal and Installation of Turbine Unit Assembly Lifting Adapter, 6799620 Engine Turnover Stand, 6796643, and Stand Adapter, 6796644 Positioning Turbine Rotor Wrench, 6796569 Rotor Clearance Adjusting Jack, 6797484 Removing Combustion Liners

& 8-13 8-14 8-16 8-18 8-18 8-21 8-22 8-24 9-3 9-4 9-6 9-6 10-6 1o-1o 1o-1o 10-12 10-23 10-24 10-25 11-4 11-5 11-9 11-13 11-17 12-4 12-7 12-11 12-15 12-21 13-7 13-9 13-10 13-11 13-12 13-12 13-14 13-16 13-16 13-17 13-17 13-18

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE LIST OF FIGURES (cent)

EWE 13-13. 13-14. 13-15. 13-16. 13-17. 13-18. 13-19. 13-20. 13-21. 13-22. 13-23. 13-24. 13-25. 13-26. 13-27. 13-28. 13-29. 13-30. 13-31. 13-32. 13-33. 13-34. 13-35. 13-36. 13-37. 13-38. 13-39. 13-40. 14-1. 14-2. 14-3. 14-4. 14-5.

JAN/91

Title Combustion Inner Casing, Combustion Inner Casing Liner, and Front Bearing Support Removing Combustion Liner Casing Removing Combustion Liner Casing Liner Removing Turbine Clamping Nut Removing Bearing Inner Race and Rollers Removing Front Bearing Support Removing Front Bearing Outer Race Removing Front Bearing Labyrinth Seal Inlet Casing, Vane Casing, and Rear Bearing Support Removing Front Bearing Labyrinth Seal Removing Vane Casing 2nd, 3rd, and 4th Stage Vane Locations Removal of Rotor Assembly Removing Rear Bearing Inner Race and Labyrinth Seal Rotor Assembly Installed in Rotor Transportation and Storage Stand Removing Rear Bearing Cage Removing Rear Bearing Outer Race Removing Metallic O-ring Seals Diffuser Sump Carbon Deposit Buildup Location Rear Bearing Retainer Bolt Torque Sequence Rear Bearing Rollers Retainer, 6798242 Installing Rotor Assembly 1st Stage Vane and Saddle Positions Seating Front Bearing and Labyrinth Seal Rear Bearing Clamp Nut Installation Rotor Assembly Axial Clearance Measurement Combustion Liner Crossover Clamping Scavenge Oil Tube and Tube and Nozzle Assembly Alignment Cotter Pin Installation Step-by-Step Example of Lockwiring Examples of Lockwiring Universal Fittings Torque Wrench and Extension

13-20 13-22 13-22 13-23 13-23 13-24 13-25 13-26 13-28 13-30 13-30 13-31 13-31 13-32 13-33 13-34 13-35 13-35 13-36 13-43 13-43 13-44 13-46 13-49 13-50 13-51 13-54 13-56 14-5 14-14 14-15 14-16 14-19

xxix

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE LIST OF TABLES Table 1-1. 2-1. 2-2. 2-3. 2-4. 2-5. ;$: ;::: 3-1. 3-2. 4-1. 6-1. 7-1. 7-2. 8-1. 13-1. 14-1.

14-2. 14-3. 14-4. 14-5.

14-6. 14-70 14-8. 14-9. 14-10. A-1. A-2. A-3. A-4. xxx

Title Engine Weight and Dimensions Operating Parameters Operating Limits Troubleshooting Start, Run, and Stop Report Engine Trouble Report Installation Inspection Report Control System Static Test and Instrument Calibration Start-up and Adjustment Runs Performance Estimate Date Record Inspection Tasks Engine Shipping Container Air Pressure Requirements Versus Temperature Approved Liquid Fuels Dumb Terminal Access Adjustments Lubrication Oils Oil Leaks Speed Sensor Pickup Shim Requirements Turbine Unit Assembly Inspection Standard Torque Limits to Either the Nut or Bolt, When a Steel Tension Type Nut is Used in the Combination. Values also Apply to Bolts Torqued into Steel Tapped Hobs or Steel Inserts. Standard Torque Limits to be Applied to Either Nut or Bolt When a Steel Shear Type is Used in the Combination. Standard Torque Limits for Bolts Torqued into Aluminum Tapped Holes With or Without Inserts. Standard Torque Limits for Screws into Aluminum Tapped Holes With or Without Inserts. Standard Torque Limits for Screws Torqued into Tension or Shear Type Nuts With or Without Self-1ocking Feature. Value also Applies to Screw Torqued into Steel Tapped Holes With or Without Inserts. Steel Coupling Nuts on Steel Fitting Steel With Aluminum or Aluminum With Aluminum Coupling Nuts on Fitting Aluminum or Steel Unions Plugs and Bleeders Recommended Markers Test Table Test Table Test Table Test Table

~

1-4 2-4 2-5 2-15 2-30 2-32 2-35 2-36 2-37 2-38 3-6 3-27 4-29 6-37 7-9 7-11 8-7 13-39 14-6

14-7 14-8 14-8 14-9

14-10 14-10 14-11 14-11 14-23 A-8 A-10 A-n A-13 JAN/91

~

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE LIST OF TABLES (cent) Table

Title

A-5. A-6. A-7. A-8. A-9. A-10. A-n. A-12. A-13. A-14. A-15. A-16. A-17. A-18. A-19. A-20.

Test Test Test Test Test Test Test Test Test Test Test Test Test Test Test Test

JAN/91

Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table Table

A-14 A-16 A-20 A-21 A-22 A-23 A-24 A-25 A-26 A-29 A-33 A-34 A-34 A-36 A-37 A-37

xxxi

I

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE , SECTION 1 ENGINE DESCRIPTION TABLE OF CONTENTS Paraqrar)h

JAN/91

Descri~tion

Paqe No.

1-1

General Definitions

1-3

1-3

Weights and Dimensions

1-3

1-5

Engine Description

1-4

1-8

Compressor Section

1-5

1-10

Accessory Drive Gearbox

1-5

1-12

Combustion Section

1-5

1-14

Turbine Unit Assembly

1-5

1-16

Turbine Outlet Temperature (TOT)

1-6

1-18

Lubrication (Lube) System

1-6

1-20

Ignition System

1-6

1-22

Fuel and Control System

1-6

1-24

Power Takeoff Assembly

1-6

1-26

Engine Mounting

1-9

1-27

Cool ing

1-11

1-29

Engine Configuration Options

1-11

1-30

Operating and Maintenance Precautions

1-11

1-31

Lifting and Handling Information

1-12

1-32

Removal

1-12

1-33

Installing Engine in Engine Stand

1-16

1-34

Removal Engine From Engine Stand

1-16

1-35

Installation

1-18

1-1

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE I~DEX TO FIGURES Paqe No.

Fiqure No. 1-1

Engine Assembly

1-4

1-2

Engine Cross Section

1-7

1-3

Engine Mounting

1-10

1-4

Engine Lifting Adapter, 6796871

1-14

1-5

Engine Forward Attaching Details

1-15

1-6

Engine Stand, 6799609

1-17

INDEX TO TABLES Table No. 1-1

1-2

Title Engine Weight and Dimensions

Paqe No. 1-4

.

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE SECTION 1 ENGINE DESCRIPTION 1-1.

GENERAL DEFINITIONS.

1-2.

The following orientation definitions apply to the nomenclature used in this manual. The orientation as defined is related to the engine assembly. A. The FRONT of the engine is determined by the air inlet bell, the accessory drive gearbox and engine vent assembly are attached to the air inlet housing. B. The REAR of the engine is determined by the turbine rear bearing support. c. The LEFT and RIGHT sides of the engine are determined by looking at the engine from the rear, facing forward. D. The TOP of the engine is determined by the breather vent located on top of the air inlet housing. E. The BOTTOM of the engine is determined by the accessory drive gearbox located on the bottom of the air inlet housing. F. All radial position locations begin at the top of the engine and progress clockwise around the engine as the engine is viewed from the rear. G. The compressor wheels, turbine wheels and vane assemblies are referred to by number from front to rear. H, The direction of rotation of each accessory dr ve is determined when facing the mounting pad for that accessory. 1. The direction of rotation of the compressor, turb ne rotor, and power takeoff shaft is counterclockwise when the engine is viewed from the rear of the engine facing forward. J< The engine furnishes power to drive the necessary equipment thru power takeoff shaft. K, The fuel nozzles, liner support, combustion liners, spark igniters, and the thermocouple (TC) and starting from the top they are numbered clockwise (CW) when the engine is viewed from the rear.

1-3.

WEIGHTS AND DIMENSIONS.

1-4.

The weights and dimensions for the engine are shown in Table 1-1.

JAN/91

1-3

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANLk 1-5.

ENGINE DESCRIPTION.

1-6.

The gas turbine engine with a digital electrical control (DEC) system is divided into a compressor section, a combustion section, a“ turbine unit assembly (coupled to the compressor), and an accessory drive gearbox (Ref. Figures 1-1 and 1-2). Table 1-1.

Engine Weight and Dimensions.

Weight

1270 lb (577 kg)

Length, with Power Takeoff Shaft

123.7 in. (3141.9 mm)

Width

22.24 in. (564.9 mm)

Height

29.85 in. (758.2 mm)

Mechanical Limit (Max.)

37,700 lb in. (4259.5 Nom)

Normal Operating Speed

13,800 to 14,600 rpm

I I

COMPRESSOR ANDINLET

60MBusTi0N ANDTURBINE SECTION

ACCESSORY DRIVE GEARBOX Figure 1-1. .

1-4

QHA018XD Engine Assembly,

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE 1-8.

COMPRESSOR SECTION.

1-9.

The compressor is a single-entry, fourteen-stage, axial-flow type. An air inlet housing, secured to the forward end of the compressor casing, directs the inlet air to the compressor rotor. During operation, inlet air is compressed approximately 9.5 times the intake pressure. The accessory drive gearbox is attached to the bottom and the engine breather to the top of the air inlet housing. A compressor diffuser, secured to the rear of the compressor casing, directs the air from the compressor rotor to the combustion section. The six fuel nozzles are mounted in the diffuser. Refer to Section 10, Compressor Section, for details and discussion.

1-1o.

ACCESSORY DRIVE GEARBOX.

1-11.

The accessory drive gearbox is mounted to the bottom of the air inlet housing and receives its drive from the compressor rotor via the side gear meshed to the compressor extension shaft. The main pressure and scavenge oil pump assembly is mounted on the front and the external scavenge oil pump assembly on the rear. Driven accessories are mounted on the front and rear sides as required. Refer to Section 9, Accessory Drive Gearbox, for details and discussion.

1-12.

COMBUSTION SECTION.

1-13.

The combustion section, which is attached to the diffuser, incorporates six can annular shaped combustion liners. The combustion liners mix the fuel and air, control combustion and guide the hot gases into the turbine unit assembly. Refer to Section 12, Combustion Section and Ignition System, for details and discussion.

1-14.

TURBINE UNIT ASSEMBLY.

1-15.

The turbine unit assembly, mounted to the rear of the outer combustion casing, consists of a four stage rotor and vane assembly (stages 1, 2, 3, and 4), a inlet casing, a vane casing, and a rear bearing support. The 1st stage blades and vanes are air cooled. The rotor assembly absorbs the necessary energy from the expanding gases to drive the compressor rotor, the engine driven accessories, and the driven equipment through the PTO assembly. The turbine unit assembly also provides the mounting flange for attaching the inner exhaust cone and the rear scavenge oil pump. Refer to Section 13, Turbine Unit Assembly, for details and discussion.

JAN/91

1-5

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE 1-16.

TURBINE OUTLET TEMPERATURE (TOT) .

1-17.

The engine control system receives turbine temperature signals from TOT system’s thermocouples. The twelve thermocouples (T/C) are installed in the turbine unit assembly’s rear bearing support. Refer to Section 5, Turbine Outlet Temperature (TOT) System, for details and discussion.

1-18.

LUBRICATION (LUBE) SYSTEM. NOTE For lubrication system(s) for driven equipment, refer to it’s OEM manual(s).

1-19.

The lube oil system provide pressure oil to the engine shafts, gears and bearings for lubrication and cooling. The oil system is a dry-sump type which includes one combination pressure and scavenge oil pump, an external scavenge pump, and an rear scavenge oil pump. Refer to Section 7, Engine Lubrication System, for details and discussion.

1-20.

IGNITION SYSTEM.

1-210

The ignition system includes an exciter assembly and two igniters located in combustion liners, positions 2 and 5. Crossover ferrules between individual combustion liners provide uniform lightoff during starting. Refer to Section 12, Combustion Section and Ignition System, for details and discussion.

1-22.

FUEL AND CONTROL SYSTEMS.

1-23.

The fuel and control systems includes pumps, filters, metering and shutoff valves, manifolds, fuel nozzles and the control assemblies and input devices. Refer to Section 4. Fuel Systems. and Section 6., Control System, for details and discussion. “

1-24.

POWER TAKEOFF ASSEMBLY.

1-25.

The power takeoff assembly is located between the forward end of compressor’s air inlet housina and the rear (. nput) of the driven equipment. The power takeoff assembly transmits engine torque from the compressor extension shaft to the driven equipment and provides a speed pickup for measuring engine speed. Refer to Section 8, Power Takeoff Assembly, for details and discussion.

1-6

JAN/91

Allison Engine Company .; .;. ,.

501-KB5 DEC OPERATION AND MAINTENANCE COMPRESSOR SECTION .

{/ , \ ., &

A

.

\~

=2

AIR INLET

I ////+

EXHAUST GAS OUTLET

“ -pOwEROuTpuT m

■*

SEAL AIRFLOW

TURBINE COOLING AIR FLOW

* OPTIONAL STANDBY ‘()”ER (SEE TABLE 2.2 FOR NORMAL OPERATING LIMITS)

* & OPERATING RPM RANGE: 13,800 TO 14,600 Figure 1-2. JAN/91

Engine Cross Section (Sheet 1 of 2). 1-7

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE COMBUSTION SECTION A

TURBINE SECTION A

Y/

\

u

:

u-

0

‘0

0 0 d

SPECIFICATIONS CONTINUOUS

—MAXIMUM

RATED POWER, HP (KW) ISO STD DAY

LIQUID: 5106 (3807) GASEOUS: 5263 (3924)

* LIQUID: 5704 (4253) *GASOUS:5822(4351 )

RATED TURBINE lHII~fRATURE (CTIT)

1895 (1035)

*.2(JO()(~()93.3)

RATED RPM

**14,200

15,800

ENGINE DRY WEIGHT

1270 LBS. (576.1 KG)

QHA020XK Figure 1-2. 1-8

Engine Cross Section (Sheet 2 of 2 ) .

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 1-26.

ENGINE MOUNTING. NOTE There are various mounting systems for the 501-KB5 engine. The high shock mount system is the one most frequently used, refer to the OEM manual for the fixed mounting system. A. The various types of the eng” ne mounting systems are shown in Fgure 1-3. B. The engine mounting systems: 1. Maintains engine position and alignment. 2. Supports weight, inertial, shock loads, and torque loads of the engine. 3. Allows for thermal expansion. 4. Supports external air inlet and exhaust connection loads. 5. Dampens induced engine vibration. NOTE External loading caused by the inlet, exhaust, or other engine connections is additive to weight and inertial loads. c. The engine mounting system is designed to distribute the load through the high shock mount which is located below the diffuser and connected to the two diffuser flanges. The high shock mount supports vertical loads, limited side loads and no fore-and-aft loads. Loads are transferred to the skid structure. Supplied linkage supporting the lower mount accommodates the axial and radial growth of the engine while maintaining the location of the engine axial center line. D. The engine bottom mounting bracket and plate are designed to accommodate the following loads: 1. Vertical direction--20,000 pound force (88 964 N) 2. Lateral direction--3OOO pound force (13 345 N) 3. Axial direction--5O5O pound force (O N)

JAN/91

1-9

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE

‘H

\: ,,

i’\, “!

f ([:.

,, J-q

:Wc,,— \

J--’—

I {..;”z; +””-=

-!“

,_. .— —. -1

—. ~
1600(871). 7200 RPM. NOTE 1.

40 PER SEC FOR3 SEC WHEN CTIT > 600”F (316”C)AND N1 15,400.

1945 (1063) FOR 10 SEC OR >1995 (1091) FOR 100 MSEC.

>15,800. 1400°F (760”C) AND NI 1650°F (899°C) AND N1 >13,000 RPM.

-40 T0160 (-40 TO 71).

SYMBOLS : > = MORE THAN < = LESS THAN * = REFER TO OEM MANUAL FOR OPERATING UMITS-

—— jO

)

180 (82).

>3MILS (0.07MM) FOR >3 SEC.

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE 2-3.

ENGINE OPERATION. A. Ouring starting, fuel and ignition are programmed by the control system. Refer to the particular control system section for a description of how this is accomplished. Overspeed, underspeed and temperature protection is provided to the engine to initiate a shutdown. Other safety circuits connected to safety devices such as low oil pressure or high vibration sensors can also initiate a shutdown in order to protect the engine (Ref. Tables 2-1 and 2-2). B. Many safety circuits remain active during normal operation. c. The gas turbine engine is essentially a heat engine using air as a working fluid. Air-passing through the engine ii accelerated which means that the kinetic energy of the air is increased. To obtain this, the pressure energy is first increased and then heat energy is added with the final conversion back to kinetic energy in the form of a high velocity, high energy gas stream which is impinged on the turbine rotor assembly. Refer to the working cycle pressure volume diagram in Figure 2-1 with the following explanation: 1. Point X represents air at atmospheric pressure which is compressed along line XY, which adds some heat. 2. From Y to Z more heat is added to the air by introducing and burning fuel at constant pressure; this increases the temperature and volume of air. Some pressure losses occur in the combustion chamber as indicated by the drop between Y and Z. 3. From Z to X’the hot gases expand through the turbine nozzle (jei pipe or augmenter) and exhaust system to atmosphere. The kinet” c (gas) energy is converted to mechanical work in the turbine and manifested as torque at the PTO shaft output spline.

2-4.

NORMAL ENGINE STARTING. A. The starter begins to rotate the engine. B. Eng ne rpm and oil pressure begin to increase. C. The control system beqins to set the fue- metering valve in the correct position for ;tarting and tracks the fuel metering valve to verify the correct setting. NOTE If turbine temperature does not reach 600”F (316”C) CTIT and engine speed is not more than 2200 rpm in 10 seconds for liquid fuel or 3 seconds for gaseous fuel, an automatic engine (fail to fire) shutdown will occur.

JAN/91

2-7

Allison Engine Company 501 -KB5 DEC OPERATION AND MAINTENANCE COMBUSTION

COMPRESSOR

TURBINE

AIR OUTPUT SHAFT TORQUE

EXHAUST

px

POWER-TAKEOFF ASSEMBLY

I 4I

3 l-u a z Cn 2 u ‘ 2

Yd

FUEL NOZZLE

/coMBusTloN(ADDsH~TENERGyt

\r-N 1 \

i

I

VV”nn, nI PRESSURE-VOLUME DIAGRAM

w-w,w.:vr-,rn,,. l”u 1, , LLL

1

I

\

(THROUGH EXHAUST

COMPRESSION 1 – (ADDS PRESSURE ENERGY) ----- ----- ----- -

A AMBIENT AIR

x o

1 1

“1”

2

4

3

5

-,- - x W 7 6

VOLUME Figure 2-1. 2-8

Gas Turbine Engine Operating Theory.

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE D. At 2200 engine rpm, the control system turns on the ignition and opens the fuel shutoff valve(s). The liquid fuel manifold drain valves are closed (de-energized). Engine ignition (lightoff) occurs and the engine should accelerate to running speed within one (1) minute. CAUTION ALTHOUGH ENGINE STARTS ARE PERMITTED AT ANY RESIDUAL TURBINE TEMPERATURE, IF POSSIBLE ALLOW ENGINE TO COOL TO 200”F (93”C) PRIOR TO THE NEXT START. E. At 8400 engine rpm, the control system turns off ignition (if not turned off earlier by a timer) and starter systems. NOTE Engines having exceeding the one minute time period should be investigated for possible starting problem. F. The engine should normally accelerate to operating speed within one (1) minute. The engine should be shutdown either manually or by the control system if start cycle time is more than 45 seconds to reach operating engine rpm from 2200 rpm. The control system will initiate a shutdown if engine acceleration rpm increases less than 40 rpm per second for a 3 second time period and speed is less than 13,000 rpm. NOTE If the bleed valves are not open below 12,225 engine rpmwith 59°F (15”C) compressor inlet temperature (CIT), compressor surge and stal 1 will occur. This can damage the engine. Note and evaluate any deviation from the operation described above in order to initiate proper corrective action. G. Up to 11,000 engine rpm the compressor bleed valves are fully open to unload the compressor. At this speed they begin to move to the closed position. At approximately 12,225 engine rpm, they are fully closed. These speeds are for 59°F (15”C) compressor inlet temperature (CIT), activation speeds vary with CIT. The reverse occurs during deceleration to idle or shutdown. If the preceding limits are not met, refer to Section 11, Compressor Bleed System, for corrective procedures and/or refer to Troubleshooting (Ref. Table 2-3). 2-5.

CONTINUOUS NORMAL OPERATION. A. The engine will operate between 13,800 and 14,600 rpm to satisfy the load requirements of the driven equipment.

JAN/91

2-9

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE B. Maximum continuous CTIT is 1895°F (1035”C). C. Less than 1.0 mil (0.023 mm) engine turbine vibration is normal. Vibration above 1.0 mil (0.023 mm) a warning condition is given and corrective action is required. D. Engine oil pressure is 50-60 psig (345-414 kPag) and oil temperature at the inlet to the engine should be less than 160”F (71”C). 2-6.

NORMAL SHUTDOWN. CAUTION STABILIZED RUNNING IS PROHIBITED AT SPEEDS BELOW THE IDLE SPEED. THE CONTROL SYSTEM IS DESIGNED TO PREVENT ENGINE OPERATION BELOW 13,000 RPM . NOTE . Safeguards built into the engine control system to prevent engine damage are listed and explained in the applicable control system section. . Compare starting difficulty symptoms with descriptions tabulated in the control system section; refer there for details in order to determine the malfunctioning item. . Normal shutdown should include a minimum of 5 minutes operation at idle rpm after operation at more than 1450”F (788”C) CTIT. A. A signal is initiated which closes the fuel shutoff valve. B. As fuel is completely shutoff, the flame extinguishes, and the engine coasts down to zero rpm in a smooth manner. c. Engine oil pressure declines to O psig (O kPag) as the engine comes to a stop.

2-7.

EMERGENCY SHUTDOWNS. NOTE During an emergency shutdown, all functions associated with a normal shutdown occur except for the time at idle and that they occur in rapid sequence. An emergency shutdown will be initiated by the control system or should be manually initiated if any of the following limiting conditions occur: A. CTIT is more than 1945°F (1063”C) for more than 10 seconds or 1995eF (1091”C) for 100 milliseconds. Automatic shutdown will occur.

2-1o

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE B. CTIT is less than 600”F (316”C). (This could occur due to a thermocouple signal loss or a flameout.) C. Engine speed is more than 15,800 rpm or less than 13,000 rpm. D. Engine oil pressure is less than 20 psig (138 kPag). E. Engine vibrations is more than 3.0 roils (0.07 mm) for a 3 second time period. F. Driven equipment vibration is more than established by the OEM manual . G. Driven equipment bearing temperatures refer to OEM for limits. H. Driven equipment oil supply pressure refer to OEM for limits. I. Fuel metering valve mistracks the fuel demand by more than a plus or minus 0.5 volt for 1.0 second. 2-8.

STALLED OR STAGNATED STARTS. NOTE The following items can contribute to a stalled start: A. Not enough fuel supply to keep the engine accelerating. B. Low fuel supply pressure. c. Fuel shutoff valve(s) not completely open. D. In-line fuel filter blocked, collapsed, or dirty. E. Fuel metering valve (FMV) stuck closed or partially open (the FMV tracking will abort the start due to mistracking). F. Loose fitting or broken fuel lines (leakage). G. Blocked fuel nozzles. H. Improper signal from the CIT sensor to the control system. I. Engine speed pickup is faulty. J. Excess fuel which chokes the engine causes partial compressor stall and prevents acceleration: 1. Turbine airfoils are damaged and general hot section damage.

JAN/91

2-11

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 2. Compressor blading is damaged or badly contaminated (dirty). 3. Control system starting fuel flow schedule too high due to a malfunction of a component. K. Air inlet or exhaust system blocked. 1. Inlet louvers not opening. 2. Inlet duct collapsed, 3. Foreign material covering the inlet air filter opening. 4. Foreign material blocking the engine air inlet. 5. The exhaust duct blocked by foreign material. L. Exhaust gas blowing directly into the air inlet. M. Insufficient assist (driving force) from the starter: 1. Supply pressure too low. 2. Starter is worn or damaged. 3. Starter has too low a horsepower rating. 4. Starter drive is slipping (stripped side gear or mating gear). CAUTION IF BLEED VALVES ARE CLOSED ON START NOT ONLY WILL THERE BE A STALL BUT ALSOAN 0VERTE14PERATURE CONDITION AND ENGINE DAMAGE WILL OCCUR. N. Compressor bleed valves are closed on start. 2-9.

START-RUN MONITORING EQUIPMENT. A. Refer to the instrumentation nstalled in the control panel for the engine. The following is the minimum instrumentation required for each engine: 1. CTIT meter. 2. Engine speed meter. 3. Control system operating lights (Refer to Section 6, Control System).

2-12

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE 4. Operating condition indicators (normally lights or flags) to indicate a warning or emergency shutdown condition. Other condition status which may be displayed are: a. Power applied to Starter Relay. b. Fuel ON. c. Rundown timer. d. Magnetic chip detector. 5. Engine and/or driven equipment oil pressures. 6. Fuel supply pressure at the fuel metering valve inlet. 7. Vibration meters. 8. CIT meter. B. For additional information regarding speed pickups, vibration pickups and other sensors, refer to those specific sections which deal with these in detail. C. Refer to Paragraph 2-12, Performance Evaluation for correct turbine operation. 2-10. TROUBLESHOOTING. A. General. NOTE The DEC control system may interrogated to identify the malfunction shutdown. 1. When a malfunction is suspected, try initially to locate the fault with the equipment in the static state. (Engine not running, electrical power OFF, etc.) 2. Do not set up the prevailing conditions under which a malfunction occurred, in order to see if it will appear again, until some logical inspection has been made that may show what went wrong. 3. If it is possible during static checks, isolate assemblies and/or components and inspect them individually. Take precautions to protect one unit from another where there is some interlink while either is being tested. 4. Observe and record indexing, spatial distances, and other special

JAN/91

2-13

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE linkages when components are detached from each other so correct calibration can be attained upon reassembly. 5. Certain problems can be detected (or more easily detected) only when a device is being operated. If it is possible, rig the test to turn on sections of the system one at a time, checking each for correct operation before proceeding to the next. 6. Introduce the necessary signals (electrical, pressure, temperature, rpm) keeping rigid control of them, into the suspected area, and observe the results. What to expect as a response must be known. Use the schematics (such as those in the”501-KB5 Installation Drawing, 23037500) as well as specific component information to determine what is to be expected, then, test for it. Also, compare data with standard operating data acquired earlier. 7. If the action generated by the preceding suggestions of Steps 1. thru 6. does not reveal the Droblem. reassemble, read.iust, recalibrate and rerun the or ginal’system’as a unit. ‘Take ~ynarnic data and watch carefully to see if the malfunction reoccurs and persists. 8. The Troubleshooting Gu de, Table 2-3, is to acquaint the operator with some of the kinds of difficulties that could be encountered. 9. Operator personnel should become acquainted with the principals and basics of aas turbine enaine oDeration. Troubleshootina will then be easier-and logical. J.

10.

.

-,..

.

Maintain a historical record of engine performance. This will then provide a baseline for monitoring changes in engine performance, especially when a problem is suspected. The historical record will shows trends, for example, the compressor becoming dirty.

B. Troubleshooting Charts, Graphs, and Tables. 1. The troubleshooting information that follows is an outline or guide. It is not practical to list or to point out every possible operating problem. There are also differences between installations; making exact details difficult. The Operator should create troubleshooting charts to cover their specific installations. Refer to Table 2-3. 2. Additional troubleshooting information and techniques are in other sections. Others that may be useful are: a. Section 7, Engine Lubrication, Table 7-1, Oil Leaks. b. Performance Evaluation, Paragraph 2-12. c. Section 5, Turbine Outlet Temperature (TOT) System. 2-14

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE Table 2-3. Trouble Indication(s) No lightoff during start attempt. . . no rise in CTIT with rpm above 2200

Troubleshooting

Probable Cause(s) Fuel manifold pressure and/or fuel flow is normal, suspect an ignition fault: (1) Exciter not energized or low input voltage. (2) Exciter output weak. (3) Igniter plug spark weak. (4) Igniter lead open or shorted to ground. NOTE Liquid fuel manifold pressure should be 150 to 155 psig (1035 to 1069 kPag) for proper fuel atomization. Gaseous fuel manifold pressure should be 4 to 6 psig (28 to 41 kPag). Fuel flow and manifold pressure is low, suspect a faulty fuel shutoff valve or electronic control system. Fuel flow is normal but no fuel manifold pressure, suspect a manifold drain valve or fuel bypass valve not closed (Liquid Fuel Only). No fuel flow or fuel manifold pressure, suspect fuel shutoff valve(s) (automatic or manual) not open. NOTE Ambient temperature is cold and below the fuel 10 centistokes temperature, fuel heating is required (Liquid Fuel Only). Engine inlet air temperature too low for fuel being used. Fuel temperature too low. Poor fuel quality. Fuel metering valve (FMV) position mistrack above 2300 engine rpm. Starter too strong and accelerates engine too rapidly through lightoff speed range.

I

JAN/91

2-15

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE Table 2-3. (Cont. ) Probable Cause(s)

Trouble Indication(s) Late lightoff. . . Liquid fuel engine in cold ambient temperature. ..no CTIT rise until 10 seconds after fuel and ignition ON

Fuel temperature too low. Poor fuel quality. Engine inlet air temperature too low for fuel being used. Poor fuel quality. Fuel shutoff valve not energized or is stuck closed. Fuel flow and manifold pressure are low, suspect a faulty fuel shutoff valve or electronic control system. Low voltage to ignition exciter.

No lightoff. . . Gaseous fuel engine . ..no CTIT rise 3 seconds after fuel and ignition ON

Low fuel supply pressure. Gaseous fuel inlet pressures should be 195 to 205 psig (1346 to 1414 kPag) or 245 to 255 psig (1691 to 1759 kPag) depending on gaseous fuel metering valve installed. Low voltage to ignition exciter. Minimum fuel flow too high or too low. Fuel flow should be 4 to 6 psig (28 to 41 kPag).

No engine rpm indication

Starter failure. PTO shaft failure.

Acceleration slow or stagnated and CTIT appears normal

Inadequate starter assist,

Stagnated (stalled) start, i.e. . . . acceleration slow or stagnated with low CTIT (less than 1300”F or 704’C) and engine rpm in the 3500-6500 range; Iightoff may be normal or late

Low fuel flow--suspect the following: (1) (2) (3) (4) (5) (6) (7) (8)

2-16

Dirty or damaged compressor. Partially closed fuel shutoff valve(s). Low fuel pressure, faulty fuel pump. Low acceleration fuel flow schedule (Electronic Control System). Defective fuel metering valve. Replace the fuel metering valve. Defective CIT sensor. Replace CIT sensor. Clogged fuel filter. Clogged flow divider valve (Liquid Fuel Only). JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE Table 2-3. (Cont. ) Trouble Indication(s) Stagnated (stalled) start, i.e. . . . acceleration slow or stagnated with low CTIT (less than 1300”F or 704”C) and engine rpm in the 3500-6500 range; lightoff may be normal or late (Cont.) Acceleration slow or stagnated and CTIT approaches or exceeds the start warning or maximum limit

Probable Cause(s) Inadequate starter assist. A manifold drain valve or bypass valve not closed (Liquid Fuel Only)

Starting fuel flow too high. Replace fuel metering valve or investigate the DEC control system. Interstage (compressor) bleed valves not open. Acceleration fuel flow too low or too high. Low fuel flow normally results in slow acceleration with slow increase in CTIT to the upper limit. High fuel flow can also result in slow acceleration but CTIT will rise rapidly. Suspect faulty fuel metering valve or electronic control system.

Late lightoff

Inadequate starter assist. Improper fuel and air ratio.

High CTIT during start. . .Normal lightoff and acceleration-CTIT approaches or exceeds the start warning or maximum (shutdown) limit

Inadequate starter assist. Compressor 5th- and 10th-stage bleed valves not open. Acceleration fuel flow too high. Suspect faulty fuel metering valve or electronic control system. Flow divider valve for secondary fuel flow stuck open (Liquid Fuel Only).

JAN/91

2-17

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE C. Test Equipment and Techniques for Troubleshooting 1. The borescope is used to visually inspect the internal areas of the combustion section, fuel nozzle heads and turbine inlet. It is also convenient for probing into other places such as the compressor inlet. (Ref. Section 3, General Engine Inspection and Maintenance Tasks.) D. Oi”

Consumption Troubleshooting. NOTE

Refer to Section 7, Engine Lubrication for troubleshooting procedures or Dr ven Equipment OEM manual. 2-11.

SPECIAL INSPECTIONS. A. Special inspections are usually those which come about because of a malfunction or a pending malfunction as indicated by a warning. Refer to appropriate manual sections. B. Vibration limit is exceeded and a shutdown may or may not have resulted: 1. Check for loose pickup, mounting plate or connector. Check the wiring to the pickup connector. 2. Check magnetic chip detector for debris accumulation. 3. Restart engine. If the limits are exceeded again, check compressor and turbine for damage. c. Automatic shutdown occurs during engine start: 1. If three consecutive start attempts are unsatisfactory, determine cause. 2. Inspect fuel and electronic control systems. 3. Inspect for fuel metering valve mistrack and electronic control system. 4. Inspect engine oil system (Ref. Section 7). 5. Inspect turbine and compressor by the use of a borescope Section 3).

Ref.

6. Inspect for disconnected engine harness, reconnect if required. 7. Inspect for open circuit in thermocouple wiring from engine to electronic control system. 2-18

JAN/91

Allison Engine Company 501 -KB5 DEC OPERATION AND MAINTENANCE D. Automatic overtemperature shutdown occurs during starting or dur ng normal operation: 1. Inspect fuel, DEC electronic control, and thermocouple circuit systems. 2. Inspect turbine and compressor by the use of a borescope. 3. Check 5th and 10th bleed valve operation. E. Automatic overspeed shutdown occurs. F. Magnetic drain plug - continuity established between contacts. NOTE Remove and inspect magnetic drain plug for metal particle accumulation. Refer Section 7. G. Engine power has depreciated. WARNING IF BLEED VALVES ARE NOT CLOSING, THE BLEED VALVE CAN BE HOT AND CAN BURN MAINTENANCE PERSONNEL IF TOUCHED. 1. Make sure compressor bleed valves are fully closing. A quick check is to make sure bleed valves are not too hot to the touch. 2. Inspect compressor for dirty bladina. If so. clean the compressor.” Try water, liq~id clea~er, and-ground nut shell, kerosene, and steam. Refer to Section 11, Compressor Section. Check engine performance. H. Inspect fuel filter delta pressure. A dirty filter with a high pressure drop will restrict fuel flow. I. Inspect burner drain valves (Liquid Fuel Only). 1. At the time of compressor cleaning, determine that burner drain valves are operational. 2. Refer to burner drain valve section for running inspection. J. Inspect turbine 1st stage vanes and blades for heat damage by using a borescope through several of 18 inspection ports in turbine inlet case.

JAN/91

2-19

—

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE 2-12.

PERFORMANCE EVALUATION . A. General. NOTE In most applications there is no way to obtain complete data necessary to exactly calculate engine performance. However decreased compressor efficiency often due to ingested oil vapors, dirt, or other airborne contaminates can be determined by a comparative performance method. This method requires that a complete engine baseline of data is recorded and kept whenever a new and/or a replacement engine is installed, or whenever an engine has undergone a major on-site repair, such as turbine unit change. Future data, such as the Performance Estimate Data Record, Gas Turbine Trouble Report, etc, will use the engine baseline data for estimating a decrease in performance. 1. Use the engine baseline to estimate performance of the engine(s). NOTE If compressor damage such as blade erosion or vane erosion or foreign object damage (FOD) has not occurred, the performance can normally be recovered by cleaning the compressor. 2. Cleaning or other maintenance is highly recommended by Allison when performance depreciates 5 percent below the baseline. CAUTION ENGINE PERFORMANCE THAT DECREASE IN EXCESS OF 5 PERCENT IS TO BE AVOIDED, SINCE THE ACCOMPANYING INCREASE IN CTIT LEVEL REDUCES TURBINE LIFE. 3. The compressor cleaning methods, described in Section 10, are the conditions and times to accomplish cleaning recommended by Allison. The gas turbine engine owner may modify these clean ng methods to suit the particular type operating conditions. Excessive performance depreciation (5 percent below the basel ne) can lead to starting difficulties and turbine damage. NOTE Since the calculated turbine inlet temperature (CTIT) is held constant for the baseline and the subsequent performance checks, it is advisable to inspect the thermocouples for integrity as well as all the thermocouple indicating circuitry prior to running a performance check.

2-20

JAN/91

---1

Allison Engine Company 501 -KB5 DEC OPERATION AND MAINTENANCE 4. To determine engine performance use the following graphs. a. Operating Lines of Compressor Pressure Ratio Versus Compressor Inlet Temperature for 1750”F (954”C) CTIT (Ref. Figure 2-2). b. Operating Lines of Compressor Pressure Ratio Versus Compressor Inlet Temperature for 1700”F (927”C) CTIT (Ref. Figure 2-3). c. Operating Line of Compressor Pressure Ratio Versus Compressor Inlet Temperature for 1600”F (871”C) CTIT (Ref. Figure 2-4). d. Shaft Horsepower Decrease Due to Dirty Compressor (Ref. Figure 2-5). B. Estimate of Percent Decrease of Shaft Horsepower. 1. The basic principle is to compare the differential pressure across the compressor with that measured at subsequent performance checks. 2. The pressures and temperature should be taken at the same engine locations (stations) for each performance check. Also, the instrumentation used in recording the data should be in calibration. All instruments should have at least a fl% full scale accuracy. C. Procedure to Estimate Decrease of Shaft Horsepower. NOTE Should operating power restrictions limit the maximum CTIT at which the engine can be operated, a lower CTIT can be used as a stabilized power check point condition orovidina the compressor bleed valves are fullv closed_. A graph for operating % 1700”F’(927”C) CTIT (Ref. Figure Z-i) and 1600°F (871”C) CTIT (Ref. Figure 2-4) check points are provided 1. Start the engine and stabilize at 1750”F (954”C) CTIT. For th s example the operating lines are on Figure 2-2. NOTE CIT is sometimes written as Tt2. with added metric equivalents.

The graphs have been scribed for “F

2. Record the following data. a. Total compressor inlet temperature (CIT).

I I

JAN/91

2-21

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE NOTE CIP is sometimes written as P t2. Because of the nature of the pressure, best results can be obtained by measur” ng inches of water. b. Total compressor inlet pressure (CIP). NOTE CDP is sometimes written as P4. Because of the high pressure, mercury (Hg) manometer and aneroid-type pressure gages are recommended. c. Compressor discharge pressure (CDP). NOTE For this example the follow” ng pressures have been chosen: CDP= 288.5 in. Hg absolute (974 kPa) CIP = 29.5 in. Hg absolute (99.6 kPa) Hence: Rc =~= 288.5 (974) = 9.78 CIP 29.5 (99.6) NOTE Since compressor performance (the differential pressure across the compressor) is expressed as a ratio, the units of absolute pressure could be psia (kPaa), etc. What matters is that for calculations both the CIP and CDP must be in the same units. 3. Determine the compressor ratio (Rc) by dividing compressor discharge pressure (CDP) by compressor inlet pressure (CIP) using the same absolute pressure units. 4. The compressor ratio of9.78 versus the CITof27°F (-2.8”C) chosen for this example is plotted as point A on Figure 2-3. 5. ,The value of the compressor ratio (R ) from the baseline data is plotted as point o. For this exampe ? the CIT is 65°F (18.3”C) and Rc is 9.28. 6. Adjust the value of Rc, which is plotted at A , along a constant operating line to the intersection of the CIT value of the comparative baseline which is 65eF (18.3”C) and plot the pointm . Record the (new) adjusted value of Rc, which in this example is 9.01 (Ref. Figure 2-2). 7. Compute the percent of R baseline by multiplying the adjusted value of RC (9.01) by 106 and dividing the product by the comparative basellne Rc (9.28). In this example, this is 97.09 percent.

2-22

JAN/91 —

Allison Engine Company.!,’ “: 501-KB5 DEC OPERATION AND MAINTENANCE

(-34)

(-29)

(-23)

(-18)

‘(-12)

(-7)

(-1)

(4)

TOTAL COMPRESSOR INLET Operating Lines of Compressor Pressure Ratio Versus Compressor Inlet Temperature for 1750”F (954”C) CTIT.

Figure 2-2.

JAN/91

2-23

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE

1. BASELINE DATA

WHILE IG STEADILY CTIT.

50 (lo)

1

60 (16)

R, =9.281N. HG (31.34 KPA)POlNT@ SERVICE TEST DATA: Tt z = 27° F ( -2.8° C ) F& = 9.78 IN. HG ( 33.03 KPA ) POINTA 3. ADJUSTED TESTRC POINT El 9.01 IN. HG (33.43 ‘A) .9709 or97Y 4.%RC BASELINE =.1OOX 9.28 IN. HG (31 .34 KPA) . 2.

ENGINE IN

5. PLOT ON FIGURE 2-5.

70

80

90

(21)

(27)

(32)

“ TEMPERATURE ( T~2) -0 F ( 0 C ) CIT

100 (38)

Il(j (43]

120

1

(49)

(54) QHSO08XA

Operating Lines of Compressor Pressure Ratio Versus Compressor Inlet Temperature for 1750”F (954’C) CTIT.

Figure 2-2.

2-24

JAN/91

Allison Engine Company 501-K135 DEC OPERATION AND MAINTENANCE

11.0

10.5

10,0

Id” o i= u a

9.5

w

!3 u) fJ

9.0

a

n a

51 fIJ

8.5

E

s o

0

8.0

7.5

7.0

-10

(-23)

(-:8)

(::2)

&

(::)

TOTAL COMPRESSOR I Figure 2-3. Operating Lines of Compressor Pressure Ratio Versus Compressor Inlet Temperature for 1700”F (927”C) ClIT.

JAN/91

2-25

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE

Ui

z

i

40

(4)

(%)

&

(%) 0

& 0

1 INLET TEMPERATURE ~Tt2) - F ( C) CIT

?2)

100

1 1 0

(38)

‘ (43) QttSO09XK

Figure 2-3. Operating Lines of Compressor Pressure Ratio Versus Compressor Inlet Temperature for 1700” F (927°C) CTIT. 2-26

JAN/91 -

Allison Engine Company

5cJ1-KB5 DEC OPERATION AND MAINTENANCE

--

F w-% ‘

I 1 I -10 (-23)

i

I

(-:8)

!,

(!:2)

i

I

(~?)

i

(~:)

I

;,

I

I

I

(%)

I

1

1

(%

1

1 1

)

:,

i

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I I

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($

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I

I

%

i

I

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?2)

0

TOTAL COMPRESSOR INLET TEMPERATURE ( T~ ~ ) -0 F ( C ) CIT QHSO1OXA Figure 2-4. Operating Lines of Compressor Pressure Ratio Versus Compressor Inlet Temperature for 1600” F (871”C) CTIT. JAN/91

2-27

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 8, Enter Figure 2-5 with the percent baseline R as determined by the previous step and follow the line up to !he calculate turbine In this example, this is the inlet temperature (CTIT) line. 1750”F (954”C) line (curve). The percent decrease in engine shaft horsepower is found at this point and is 5.4 percent. 9. When decrease in shaft horsepower (SHP) exceeds 5 percent, accomplish engine cleaning per Section 10, Compressor Section. 10. For keeping records as well as the procedure, use PERFORMANCE EVALUATION-DATA RECORD SHEET. 2-13.

RECORDS. NOTE The importance of keeping accurate records cannot be over emphasized and is strongly recommended by Allison. A. Records are used as an aid to locate problems as well as to determine when maintenance is required. B. This data can be useful in anal.yzinq oPeratin9 costs. Several kinds of technical records should be ~ons~dered: 1. Those when the gas turbine engine and the driven equipment are operating normally and efficiently. 2. Those when conditions indicate trouble or a when a malfunction actually occurs (The Trouble Report). 3. A third set of records, eauall.y as important to the troubleshooter as well as for record purposes; are those which cover prestart checks and proper adjustments. C. The following data forms are recommended by Allison. Samples of these recommended forms follow. 1. Start, Run, and Stop Report (Ref. Table 2-4). 2. The Trouble Report is used as a supplement the Start, Run, and Stop Report when a malfunction occurs (Ref. Table 2-5). 30 Installation Inspection Report (Ref. Table 2-6). 4. Control System Static Test and Instrument Calibration (Ref. Table 2-7). 5. Start-up and Adjustment Runs (Ref. Table 2-8). 6. Performance Estimate Data Record (Ref. Table 2-9).

2-28

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE o

5

10

15

20 100

90

95 BASELINERC

85

-pERcE~ QHSO1lXA

Figure 2-5. JAN/91

Shaft Horsepower Decrease Due to Dirty Compressor. 2-29

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE Table 2-4.

START, RUN , AND STOP REPORT.

START, RUN, AND STOP REPORT Report No.

Date

PLACE: Country Location No. Other Location Ident. Owner/Operator Report Recorded by Misc. Ident. Info. Gas Turbine Engine Model - 501-KB5 DEC Driven Equipment

Name

Model

ALLISON ASP NO. S/N

START : Take fuel sample and record condition, as required. Lower Heating Valve (LHV) Fuel If applicable, prestart check list number Record kind of instrumentation if different or unusual from normal, such as, Start-Run Monitoring Test Set.

NOTE: This report assumes that prestart checks and startup and adjustment runs have been done. If a separate record is not required, then this information should be put here in this report. Check and Record the Following: Starting Time: (2200 rpm Compressor Inlet Temperature (CIT): “F ( “F Outside Air Temperature (OAT): Fuel Supply Pressure: Minimum Fuel Flow Manifold Pressure: Initial CTIT: Ignition RPM: Peak light-off Calculate Turbine Inlet Temperature Acceleration Time (start-to-crank to lightoff)

2-30

to 3,000 rpm) ‘c) ( “c) psig ( kPag) ps:: ( ( (CTIT) I

kPag ) “c) “F Or\

(to 1~,000 rpm) ‘)

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE START. RUN, AND STOP REPORT (Cont.) JllJJ/: Compressor Discharge Pressure (CDP) RPM Bleed Valves start to close: RPM Bleed Valves are fully closed: Peak Vibration: Engine: Driven Equipment: Oil Pressure: Idle Speed: Engine Other Acceleration Notations

kPag)

psig(

mm) mm) kPag)

roils ( roils ( psig ( rpm

STOP: Date

Time of day

Describe shutdown: Record Engine coast-down time: Listen for and record unusual noises (scraping, bumping, knocking, etc.) and record: Peak Vibration: Enf 20PSID

I ‘~NG l----fi:~:

r+ .

FUEL METERING VALVE OUTLETPRESSUREGAGE CONNECTION

FUELMANIFOLDPRESSURE GAGECONNECTION

FUEL NOZZLES

— —

F==l Figure 4-1.

JAN/91

————

FINAL FILTER ::$;2 (2MICRONSNORMAL, “j{~~? 10 MICRONSABSOLUTE) :,,#jj’,##

FUELMETERINGVALVE INLETPRESSUREGAGE CONNECTION

I

;u/j, ;

PRESSURESWITCH OPEN >10 PSI (69 KPA)

QWXA Gaseous Fuel System Schematic.

4-13

Allison Engine Company 501 -KB5 DEC OPERATION AND MAINTENANCE 1. Operating pressure - 250 t 5 psig (1725 t 34.5 kPag). 2. Leakage - No leaks from splitlines, holes, or casting. 3. Response - Maximum transient time response is 0.120 seconds. 4. Ambient Temperature - Operates satisfactorily in surrounding air temperature of -40° to 160”F (-40° to 71”C)0 5. Fuel Temperature - Operates satisfactorily with fuel temperatures from -40: to 160”F (~40° to 71°C). 4-6.

Removal. A. Make sure electrical power is OFF and remains OFF until installation is completed. B. Make sure gaseous fuel is OFF and no pressure is at the inlet to the FMV . CAUTION DO NOT DISCONNECT FMV ELECTRICAL LEADS INSIDE THE FMV. DAMAGE TO THE FMV WILL OCCUR. C. Remove FMV electrical leads (1, Figure 4-2) at point of interface with the control system. D. Remove bolts (2), fuel manifold (3), and gasket (4). Discard gasket. E. Remove FMV outlet gage pressure hose (5). F. Remove FMV inlet gage pressure hose (6). G. Remove bolts (7) and washers (8). H. Move adapter assemble (9) and remove gasket (10). Discard gasket. I. Remove nuts (11) and remove FMV (16) with bracket (13). J. Remove bolts (12) and bracket (13) from FMV (16). K. If required, remove unions (14) and O-rings (15) from FMV (16). Discard O-rings.

4-7.

Cleaninq. A. Because of the electrical circuits, do not submerge the FMV in cleaning solvent.

4-14

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE B. The non-electrical (lower) part of the FMV may be cleaned with mineral spirits. C. A-27 cleaner by Pennwalt Corporation (3 Penn Center, Philadelphia, PA 19102) may be used in nonelectrical areas. FOI1OW manufacturer’s instructions. Usual mix is 3-10 ounces (89-296mL) to a gallon (3.79 L) of water, heat and stir for 3-15 minutes. D. Kemtex Safe Solvent can also be used. (MacDermid of Bristol Inc., Bristol, Corm. or Sante Fe Springs, Calif.) NOTE This solvent is much safer to use than carbon tetrachloride. It contains a rust inhibitor to temporarily prevent rusting of steel after cleaning and is much safer to use than naphtha or benzene as it will not burn. 1. Kemtex is a solvent for cleaning oily equipment and particularly for cleaning and drying electrical equipment and components. 2. It is a sliqhtl.y ~ink, clear liquid having a distinctive odor. This is a r;pid~drying, oil solvent having the unusual property of driving moisture ahead of it and then evaporating rapidly to leave a bone-dry surface. May be used to clean printed circuit boards as well as metal parts. May be used in ultrasonic equipment. Will not attack aluminum, steel, brass, copper, magnesium, zinc or other metals under ordinary conditions of use. Will not harm most paints or varnishes, but will rapidly dissolve asphalt and oils. 4-8.

Ins~ection and Test. A. Accomplish the usual visual inspections to locate obvious mechanical failure such as broken wires, bare and shorting wires, and damaged housing, flange adapter and threads. B. If the FMV is shook, there should be no rattle or sensation feel that something is loose inside. CAUTION DO NOT PROBE CIRCUIT LEADS WITH A CONTINUITY TESTER SUCH AS A LOW OHMS PER VOLT OHMMETER FOR SHORTS AND OPENS; TRANSIENTS MAY DESTROY A SOLID STATE DEVICE.

4-9.

u“ A. There is no disassembly, parts fix, or parts replacement allowed. Repair consists of installing a known good, new or overhauled FMV.

JAN/91

4-15

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE B. Certain obvious things such as fixing the insulation of a bare wire, splicing on a new wire (if accessible, 9 chasing threaded parts, paint touchup may be done. 4-1o.

Installation. A. Wet O-rings (15, Figure 4-2) with clean engine oil. B. Install an O-ring (15) on each union (14). Install unions in FMV (16). Torque unions to 55-80 lb in. (6.3 -9.0 N-m). C. Install bracket (13) on FMV (16) and secure with bolts (12). Torque bolts to 120-150 lb in. (13.6-16.9 Nom) and lockwire. D. Install assemble bracket and FMV to engine and secure with nuts (11). Torque nuts to 74-89 lb in. (8.4-10.0 N-m). E. Install gasket (10) and adapter assembly (9) to FMV (16) and secure with washers (8) and bolts (7). Torque bolts to 70-85 lb in. (8.0-9.6 N-m) and lockwire. F. Install FMV inlet gage pressure hose (6) to union (14). Retain union (14) from turning and torque hose’s coupling nut to 80-120 lb in. (9.0 -13.5 N“m). G. Install FMV outlet gage pressure hose (5) to union (14). Retain union (14) from turning and torque hose’s coupling nut to 80-120 lb in. (9.0 -13.5 N”m). H. Install gasket (4) and manifold (3) to FMV (16) and secure with bolts (2). Torque bolts to 70-85 lb in. (8.0-9.6 N*m) and lockwire.

WARNING MAKE SURE ELECTRICAL POWER IS OFF. DAMAGE OR INJURY MAY OCCUR. I. Connect FMV leads (1) per color coding on FMV’S (16) identification tag to the control system to complete the interface. 4-11.

Installed Test and Adjustment. A. Field adjustments to the FMV are not permitted. B. Check operation of FMV via the control system by introducing to the control signals which simulate engine operation.

4-16

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE 4-12.

FUEL NOZZLE.

4-13.

Descrir)tion and O~eration, A. The engine has six fuel nozzles. Each fuel nozzle is secured to the diffuser and extends into the forward end of the combustion liner. The gaseous fuel nozzle consists of two parts; the body assembly and the body holder. The body assembly has ten holes at the exit throu~h which the gaseous fuel is-directed-into the combustion liner. B. Disassemb” ing the fuel nozzle body from the body holder is not permitted at this level of maintenance.

4-14.

Troubleshootinq. NOTE Although the following trouble indications may be traceable to malfunctioning fuel nozzle(s), other devices, and/or a combination of things can cause the same troubles. A. Some symptoms which can lead to a fuel nozzle inspection: 1. Frequent fail-to-start or slow or stagnated starts. 2. Excessive and frequent torching and/or smoking. 3. High incidence of thermocouple failures such as burned-off probe tips and/or open thermocouple junctions. 4. Appearance of hot spots on the outer combustion case. 5. Excessive engine vibration which may result in erosion and/or cracking of the fuel nozzle bodies.-

4-15.

Removal. NOTE Individual gaseous fuel nozzles may be replaced. A. Remove the fuel manifold hose (20, Figure 4-2) from the fuel nozzle (19). B. Cap the hose to keep out contamination. C. Remove bolts (17) and carefully remove fuel nozzle (19) and gasket (18). Discard gasket. D. Repeat Steps A., B., and C. to required fuel nozzle(s) to be removed.

JAN/91

4-17

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE KEY TO FIGURE 4-2. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40.

1. 2. 3. 4.

FMV ELECTRICAL LEADS (7) BOLT (4) FUEL MANIFOLD GASKET FMV OUTLET GAGE PRESSURE HOSE :: FMV INLET GAGE PRESSURE HOSE 7. BOLTS (4) 8. WASHER (4) 9. ADAPTER ASSY 10. GASKET 11. NUT (4) 12. BOLT (3) 13. BRACKET 14. UNION (2) 15. PACKING (O-RING) (2) 16. FUEL METERING VALVE (FMV) 17. BOLTS (4) 18. GASKET 19. FUEL NOZZLE 20. FUEL MANIFOLD HOSE (6)

4-16.

FUEL SUPPLY HOSE ELBOW BOLT NUT CLAMP BRACKET NUT PACKING (O-RING) NUT PACKING (O-RING) FINAL FILTER MANIFOLD TEST CAP NUT NUT BOLT CLAMP BRACKET BOLT (4) BURNER DRAIN VALVE COVER (2) GASKET (2)

Inspection. A. Inspect for obvious physical damage such as metal deterioration (burns, erosion, corrosion) and cracks in the fuel nozzle body holder and body. Damage which affects the structural integrity of the fuel nozzle and/or which disturbs gas flow, is unacceptable. B. Cracks between the jet holes or erosion of the holes is unacceptable. co Inspect the flame plated coating on the wear surface of the fuel nozzle body. Wear is permitted if the coating is not worn through to the base metal at any place along the axial wear surface of the body. D. Inspect for clogged passages and jet holes. E. Inspect for carbon deposits. If they disturb the gas path in anyway, they wi”11 need to be removed.

4-17.

Cleaninq. CAUTION DO NOT USE A METHOD WHICH WILL REMOVE THE FLAME-PLATED ALUMINUM OXIDE COATING. AVOID CAUSTIC (BASE/HYDROXIDE) CLEANING SOLUTIONS.

4-18

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE

22 \

Figure 4-2.

JAN/91

Gaseous Fuel System Components.

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE NOTE In order to ascertain the amount of damage, cleaning may have to precede inspection. A. Use light pressure with a soft cloth and petroleum solvent. If necessary, use a carbon solvent. B. Dry with filtered compressed air. CAUTION DO NOTHING WHICH WOULD INCREASE THE HOLE SIZE. IF HOLE SIZE IS INCREASED REPLACE THE FUEL NOZZLE. C. Assure that the spray orifices (jet holes) are open. If necessary, use an appropriate size probe to clean the orifices, such as a copper knife or wire. Hold fuel nozzle in such a position that scrapings fall clear and not into the fuel nozzle (Ref. Figure 4-3). 4-18.

Installation. A. Install gasket (18, Figure 4-2). B. Apply Ablube, MIL-L-25681, on the bolts (17) threads. C. Carefully install the fuel nozzle (19) and secure with bolts (17). Torque bolts to 70-85 lb in. (7.9-9.6 Nom). Lockwire bolts. D. Connect the fuel manifold hose (20) to the fuel nozzle. Torque hose coupling nut to 325-400 lb in. (36.8-45.1 N“m) and lockwire.

4-19.

FINAL FILTER.

4-20. Description and O~eration. A. The final filter is the final filtration of the gaseous fuel before entering the fuel metering valve. B. The normal filtration rating is 2 microns with a 10 micron absolute. C. The filter element is removable and cleanable. 4-21.

Removal. A. Remove fuel supply hose (21, Figure 4-2) from elbow (22).

4-20

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANLt

‘ OPTIONAL DIFFERENTIAL PRESSURE GAGE

FUEL PUMP ASSEMBLY

(F-1)1

0-50 Psl (O-345 KPA)

1

“ ( F - 7 ) t LOW PRESSURE FILTER (F+

PARALLELING VALVE / ~ [ RELIEF VALVE

BYPASS

I

R=l--------------

Figure 4-6.

JAN/91

Single Entry Liquid Fuel System Schematic (Sheet 1 of 2).

$

ME I

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE

SYMBOLS

SINGLE ENTRY FUEL NOZZLES

F-1 F-2 F-3 F-4 F-5 F-6 F-7 F+ F-47

MAIN FUEL SUPPLY FUELMANIFOLDPRESSURE CONNECTION BURNERDRAINVALVE DRAIN FUELPUMPSEALDRAIN MANIFOLD DRAIN VALVE DRAIN LOW PRESSUREFILTER INLET LOW PRESSUREFILTER OUTLET OPTIONAL FUEL HEATING PRESS REGSUP OPTIONAL FUEL HEATING OUTLET OPTIONAL FUELTHERMOCOUPLE PORT

MANIFOLD - - - -

PRESSURE (F-2)~

ELECITllCAL

r

.

1 FUEL

:TERING VALVE

FUEL SHUTOFF VALVE

I METERED e

L

MANIFOLD DRAIN VALVE

@--

Uu rt

(F-48) (F-47) i

I

TO DRAIN = COLLECTOR TANK

Figure 4-6.

4

-

3

2

Single Entry Liquid Fuel System Schematic (Sheet 2 of 2).

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE D. If either fuel pump element (primary or secondary) should fail, the remaining element is capable of providing sufficient fuel flow and pressure for normal operation, however, starting may be affected. 4-41.

Removal. NOTE The fuel pump with the HP fuel filter is removed and installed as a complete assembly. A. Provide containers to catch fuel drainage. NOTE Make sure fuel and electrical systems are OFF and remain OFF until installation is completed. B. Remove inlet fuel hose (Ref. OEM’S Manual). c. Remove LP filter return hose (6, Figure 4-7) and bypass return hose (7) from tee (22). D. Remove HP outlet hose (8) from elbow (21). E. Remove LP filter outlet hose (9) from union (14). F, Remove fuel pump seal drain hose (10) from elbow (11). G. Cap all openings to prevent contamination. H. Remove paralleling valve electrical connector. I. Remove the washers (3) and nuts (2), and slide the assembled fuel pump and HP fuel filter rearward and off as a complete assembly. J. Remove and discard the gasket (4) and O-ring (5). K. If fuel pump (1) and/or HP fuel filter (16) need to be separated, remove the short bolts (17), long bolts (18) and washers (19). Separate fuel pump and HP fuel filter. Remove and discard O-rings (20) . NOTE Record position of elbow for installation. L. If the fuel pump is to be replaced, remove union (14), elbow (11), nut (13), and O-rings (12 and 15) for installation on the replacement unit. Discard O-rings.

JAN/91

4-33

Allison Engine Company 501 -KB5 DEC OPERATION AND MAINTENANCE

QHHO1OEA

1. 2. 3. 4. 5. 6. 7.

FUEL PUMP NUT (4) WASHiR’ (4) GASKET PACKING (O-RING) LP FILTER RETURN IOSE BYPASS AND RELIEF RETURN HOSE 8. HP OUTLET HOSE Figure 4-7.

L-34

9. LP FILTER OUTLET HOSE 10. FUEL PUMP SEAL DRAIN HOSE 11. ELBOW 12. PACKING (O-RING) 13. NUT 14. UNION 15. PACKING (O-RING)

16. 17. 18. 19. 20. 21. 22. 23. 24.

HP FUEL FILTER SHORT BOLT (3) LONG BOLT (3) WASHER (6) PACKING (O-RING) (4) ELBOW TEE PACKING (O-RING) (2) NUT (2)

Liquid Fuel Pump and HP Fuel Filter.

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE 4-42.

Installation. A. If fuel pump was replaced, do the following: 1. Install O-ring (15, Figure 4-7) on union (14). Install union on fuel pump (l). Torque union to 300-450 lb in. (33.9-50.0 N“m). 2. Install nut (13) and O-ring (12) on elbow (11). Install elbow on fuel pump (1) to position recorded on removal, do not tighten nut (13) now. B. If fuel pump (1) and HP fuel filter (16) are separated, do the following: 1. Install O-rings (20). 2. Connect HP fuel filter (16) to fuel pump (1) with short bolts (17), long bolts (18), and washers (19). Torque all bolts to 70-85 lb in. (8.0-9.6 N’m). Lockwire bolts. c. Install a gasket (4) on the mounting flange and an O-ring (5) on the shaft of the fuel pump (l). D. Install the assembled fuel pump and HP fuel filter as an assembly on the mounting studs engaging the spline drive. Secure the assembly with washers (3) and nuts (2). Torque nuts to 140-170 lb in. (15.9 -19.6 Nom). E. Remove all caps. F. Install fuel pump seal drain hose (10) to elbow (11). Torque hose’s coupling nut to 80-120 lb in. (9.0-13.5 N“m). Tighten nut (13). G. Install LP filter outlet hose (9) to union (14). Retain union from turning and torque hose’s coupling nut to 475-575 lb in. (53.7-64.9 Nom). H. Install HP outlet hose (8) to elbow (21). Torque hose’s coupling nut to 475-575 lb in. (53.7-64.9 Nom). If required, tighten nut (24). I. Install LP filter return hose (6) and bypass return hose (7) to tee (22). Torque hose’s coupling nuts to 475-575 lb in. (57.7 -64.9 N-m). If required, tighten nut (24). J. Install inlet fuel hose (Ref. OEM Manual). K. Install paralleling valve electrical connector and lockwire. L. Perform an operational and leakage check.

JAN/91

4-35

1

-1

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 4-43.

Troubleshootinq. NOTE There is no repair allowed for the fuel pump at this maintenance level. A. Drainage of fuel from the fuel pump seal drain line indicates the fuel pump shaft seal is leaking. Remove and replace the fuel pump. B. Oil drainage from the seal drain indicates the seal in the accessory drive gearbox for the fuel pump shaft is leaking. Refer to Section 9, Starter and Accessory Drive Gearbox, for replacement of the oil seal. C. Internal failure of one of the gear elements in the fuel pump is indicated by slow cool starting without a temperature spike when the fuel pump flow is shifted from parallel to series at about 9200 GG rpm. Remove and replace the fuel pump.

4-44.

HIGH PRESSURE (HP) FUEL FILTER.

4-45.

Descrir)tion and O~eration. A. The HP fuel filter is attached to the bottom of the dual element fuel pump; fuel passages within the mounting flange connect the two units. The HP fuel filter consists of the housing, filter element, bypass valve, and two check valves. The paralleling valve mounts on the HP fuel filter body. B. The filter element is a 17 metal disk type, a 33 micron filter and is removable for cleaning and servicing. The bypass valve permits a continuous flow of fuel to the engine in the event the filter element becomes clogged. Operating pressure of the bypass valve is 120 ~10 psi (828~69 kPa). c. Should either gear element fail, the two check valves permit engine operation from the other gear element. D. A paralleling valve, when closed, permits the combininq of the output of”both gear-type fuel pump elements during starts; wh;n opened, it provides series operation for normal engine operation.

4-46.

Removal. NOTE Make sure fuel and electrical systems are OFF and remain OFF until installation is completed. A. Remove the fuel pump and HP fuel filter as an assembly. Refer to Paragraph 4-41.

4-36

JAN/91

Allison Engine Company 501 -KB5 DEC OPERATION AND MAINTENANCE B. Remove the short bolts (17, Figure 4-7), long bolts (18) and washers (19), and HP fuel filter (16) from the fuel pump (1). Remove and discard the O-rings (20). NOTE Record position of elbow and tee fittings for installation. C. If required, remove elbow (21), tee (22), nuts (24) and O-rings (23). Discard O-rings. 4-47.

Installation. A. If required, install nut (24, Figure 4-7) and O-ring (23) on elbow Install elbow on HP fuel filter (16) to position recorded on (21). removal. Do not tighten nut (24) now. B. If required, install nut (24) and O-ring (23) on tee (22). Install tee on HP fuel filter (16) to position recorded on removal. Do not tighten nut (24) now. CAUTION MAKE SURE O-RINGS REMAIN IN PLACE WHEN INSTALLING HP FUEL FILTER TO FUEL PUMP. C. Install O-rings (20) on the fuel pump (1) to HP fuel filter (16) mounting face and then install the HP fuel filter on the fuel pump housing. Secure with washers (19), short bolts (17), and long bolts (18) . Torque bolts to 70-85 lb in. (8.0-9.6 Nom). Lockwire bolts. D. Install the assembled fuel pump and HP fuel filter as an assembly on the accessory drive gearbox. Refer to Paragraph 4-42.

4-48.

Filter Element Removal. NOTE Make sure fuel and electrical systems are OFF and remain OFF until installation is completed. A. Remove bleeder plugs (1, Figure 4-8) and drain fuel into a container. Remove and discard O-rings (2). B. Remove bolts (3 and 4) and washers (5). Remove filter cover (6) and disk and stud assembly (9). Remove and discard O-rings (7 and 8). c. Remove disk and stud assembly (9) from filter cover (6).

JAN/91

4-37

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE 4-49.

Cleaning. A. Remove special nut (10, Figure 4-8), spring clip (11), filter pack disks (12), and washer spacers (13) from perforated tube (14). NOTE If contamination is found, investigate and find source of contamination. B. Inspect filter pack disks (12) for contamination.

1

CAUTION DO NOT USE A CLOTH TO CLEAN FILTER PACK DISKS. LINT NAY CONTAMINATE THE FILTER PACK DISKS.

I

1

NOTE ● Ultrasonic

cleaning is the recommended cleaning method.

● Follow

instructions for cleaning provided by the ultrasonic cleaner manufacturer.

. If ultrasonic cleaning equipment is not available clean per following Step D. C. Separate and clean filter pack disks (12), washer spacers (13), and perforated tube (14) by the use of an ultrasonic cleaner. 1 ~

D. If ultrasonic cleaner is not available, clean as follows: CAUTION DO NOT USE A CLOTH TO CLEAN FILTER PACK DISKS. LINT MAY CONTAMINATE THE FILTER PACK DISKS. 1. Separate filter pack disks (12), washer spacers (13), and perforated tube (14) and soak in mineral spirits for at least 30 minutes. 2. Clean filter pack disks (12), washer spacers (13), and perforated tube (14) by the use of a soft bristle brush. E. Rinse filter pack disks (12), washer spacers (13), and perforated tube (14) in clean mineral spirits, AMS 3160.

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE

~HH025DA

1. 2. 3. 4. 5. 6. 7. 8.

BLEED PLUG (2) PACKING (O-RING) (2) SHORT BOLT (3) LONG BOLT (3) WASHER (4) FILTER COVER PACKING (O-RING) PACKING (O-RING)

9. DISK AND STUD ASSEMBLY 10. SPECIAL NUT 11. SPRING CLIP 12. FILTER PACK (17 DISKS) 13. WASHER SPACER (17) 14. PERFORATED TUBE

Figure 4-8.

15. 16. 17. 18. 19. 20. 21.

PLUG PACKING (O-RING) SCREW (4) PACKING (O-RING) PACKING (O-RING) PARALLELING VALVE FILTER BODY

High Pressure Fuel Filter. CAUTION

DO NOT USE A CLOTH TO DRY FILTER PACK DISKS. LINT MAY CONTAMINATE THE FILTER PACK DISK. F. Use filtered air in reverse direction from normal fuel flow to dry filter pack disks (12), washer spacers (13), and perforated tube (14). JAN/91

4-39

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE G. Clean all retainina - Darts of the HP fuel filter in mineral spirits, , AMS 3160. H. Use filter air to dry all parts. I. Inspect filter pack disks (12) for any damage. If a filter pack disk is less than 0.107 inch (2.72 mm) in height at the ID it is considered collapsed and must be replaced. NOTE The filter pack disks must be assembled with all the flat sides of the filter pack disks in the same direction. J. Alternately install a filter pack dish (12), then a washer spacer (13) on the perforated tube (14) until all 17 filter pack disks (12) and washer spacers (13) are installed. CAUTION EXCESSIVE TORQUE ON SPECIAL NUT WILL CAUSE THE FILTER PACK DISKS TO COLLAPSE. NOTE If special nut bottoms out before the required torque can be obtained on the perforated tube, remove special nut and spring clip, install one but not more than two additional washer spacers. Total of 19 washer spacers may be used. K. Install spring clip (11) on the perforated tube (14) and secure with special nut (10). Torque nut to 40-60 lb in. (4.5-6.8 N-m). NOTE If clearance is less 0.015 inch (0.38 mm) remove special nut, spring clip, and a washer spacer and repeat preceding Step 11. L. Measure the clearance between the shoulder of the perforated tube (14) and the special nut (10) (Ref. Figure 4-9). Clearance must be at least 0.015 inch (0.38 mm). M. Lockwire special nut (10, Figure 4-8) to perforated tube (14).

4-40

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 4-50.

Filter Element Installation. A. Compress the spring clip (11, Figure 4-8) and install the disk and stud assembly (9) in the filter cover (6). B. Install an O-ring (8) on the perforated tube (14). C. Install an O-ring (7) into the filter cover (6) groove. D. Install filter cover (6) to the filter body (21) and secure with bolts (3 and 4) and washers (5). Torque bolts (3 and 4) to 70-85 lb in. (8.0 -9.6 N”m). Lockwire bolts. E. Install O-rings (2), one on each bleed plug (l). Install and torque bleeder plugs to 55-80 lb in. (6.3-9.0 mm). Lockwire bleeder plugs.

4-51.

PARALLELING VALVE.

5-52.

Description and OReration. A. The paralleling valve is an electrically operated solenoid valve mounted on the high pressure fuel filter assembly. B. It’s purpose is to place the discharge flows of the primary and secondary gear pump elements in parallel to ensure adequate fuel flow volume during the starting cycle from 2200 to 8400 engine rpm.

S-IL

0.0151N(0.38MM)NUT FACETOSHOULDER MINIMUMCLEARANCE QHH038XD

Figure 4-9. JAN/91

High Pressure (HP) Fuel Filter Element Cross Section.

4-41

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE 4-53.

Removal. NOTE Make sure fuel and electrical systems are OFF and remain OFF until installation is completed. A. Remove the electrical connection. B. Remove plug (15, Figure 4-8) and allow fuel to drain. Remove and discard” O-~ing (16): C. Remove the solenoid coil portion from the paralleling valve (20) D. Remove the screws (17) and the paralleling valve (20) from the f 1 ter body (21). E. Remove and discard the O-rings (18 and 19).

4-54.

Installation. A. If installed, unscrew the solenoid coil portion from the paralleling valve (20, Figure 4-8). B. Place the smaller diameter O-ring (18) in the groove on the end of the paralleling valve (20) seat and the larger diameter O-ring (19) on the outer diameter of the paralleling valve seat (Ref. Figure 4-lo). CAUTION USE EXTREME CARE WHEN INSTALLING THE PARALLELING VALVE TO PREVENT DAMAGE TO THE PARALLELING VALVE SEAT AND MAKE SURE THAT O-RINGS REMAIN IN PLACE. NOTE The paralleling valve mounting flange will not be flush against the filter body after final torque of screws. c. Install the paralleling valve (20, Figure 4-8) into filter body (21) with a paralleling valve web positioned as shown in Figure 4-10. Install and torque the screws” (17, Figure 4-8) alterna~ely in 5 lb in. (0.6 N-m) increments until a torque of 15 lb in. (1.7 N-m) is obtained.

4-42

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

WEB

FUEL PASSAGE

SMALL O-RING

(

I

I

LARGE O-RING QHH047XD Figure 4-10. Paralleling Valve O-ring and Valve Seat Installation. D. Install solenoid coil portion to the paralleling valve (20, Figure 4-8) and tighten the electrical connector with the index in the up position. Lockwire solenoid coil portion to one of the screws (17). Lockwire remaining screws together.

I

E. Install O-ring (16) on plug (15). Install plug and torque to 80-120 lb in. (9.3-13.5 mm). Lockwire plug. F. Connect and lockwire electrical connector. G. Perform an operational and leakage check. 4-55.

LOW PRESSURE (LP) FUEL FILTER.

4-56.

Description and ODeration. A. The low pressure (LP) fuel filter contains two 10 micron paper cartridge type filter elements. It is bracket mounted to the right side of the air inlet housing. Relative to the fuel flow path, it is between the centrifugal boost pump outlet and the bypass inlet to the gear elements of the fuel pump. B. LP fuel filter inlet and discharge pressure connections are available for operator’s use. The filter element should be changed when the differential pressure across the filter is more than 5 psid (34.5 kPad) .

JAN/91

4-43

1

I

I

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 4-57.

Fuel Filter Elements Removal. NOTE Make sure fuel and electrical systems are OFF and remain OFF until installation is completed. A. Remove drain plug (2, Figure 4-11) from bar (15) and permit fuel to drain from fuel filter into a container. Remove and discard O-ring (3). B. Remove case and bar assembly (7) by loosening bar (15). C. Remove filter elements (5) from case and bar assembly (7). D. Inspect filter elements (5) for evidence of fuel contamination. E. Remove element support plate (6) from between the filter elements (5). Discard filter elements. F. Remove and discard O-ring (4) from head assembly (l). G. Disassemble case and bar assembly (7) as follows: 1. Install spring depressor, 6796975, on bar (15) and tighten hand knob until element support spring (11) is depressed (Ref. Figure 4-12). 2. Remove retaining ring (8, Figure 4-11) using pliers, 6796974 (Ref. Figure 4-13). 3. Remove support washer (9, Figure 4-11), element support plate (10), element support spring (11) and bar (15) from case (16) by removing spring depressor, 6796975. 4. Remove and discard O-rings (12 and 13) and gasket (14) from bar. H. Clean all parts in an approved cleaning solvent such as Federal Spec P-D-680-2.

4-58.

Fuel Filter Elements Installation. A. Assemble case and bar assembly (7, Figure 4-11) as follows: 1. Install gasket (14) on bar (15). 2. Apply a light coat of clean engine lubricating oil to the bar (15) threads and O-rings (12 and 13). 3. Install O-rings (12 and 13) on bar and insert bar (15) in the case (16).

4-44

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 1

5

4

6

5 I

8

9

10

3 2

12 13 14

16

11

H WI!@

7

1. 2. 3. 4. 5.

HEAD ASSEMBLY DRAIN PLUG PACKING (O-RING) PACKING (O-RING) FILTER ELEMENT, 10 MICRON (2)

6. 7. 8. 9. 10. 11.

ELEMENT SUPPORT PLATE CASE AND BAR ASSEMBLY RETAINING RING SUPPORT WASHER ELEMENT SUPPORT PLATE ELEMENT SUPPORT PLATE

12. 13. 14. 15. 16.

PACKING (O-RING) PACKING (O-RING) GASKET BAR CASE QHH019CA

Figure 4-11.

Low Pressure Fuel Filter Assembly.

4. Install element support spring (11), element support plate (10), support washer (9), and retaining ring (8) on bar (15). 5. Install spring depressor, 6796975, on bar and tighten hand knob until element support spring is depressed (Ref. Figure 4-12). 6. Install retaining ring (8, Figure 4-11) in the groove on the bar (15), using PI iers, 6796974 (Ref. Figure 4-13). Remove spring depressor, 6796975. B. Install disposable paper filter elements (5, Figure 4-11), with element separator plate (6) between them, into the case and bar assembly (7). JAN/91

4-45

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

IJ ,y,.: SPRING L DEPRESSOR (6796975)

\ = FUEL FILTER

QHT016XE Figure 4-12. Use of Spr ng Depressor, 6796975.

DEPRESSOR (6796975)

\

b. .z . . . . . . . . . . . . . . . . . ..z . . . .

PLIERS (6796974)

.E.

..r,. . . . . . . ...rr.r. . . . . . .

7?4

FUELFILTER QHT017XE Figure 4-13.

Use of Pliers, 6796974.

C. Apply a light coat of clean engine lubricating oil to O-ring (4) and mating diameters and install O-ring in head assembly (l). D. Apply a light coat of clean engine lubricating oil to bar threads. Secure case and bar assembly to head assembly with bar. Torque bar to 200-225 lb in. (23-25 N“m). .Lockwire case and bar assembly to head assembly. 4-46

JAN/91

Allison Engine Company 501 -KB5 DEC OPERATION AND MAINTENANCE E. Install O-ring (3) on drain plug (2) and install plug in bar (24). Torque plug to 40-65 “ b in. (4.6-7.3 Nom). Lockwire plug to bar and bar to case. F. Bleed the fuel system of any trapped air after the replacement or inspection of the low pressure fuel filter. 1. Open fuel supply valve; then, if required for positive head, turn on the fuel boost pump. 2. Loosen the LP fuel filter fuel outlet hose’s (14, Figure 4-14) coupling nut. 3. Allow air to escape until system is bled, evidenced by a solid flow of fuel from the loosened connection. 4. Torque fuel outlet hose’s (14, Figure 4-14) coupling nut to 475-575 lb in. (53.7-64.9 N’m). 5. Inspect for leaks.

Turn off the fuel boost pump.

4-59. Different Pressure Switch Removal. NOTE Make sure fuel and electrical systems are OFF and remain OFF until installation is completed. A. Provide a container to catch fuel drainage. NOTE If the optional filter inlet gage is not installed, a cap is used at the filter inlet gage pressure hose connection. B. Remove filter inlet pressure hose (1, Figure 4-14) and filter inlet gage pressure hose (8) from tee (5). C. Remove filter outlet pressure hose (2) from union (9). D. Remove bolts (3) and nuts (4) and then remove different Bressure switch (11) f~orn bracket (~2j. NOTE Remove tee (5) and union (9) only if replacement of different pressure switch (11) is required. Record position of tee for installation. JAN/91

4-47

Allison Enghe Company

501-KB5 DEC OPERATION AND MAINTENANCE KEY TO FIGURE 4-14. 13. FUEL INLET HOSE 1. FILTER INLET PRESSURE HOSE 14. FUEL OUTLET HOSE 2. FILTER OUTLET 150 BRACKET CLAMP NUT PRESSURE HOSE 16. BOLT (4) 3. BOLTS (4) 17. WASHER (4) 4. NUT (4) 18. BOLTS (3) 5. TEE 19. WASHER (3) 6. NUT 20. MOUNTING BRACKET 7. PACKING (O-RING) 21. BOLT (3) 8. FILTER INLET GAGE 22. WASHER (3) PRESSURE HOSE 23. SPACER (3) 9. UNION 24. SLEEVE (3) 10. PACKING (O-RING) 25. GROMMET (3) 11. PRESSURE DIFFEREN- 26. SWIVEL NUT TEE TIAL SWITCH 27. FILTER OUTLET GAGE PRESSURE HOSE 12. BRACKET

\

28. UNION 29. PACKING (O-RING) 30. FUEL HEATING PRESSURE REGULATOR SUPPLY HOSE 31. CONNECTOR TEE 32. NUT 33. PACKING (O-RING) 34. REDUCER 35. PACKING (O-RING) 36. ELBOW 37. NUT 38. PACKING (O-RING) 39. REDUCER (3) 40. PACKING (O-RING) 41. LF FUEL FILTER

E. Remove tee (5), nut (6), and O-ring (7). Discard O-ring. F. Remove union (9) and O-ring (10). Discard O-ring. 4-60.

Different Pressure Switch Installation. NOTE If tee (5, Figure 4-14) and union (9) were removed install per following Steps 1. and 2. A. Install O-ring (10, Figure 4-14) on union (9). Install union in different pressure switch (11). Torque union to 55-80 lb in. (6.3-9.0 N“m). B. Install nut (6) and O-ring (7) on tee (5). Install tee in different pressure switch to position recorded on removal. Do not tighten nut (6) now. C. Install pressure different switch (11) to bracket (12) and secure :i;~ bolts (3) and nuts (4). Torque nuts to 37-42 lb in. (4.2-4.7 . . NOTE Do not allow union to turn when applying torque to LO port hose coupling nut.

4-48

JAN/91

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE

3

1

21

10

i?’ /::

\

[/ -~ Ii :. >., / -. ,! -

I

d R-14




MORE 11’w

,

OPSN 10 PSIG (69 $7AGl

---{+5?

OPEN >20P9G (136 KPAGl ~y P/s

Q

LIOUID FUEL GASEOUS FUEL CONTROL AIR GAGE CONNECTION POINT

Figure

4-26.

G4SELIS FUEL SUPRV

Dual Fuel System Schematic (Sheet 1 of 2).

4-101 JAN/91

WEL FILTER

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE I I

‘“” -“ ~ LIOIAD

‘

PAOT

MAJN

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1 :-

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/=

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fm’”s”pp”

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J ow FUEL RAFT

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VALVE

QHS037AK

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)

Figure 4-26.

4-102

Dual Fuel System Schematic (Sheet 2 of 2).

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE 4-148. Removal . NOTE ●

Make sure fuel and electrical systems are OFF and remain OFF until installation is completed.

●

Provide containers to catch fuel drainage and cap all openings to prevent contamination. A. Remove liquid fuel inlet hose (1, Figure 4-27). B. Remove fuel filter inlet gage pressure hose (2). c. If required, remove adapter (23) and LP filter assembly (16) from filter to pump tube (24). D. If required, remove bolts (6), lockwasher (7), washers (8), and LP filter assembly (16) from adapter (23). Remove and discard gasket (9)0 E. If required, remove bolts (12), lockwashers (13), and assembled ~~~~ter (15) from LP filter assembly (16). Remove and discard O-ring . F. If required, remove union (10) and O-ring (11) from adapter (15). Discard O-ring. G. If required, remove fuel filter outlet gage pressure hose (3) and fuel bypass and relief return hose (4) from filter to pump tube (24). H. If required, remove fuel bypass and relief return hose (4) from filter to pump tube (24). .

1. If required, remove filter to pump tube (24) from union (43). 4-149. Installation. A. If required, install filter to pump tube (24, Figure 4-27) to union (43). Retain union from turning, align tube, and torque tube’s coupling to 1200-1500 lb in. (135 6-169.4 N“m). B. If required, install fuel bypass and relief return hose (4) to filter to pump tube (24). Torque hose’s coupling nut to 660-780 lb in. (74.6 -88.1 N+m), C. If required, install fuel filter outlet pressure hose (3) to filter to pump tube (24). Torque hose’s coupling nut to 80-120 lb in. (9.0 -13.5 Nom).

JAN/91

4-103

AllisonEngi neCompany

501-KB5 DEC OPERATION AND MAINTENANCE KEY TO FIGURE 4-27. 10 2. 3. 4. 5. 6. 7. 8. 9. :!: i:: 14. 15. 16. & ::: 21. 22. 23. &

LIQUID FUEL INLET HOSE FUEL FILTER INLET GAGE PRESSURE HOSE FUEL FILTER OUTLE- GAGE PRESSURE HOSE FUEL BYPASS AND RELIEF RETURN HOSE LIQUID FUEL HP FILTER OUTLET HOSE BOLT (4) LOCKWASHER (4) WASHER (4) GASKET UNION PACKING (O-RING) BOLT (4) LOCKWASHER (4) PACKING (O-RING) ADAPTER LP FILTER ASSY CASE SPRING FILTER ELEMENT GASKET PACKING (O-RING) HEAD ASSY ADAPTER FILTER TO PUMP TUBE NUT

PACKING (O-RING) i;: UNION 28. PACKING (O-RING) 29. HP FILTER ASSY B O W L :;: FILTER ’ELEMENT PACKING (O-RING) HEAD ASSY 34. INDICATOR 35. BOLT (6) 36. LOCKWASHER (6) 37. WASHER (6) 38. SCREW (2) 39. FLEXIBLE COUPLING KEY :;: UNION 42. PACKING (O-RING) UNION ::: PACKING (O-RING) 45. FUEL PUMP ASSY KEY :!: BOLT (4) 48. LOCKWASHER (4) 49. WASHER (4) 50. MOUNT ASSY 51. MOTOR ASSY

:$

D. If required, install O-ring (14) and adapter (15) to LP filter assembly’s head (22), secure with lockwashers (13) and bolts (12). Torque bolts to 70-85 lb in. (8.0-9.6 Nom). E. If required, install O-ring (11) on union (10) and install union in adapter (15). Torque union to 55-80 lb in. (6.3-9.0 N”m). F. If required, install gasket (9) and adapter (23) to LP filter assembly’s head (22), secure with washers (8), lockwashers (7), and bolts (6). Torque bolts to 70-85 lb in. (8.0-9.6 N“m). G. Install assembled LP filter assembly (16) to filter to pump tube (24) at adapter (23). Align and retain LP filter assembly in position record on removal. Torque tube’s coupling nut to 1200-1500 lb in. (135.6 -169.4 Nom). H. Install fuel filter inlet pressure hose (2) to union (10). Torque hose’s coupling nut to 80-120 lb in. (9.0-13.5 N-m). I. Install liquid fuel inlet hose (1) to adapter (15). Torque hose’s coupling nut to 660-780 lb in. (74.6-88.1 Nom). 4-104

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND

/

5

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9 “+

11

1,>>$13 10

12

L2 QHH089XA Figure 4-27.

JAN/91

Off Engine Mounted Liquid Fuel Pump and Filter Assemblies.

4-105

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 4-150. HIGH PRESSURE (HP) FUEL FILTER ASSEMBLY . 4-151. Descri~tion and O~eration. A. The HP fuel filter assembly is located in liquid fuel system between the off engine mounted fuel pump and fuel metering valve of the RAFT. B. The HP fuel filter assembly has a cleanable wire mesh filter element with filtration rating of 40 microns absolute. C. The HP fuel filter assembly has no bypass and if the filter element became clogged the engine will not operate on liquid fuel. A mechanical indicator (34, Figure 4-27), located on the HP fuel filter assembly’s head, will indicate the filter element is becoming clogged if the differential pressure drop is more than 45 psid (310.5 kPag). Normal clean differential pressure drop is not more than 7 psid (48.3 kPad). 4-152. Filter Element Removal. A. Remove bowl (30, Figure 4-27), filter element (31), and O-ring (32) from head assembly (33). Discard O-ring. B. Inspect bowl (30) and filter element (31) for contamination. 4-153. Cleaning. A. Clean filter element (31, Figure 4-27) and bowl (30) with cleaning solvent, P-D-680-2. B. Allow filter element (31) and bowl (30) to air dry. Inspect both for damage. 4-154. Filter Element Installation. A. Install O-ring (32, Figure 4-27), filter element (31), and bowl (30) to head assembly (33). B. Torque bowl (30) to 180-240 lb in. (20.3-27.1 Nom) and lockwire bowl to head assembly. c. Perform operation and leakage test. 4-155. Removal. A. Remove liquid fuel HP filter outlet hose (5, Figure 4-27) from union (27) . 4-106

JAN/91

I Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE NOTE Record position of HP filter assembly for installation. B. Loosen nut (25) and remove HP filter assembly (29) from union (41). Remove and discard O-ring (26). C. If required, remove union (27) and O-ring (28) from HP filter assembly. Discard O-ring. 4-156. Installation. A. Install O-ring (28, Figure 4-27) on union (27) and install union in HP filter assembly (29) outlet. Torque union to 200-300 lb in. (22.6 -33.8 Nom). B. If required, install nut (25) and O-ring (26) on union (41). c. Install HP filter assembly (29) on union (41) to position recorded on removal. Tighten nut (25). D. Install liquid fuel HP filter outlet hose (5) to union (27). Torque hose’s coupling nut to 200-300 lb in. (22.6-33.8 N”m). E. Perform operation and leakage test. 4-157. LIQUID FUEL PUMP. 4-158. Descri~tion and ODeration. A. The electric motor driven liquid fuel pump is the main fuel pump for the liquid fuel system. B. The minimum flow rate is 12 gpm (45.4 Lpm) at 500 psig (3450 kPag) and 80”F (26.7”C) fuel inlet temperature at 1800 rpm electric motor speed. 4-159. Removal. A. Remove LP filter assembly (16, Figure 4-27) and filter to pump tube (24) per Paragraph 4-148. B. Remove HP filter assembly (29) per Paragraph 4-155. C. On fuel pump side, loosen screw (38) through bottom slot on mount assembly (50). D. Remove bolts (35), lockwashers (36), washers (37), and assembled fuel pump assembly (45). JAN/91

.

4-107

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE E. If required, remove union (41) and O-ring (42) from fuel pump assembly (45). Discard O-ring. F. If required, remove union (43) and O-ring (44) from fuel pump assembly (45), Discard O-ring. G. If required, remove bolts (47), lockwashers (48), washers (49), and mount assembly (50) from motor assembly (51). H. If required, loosen screw (38) on motor side and remove flexible coupling (39). I. If required, remove keys (40 and 46) from motor assembly and pump assembly. 4-160. Installation. A. If required, install key (46, Figure 4-27) and flexible coupling (39) on motor assembly (51). Torque screw (38) on motor side to 75-90 lb in. (8.5 -10.1 N“m). B. Install mount assembly (50) on motor assembly (51) and secure with washers (49), lockwashers (48), and bolts (47). Torque bolts to 400-470 lb in. (45.2-53.1 Nom). c. If required, install O-ring (44) on union (43) and install union on fuel pump assembly (45). Torque union to 780-1020 lb in. (88.2-115.2 N“m), D. If required, install O-ring (42) on union (41) and install union on fuel pump assembly (45). Torque union to 420-600 lb in. (47.5-67.7 Nom). E. If required, install key (40) in fuel pump assembly (45) drive shaft slot. F. Install assembled fuel pump assembly (45) aligning flexible coupling (39) with key (46) and secure with washers (37), lockwashers (36), and” bolts (35). Torque bolts to 400-700 lb in. (45.2-53.1 N-m). G. Through the bottom slot on the mount assembly, on the fuel pump side, torque screw (38) to 75-90 lb in. (8.5-10.1 N-m), making sure the key (40) is align in fuel pump assembly’s drive shaft slot. H. Install HP filter assembly (29) per Paragraph 4-156. I. Install LP filter assembly (16) and filter to pump tube (24) per Paragraph 4-149. J. Perform operation and leakage test.

4-108

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE 4-161. LIQUID FUEL METERING VALVE (FMV). 4-162. Descrir)tion and Operation. A. The liquid fuel metering valve (FMV) is located on the RAFT and meters the liquid fuel to the engine in accordance with voltage commands from the control system, also includes a differential pressure regulator to maintain a constant pressure across the FMV by bypassing the excess fuel back to the liquid fuel pump inlet, while operating on liquid fuel. B. The FMV is a flapper type valve which is positioned by a proportional solenoid assembly with integral servo system. The FMV is positioned as a function of the input command voltage (O to 5 volts) from the control system. A feedback output voltage from a linear variable differential transformer (LVDT) proportional to FMV position (metering area) develops a O to -5 volts position analog. The position signal is compared to the O to 5 volts input command signal. If the position feedback does not compare to the input command signal from the control system, the current in the proportional solenoid is varied until the position signal equals the command input. If the position and/or feedback signal varies more than 0.5 vdc from each other, a fuel system malfunction will occur. 4-163. Removal. CAUTION NO FIELD ADJUSTMENTS TO THE FMV IS ALLOWED. DAMAGE MAY OCCUR FROM A MALFUNCTION AND/ORMISADJUSTED FMV. NOTE ●

Make sure fuel and electrical systems are OFF and remain OFF until installation is completed. -

●

Have container to catch fuel leakage.

●

Cap all hoses and ports to prevent contamination. A. Remove the seven electrical leads 1, Figure 4-28) at the e“ ectrical junction box terminals 35, 36, 37, 38, 39, 40, and 41 (Ref. Figure 4-29) . B. Remove fuel supply tube (2, Figure 4-28) from FMV (10 . c. Remove fuel bypass tube (3) from FMV (10). D. Remove metered fuel tube (4) from FMV (10). E. Remove bolts (5), lockwashers (6), and FMV (10) from RAFT bracket. F. If required, remove adapters (7, 8, and 9) from FMV (10).

JAN/91

4-109

AHlson Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE KEY TO FIGURE 4-28. i

3. 4. :: ;: 9. 10. 11. 12. 13. k 16. 17. 18.

ELECTRICAL LEAD (7) FUEL SUPPLY TUBE FUEL BYPASS TUBE METERED FUEL TUBE BOLT (4) LOCKWASHER (4) SUPPLY FUEL ADAPTER BYPASS FUEL ADAPTER METERED FUEL ADAPTER FMV ELECTRICAL LEAD (2) TEE PRESSURE GAGE TUBE PRESSURE SWITCH TUBE BYPASS VALVE TUBE SHUTOFF VALVES TUBE 104~T7~)(2)

LOCKWASHER (4) ;:: FUEL SHUTOFF VALVE ELECTRICAL LEAD (2) & METERED FUEL TO ENGINE TUBE 23. AIR SUPPLY TUBE 24. BOLT (3) 25. LOCKWASHER (3) 26. ADAPTER (2) 27. AIR ADAPTER 28. BALL TYPE FUEL SHUTOFF VALVE 29. ELECTRICAL JUNCTION BOX 30. RELIEF VALVE TUBE” 31. RELIEF AND BYPASS RETURN TUBE 32. SOCKET HEAD SCREW (2) 33. RETAINER ADAPTER % TEE 36. PRESSURE RELIEF VALVE 37. PARALLEL AIR CONTROL VALVE 38. GASEOUS PURGE TUBE (2) 39. GASEOUS U TUBE 40. SOCKET HEAD SCREW (8) 41. LOCKWASHER (8) 4-110

42. 43. 44. 45. :!: 48. 49. 50. 51. 52. 53. 54. 55. :!: 58. 59. 60. 61. 62. 63. 64. :;: 67. ::: 70. ;;: 73. ;:: 76. 77. 78. 79. 80.

CROSSOVER TUBE TEE (3) ADAPTER GASEOUS FUEL PURGE VALVE (2) OUTLET BYPASS TUBE SOCKET HEAD SCREW (4) LOCKWASHER (4) ADAPTER (2) OUTLET BYPASS VALVE TEE INCOMING FUEL SUPPLY TUBE HEATING BYPASS TUBE SOCKET HEAD SCREW (4) LOCKWASHER (4) ADAPTER ADAPTER HEATING BYPASS VALVE LIQUID FUEL PRESSURE SWITCH GASEOUS FUEL SUPPLY HOSE ELBOW GASEOUS FUEL FILTER INLET PRESSURE TUBE BOLT (4) LOCKWASHER (4) GASKET NUT PACKING (O-RING) ADAPTER ASSEMBLY HEX HEAD SCREW (2) LOCKWASHER (2) RETAINER NUT PACKING (O-RING) GASEOUS FUEL FILTER GASEOUS FUEL MANIFOLD HOSE ELBOW GASEOUS FUEL TO TEE TUBE GASEOUS FUEL FILTER OUTLET PRESSURE TUBE PRESSURE SWITCH AND GAGE TUBE HEX HEAD SCREWS (3)

81. 82. 83. 84. 85. 86. 87. 88. 89. 90. 91. 92. 93. 94. 95. ;!: 98. 99. 100. 101. 102. 103. 104. 105. 106. 107. 108. 109. 110. 111. 112. 113. 114.

LOCKWASHERS (3) HEX HEAD SCREWS (4) LOCKWASHERS (4) FLANGE GASKET OUTLET ADAPTER HEX HEAD SCREW (4) LOCKWASHER (4) GASKET CHECK VALVE HEX HEAD SCREW (4) LOCKWASHER (4) GASKET GASEOUS FMV HEX HEAD SCREW (2) LOCKWASHER (2) ADAPTER (2) DIFFERENTIAL PRESSURE SWITCH GASEOUS - PRESSURE SWITCH TUBE GASEOUS FUEL PRESSURE SWITCH HOSE CONNECTIONS LIQUID FUEL BYPASS AND RELIEF AIR TO PARALLEL VALVE (NORMALLY CAPPED) AIR SUPPLY LIQUID FUEL PRESSURE GAGE GASEOUS FUEL PURGE PRESSURE GAGE GASEOUS FUEL PURGE GASEOUS FUEL PURGE LIQUID FUEL SUPPLY LIQUID FUEL SUPPLY PRESSURE GAGE LIQUID FUEL TO ENGINE PRESSURE GAGE LIQUID FUEL TO HEAT EXCHANGE OR PUMP INLET LIQUID FUEL TO PUMP INLET LIQUID FUEL TO ENGINE GASEOUS FUEL PRESSURE GAGE JAN/91

Allison Engine Company DEC OPERATION AND MAINTENANCE

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JAN/91

Mounted Components (Sheet 1 of 2).

4-111

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Allison Engine Company 501-KB5 DEC OPERATION AND 29

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RAFT Mounted Components (Sheet 2 of 2).

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE 1

SPARES

:1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

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BLUE BROWN RED

GAS FUEL VALVE INLET PRESSURE SWITCH POWER (+) }

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LtQUIDFUELSHUTOFF VALVES(2)POWER(+) LIOUIDFUELBYPASS ANDUNLOADVALVES POWER(+) GAS FUELPURGEVALVES (2)POWER(+) LIQUID FUEL PARALLEL VALVE POWER (+) PRESSURE SWITCHES (3) GROUND (-) LKIUID FUEL SHUT OFF VALVES (2) RETURN (-) L~UID FUEL BYPASS AND UNLOAD VALVES RETURN (-) GAS FUEL PURGE VALVES (2) RETURN (-) LK)UID FUEL PARALLEL VALVE RETURN (-)

-

34 “* 35 “ 36 37 38 39 1 40 [ 41 ~+ 42 43 44 45 46 47 48V 49 50 51

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BROWN YELLOW GREEN VIOLET BLUE RED ORANGE BROWN YELLOW GREEN VIOLET . BLUE --. BLUE BROWN RED

Figure 4-29.

JAN/91

LIQUIDFUELSHUTOFF VALVEINLET PRESSURESWITCHPOWER (+)

1 1\

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LK2UID FMV

GAS FMV

GAS FMV INLET FILTER AP SWITCH POWER +) QHS043XA

RAFT Junction Box Terminals.

4-113

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 4-164. Installation. A. If required, install metered fuel adapter (9, Figure 4-28) on FMV (lo). Torque adapter to 300-450 lb in. (33.9-50.8 Nom). B. If required, install bypass fuel adapter (8) on FMV (10). Torque adapter to 200-300 lb in. (22.6-33.8 N-m). c. If required, install supply fuel adapter (7) on FMV. Torque adapter to 420-600 lb in. (47.5-67.7 Nom). D. Install assembled FMV (10) to RAFT bracket and secure with lockwashers (6) and bolts (5). Torque bolts to 120-150 lb in. (13.6 -16.9 N-m). E. Install metered fuel tube (4) to metered fuel adapter (9). Retain adapter from moving and torque tube’s coupling nut to 475-575 lb in. (53.7 -64.9 N-m). F. Install bypass fuel tube (3) to bypass fuel adapter (8). Retain adapter from moving and torque tube’s coupling nut .to 325-400 lb in. (36.8 -45.1 N-m). G. Install supply fuel tube (2) to supply fuel adapter (7), Retain adapter from moving and torque tube’s coupling nut to 660-780 lb in. (74.6 -88.1 N$m). H. Connect seven electrical leads (1) to electrical junction box terminals as follows (Ref. Figure 4-29): 1. Brown lead to terminal 35. 2. Yellow lead to terminal 36. 3. Green lead to terminal 37. 4. Violet lead to terminal 38. 5. Blue lead to terminal 39. 6. Red lead to terminal 40. 7. Orange lead to terminal 41. I. Using 5/16 (0.3125) inch Allen wrench loosen bleed plug and motor engine to bleed air from fuel system. Tighten bleed plug. J. Perform operation and leakage test,

4-114

JAN/91

Allison Engine Company 501 -KB5 DEC OPERATION AND MAINTENANCE 4-165. LIQUID FUEL SHUTOFF VALVE. 4-166. Descrir)tion and Ot)eration. A. The fuel shutoff valve is located between the FMV and ball type fuel shutoff valve on the RAFT. B. The fuel shutoff valve is a normally closed electrical solenoid operated valve. C. The fuel shutoff valve electrical power is controlled by the control system. During the starting cycle, at 2200 engine rpm, electrical power from the control system is sent to open the fuel shutoff valve. The fuel shutoff valve will close whenever electrical power is removed by the shutdown circuits of the control system. D. The purpose of the fuel s! utoff is to control the metered fuel to the ball type fuel shutoff va- ve. The fuel shutoff valve provides the means of a quick shutdown of the engine operation by stopping the metered fuel flow. 4-167. Removal. NOTE ●

Cap all openings to prevent contamination.

●

Have a container to catch fuel leakage.

●

Make sure fuel and electrical systems are OFF and remain OFF until installation is completed. A. Remove the two electrical leads (11, Figure 4-28) at the electrical junction box terminals 25 and 30 (Ref. Figure 4-29). B. Remove metered fuel tube (4, Figure 4-28) at tee (12). C. Remove pressure gage tube (13) at tee (12). D. Remove pressure switch tube (14) at tee (12). E. Remove bypass valve tube (15) at tee (12). F. Remove shutoff valves tube (16) from fuel shutoff valve adapter (17). G. Remove bolts (18), lockwashers (19), and assembled fuel shutoff valve (20) from RAFT bracket.

JAN/91

4-115

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE NOTE Record position of tee for installation. H. If required, remove adapters (17) and tee (12) from fuel shutoff valve (20). 4-168. Installation. A. Install adapters (17, Figure 4-28) in fuel shutoff valve (20) on each end. Torque adapter to 200-300 lb in. (22.6-33.8 N“m). B. Install tee (12) on fuel shutoff valve inlet side to position recorded on removal. c. Install assembled fuel shutoff valve (20) to RAFT bracket and secure with lockwashers (19) and bolts (18). Torque bolts to 60-65 lb in. (6.8-7.3 Nom). D. Install shutoff valves tube (16) to fuel shutoff valve outlet adapter (17)0 Retain adapter from turning and torque tube’s coupling nut to 325-400 lb in. (36.8-45.1 N*m). E. Install bypass valve tube (15) to tee (12). Retain tee from turning and torque tube’s coupling nut to 325-400 lb in. (36.8-45.1 N’m). F. Install pressure switch tube (14) to tee (12). Retain tee from turning and torque tube’s coupling nut to 35-40 lb in. (4.0-4.5 N“m). G. Install pressure gage tube (13) to tee (12). Retain tee from turning and torque tube’s coupling nut to 35-40 lb in. (4.0-4.5 Nom). H. Install metered fuel tube (4) to tee (12). Retain tee from turning and torque tube’s coupling nut to 325-400 lb in. (36.8-45.1 N“m). I. Connect the two electrical leads (11) to electrical junction box terminals as follows (Ref. Figure 4-29): 1. Power (+) to terminal 25. 2. Return (-) to terminal 30. J. Perform operation and leakage test. 4-169. LIQUID FUEL SHUTOFF VALVE (BALL TYPE). 4-170. Descri~tion and O~eration. A. The ball type fuel shutoff valve is located between the quick acting fuel shutoff valve and the liquid fuel to engine outlet on the RAFT. 4-116

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE B. The ball type fuel shutoff valve is a normally positive closed electrical solenoid operated valve. C. The ball type fuel shutoff valve electrical power is controlled by the control system. During the starting cycle, at 2200 engine rpm, electrical power from the control system is sent to open the ball type fuel shutoff valve. The ball type fuel shutoff valve will close whenever electrical power is removed by the shutdown circuits of the control system. D. The purpose of the ball type fuel shutoff valve is to control the metered fuel and to provide a positive liquid fuel shutoff to the engine. The ball type fuel shutoff valve is slow acting positive closed and the other fuel shutoff valve is quick acting to the closed position, but can allow some fuel seepage. The ball type fuel shutoff valve will assure no liquid fuel seepage to the engine when operating on gaseous fuel. 4-171. Removal. NOTE ● Cap ● Have

all openings to prevent contamination. a container to catch fuel leakage.

● Make

sure fuel and electrical systems are OFF and remain OFF until installation is completed.

A. Remove electrical leads (21, Figure 4-28) at the electrical junction box terminals 25 and 30 (Ref. Figure 4-29). B. Remove shutoff valves tube (16, Figure 4-28) from ball type fuel shutoff valve inlet adapter (26). c. Remove metered fuel to engine tube (22) from ball type fuel shutoff valve outlet adapter (26). D. Remove air supply tube (23) from air adapter (27). E. Remove bolts (24), lockwashers (25), and assembled ball type fuel shutoff valve (28) from RAFT bracket. F. If required, remove inlet and outlet adapters (26) from ball type fuel shutoff valve (28). G. If required, remove air adapter (27) from ball type fuel shutoff valve (28).

JAN/91

4-117

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 4-172. Installation. A. If required, install air adapter (27, Figure 4-28) to ball type fuel shutoff valve (28). Torque adapter to 18-25 lb in. (2.0-2.8 N-m). B. If required, install adapters (26) to ball type fuel shutoff valve (28) inlet and outlet parts. Torque adapters to 200-300 lb in. (22.6 -33.8 Nom). c. Install assembled ball type fuel shutoff valve (28) to RAFT bracket and secure will Iockwashers (25) and bolts (24). Torque bolts to 35-40 lb in. (4.0-4.5 Nom). D. Install air supply tube (23) to air adapter (27). Retain adapter from turning and torque tube’s coupling nut to 35-40 lb in. (4.0-4.5 N“m). E. Install metered fuel to enqine tube (22) to ball twe fuel shutoff valve outlet adapter (26).- Retain adap~er from tu~ning and torque tube’s coupling nut to 325-400 lb in. (36.8-45.1 Nom). F. Install shutoff valves tube (16) to ball type fuel shutoff valve inlet adapter (26). Retain adapter from turning and torque tube’s coupling nut to 325-400 lb in. (36.8-45.1 Nom). G. Connect the two electrical leads (21) to electrical junction box as follows (Ref. Figure 4-29): 1. Power (+) to terminal 25. 2. Return (-) to terminal 30. H. Perform operation and leakage test, plug while operating gaseous fuel, remove liquid metered fuel to engine hose (113, Figure 4-28). No leakage allow after residue fuel has been drained from hose connection. I. Connect liquid metered fuel to enqine (113). Toraue hose’s cou~linq . nut to 325-’400 lb in. (36.8-45.1 ~-m).’ ‘ ‘ 4-173. FLOW DIVIDER VALVE. 4-174. Descrir)tion and Or)eration. A. The flow divider valve of the dual fuel system in mounted on a bracket at the bottom of the engine compressor section. B. In the liquid fuel flow path, the flow divider valve is located between the ball type fuel shutoff and the fuel manifolds (pilot and main). 4-118

JAN/91

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE C. Liquid fuel entering the flow divider is routed to the pilot and main fuel manifolds. The fuel flows into the pilot fuel manifold and then to the pilot orifices of the fuel nozzles. When the liquid fuel pressure reaches 150 psig (1035 kPag), a metering valve in the flow divider valve starts to open, allowing liquid fuel to flow into the main fuel manifold and then to main orifices of the fuel nozzles. 4-175. Removal. NOTE ●

Make sure fuel and electrical systems are OFF and remain OFF until installation is completed.

●

Cap all openings to prevent contamination.

●

Have a container to catch fuel leakage. A. Remove RAFT liquid metered fuel to engine hose (1, Figure 4-30) from check valve (20). B. Remove cross to check valve hose (2) from check valve (16) and cross (19). C. Remove cross to pilot manifold drain valve hose (3) from cross (19). D. Remove pilot fuel manifold (4) from cross (19). E. Remove tee to main manifold drain valve hose (5) from tee (28). F. Remove purge gaseous fuel hose (6) from check valve (23). G. Remove purge gaseous fuel hose (7) from elbow (15). H. Remove main fuel manifold (8) from tee (31). I. Remove bolt (9), washer (10), nut (11), clamp (12), assembled elbow (15), and check valve (16) . J. Remove bolt (9), washer (10), nut (11), and assembled flow divider valve (32) from mounting bracket (48). NOTE Record position of tees and cross for installation. K. Loosen nut (17) and remove nut (17), O-ring (18) and cross (19) from flow divider valve (19). Discard O-ring.

JAN/91

4-119

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE KEY TO FIGURE 4-30. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23.

RAFT LIQUID METERED FUEL TO ENGINE HOSE CROSS TO CHECK VALVE HOSE CROSS TO PILOT MANIFOLD DRAIN VALVE HOSE PILOT FUEL MANIFOLD TEE TO MAIN MANIFOLD DRAIN VALVE HOSE PURGE GASEOUS FUEL HOSE PURGE GASEOUS FUEL HOSE MAIN FUEL MANIFOLD BOLT (2) WASHER (2) NUT (2) CLAMP NUT PACKING (O-RING) ELBOW CHECK VALVE NUT PACKING (O-RING) CROSS CHECK VALVE PACKING (O-RING) UNION CHECK VALVE

24. 25. 26. 27. 28. 29, 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48.

PACKING (O-RING) 2) UNION NUT PACKING (O-RING) TEE NUT PACKING (O-RING) TEE FLOW DIVIDER VALVE MANIFOLD DRAIN HOSE DRAIN VALVES CROSSOVER DRAIN TUBE BOLT (4) NUTS (4) UNION (2) PACKING (O-RING) (2) MAIN MANIFOLD DRAIN VALVE BOLT (4) NUT (4) UNION PACKING (O-RING) REDUCER PACKING (O-RING) PILOT MANIFOLD DRAIN VALVE NUT (4) MOUNTING BRACKET

L. Remove union (22) and check valve (20) as an assembly from flow divider valve (32). Discard O-ring (21). If required, remove union (22) from check valve (20). Discard O-ring (21). M. Loosen nut (29) and remove assembled tees (28 and 31) from flow divider valve (32). Remove and discard O-ring (30). N. If required, loosen nut (13) and remove nut (13), O-ring (14), and elbow (15) from check valve (16). Discard O-ring. O. If required, loosen nut (26) and remove nut (26), O-ring (27) and assembled tee (28) from tee (31). Discard O-ring. P. If required, remove check valve (23) from union (25). Remove and discard O-ring (24). Q. If required, remove union (25) and O-ring (24) from tee (28). Discard O-ring.

4-120

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

8 111111/1 ) 4

8

45 44

‘;-= “-*=I 7

,

“c

t).

JAN/91

4 0

F4?T!3 b, **

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Figure 4-3o.

3

Flow Divider and Manifold Drain Valves.

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 4-176. Installation. NOTE Met O-rings with clean eng ne oil. A. If required, install O-ring (24, Figure 4-30) on union (25) and install union in tee (28). Torque union to 200-300 lb in. (22.6-33.8 Nom). B. If required, install O-ring (24) on union (25) and install check valve (23) on union. Retain union from turning and torque check valve to 200-300 lb in. (22.6-33.8 N“m). c. If required, install nut (26) and O-ring (27) on assembled tee (28). Install assembled tee in tee (31). Do not tighten nut (26) now. D. If required, install O-ring (21) on union (22) and install union with O-ring in check valve (20). Torque union to 200-300 lb in. (22.6 -33.8 Nom). E. If required, install nut (13) and O-ring (14) on elbow (15) and install elbow in check valve (16) and clamp (12) on check valve. Tighten nut (13) now. F. Install nut (29) and O-ring (30) on assembled tee (31). Install assembled tee in flow divider valve (32) main manifold outlet, to position record on removal. G. Install O-ring (21) on union (22) and install assembled union and check valve (20) in inlet Dort of flow divider valve. (32). Toraue , union to 200~300 lb in. (22.6-33.8 N-m). H. Install nut (17) and O-ring (18) on cross (19) and install assembled cross in flow divider valve (32) pilot manifold ou- let, to position record on removal. Do not tighten nut (17) now. I. Install assembled flow divider valve [32) to mount ng bracket (48), secure with bolts (9), washers (10), ~nd’nuts (11) with assembled check valve (16) clamp (12) installed on rear bolt. Torque nuts to 74-89 lb in. (8.4-10.0 Nom). J. Install main fuel manifold (8) to tee (31). Retain tee from turning and torque hose’s coupling nut to 80-120 lb in. (9.0-13.5 N-m). Tighten nut (13) now. K. Install purge gaseous fuel hose (7) to elbow (15). Retain elbow from turning and torque hose’s coupling nut to 80-120 lb in. (9.0-13.5 N“m). Tighten nut (13) now. L. Install purge gaseous fuel hose (6) to check valve (23). Retain check valve from turning .and torque hose’s coupling nut to 325-400 lb in. (36.8 -45.1 Nom). 4-122

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE M, Install tee to main manifold drain valve hose (5) to tee (28). Retain tee from turning and tor-que hose’s coupling nut to 325-400 lb in. (36.8 -45.1 Nom). Tighten nuts (26 and 29) now. o. Install pilot fuel manifold (4) to cross (19). Retain cross from turning and torque pilot fuel manifold coupling nut to 80-120 lb in. (9.0 -13.5 N“m). P. Install cross to pilot manifold drain valve hose (3) to cross (19). Retain cross from turning and torque hose’s coupling nut to 80-120 lb in. (9.0 -13.5 Nom). Q. Install cross to check valve hose (2) to check valve (16). Retain check valve from turning and torque hose’s coupling nut to 80-120 lb in. (9.0 -13.5 Nom). R. Install cross to check valve hose (2) to cross (19). Retain cross from turning and torque hose’s coupling nut to 80-120 lb in. (9.0 -13.5 Nom). Tighten nut (17) now. s. Install liquid metered fuel RAFT to engine hose (1) to check valve (20) . Retain check valve from turning and torque hose’s coupling nut to 325-400 lb in. (36.8-45.1 Nom). T. Perform an operation and leakage test. 4-177. MANIFOLD DRAIN VALVES (PILOT AND MAIN). 4-178. Description and Ot)eration. A. The liquid fuel system has two manifold drain valves (a main and a pilot), one for each fuel manifold. They are mounted on a bracket near the bottom of the compressor section. Their purpose is to drain any liquid fuel remaining in the fuel nozzles or manifolds when the engine is shutdown. The manifold drain valves are energized open simultaneously with the closing of the fuel shutoff valve. B. The pilot manifold drain valve inlet tees into the pilot fuel manifold. The main manifold drain valve tees into the main fuel manifold. Both manifold drain valve outlets are connected to a crossover drain tube which has a single outlet fitting. The drain tube outlet should be connected to a drain collector tank. The manifold drain valves are spring-loaded to the closed position and electrical solenoid actuated to open by command of the control system. c

JAN/91

The control system opens the manifold drain valves immediately upon any shutdown signal. Combustion section pressure then forces fuel remaining in the fuel nozzles and manifolds to the drain tank through the manifold drain valves. During starts, the manifold drain valves are held open until 2200 engine rpm. After shutdown, the manifold 4-123

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE drain valves are held open by a timer for 30 seconds. CAUTION THE FLUID IN THE DRAIN TANK(S) MUST NOT CREATE A HEAD PRESSURE CAUSING A BACK PRESSURE ON THE DRAIN SYSTEM. DAMAGE MAY OCCUR. D. It is essential that the fuel manifold drains have little or no back pressure. For this reason, the drain line must not have kinks or other restrictions. 4-179. Main Manifold Drain Valve Removal. NOTE ●

Make sure fuel and electrical systems are OFF and remain OFF until Installation is completed.

●

Cap all openings to prevent contamination.

●

Have a container to catch fuel leakage. A, Disconnect electrical connections of the main manifold drain valve (39, Figure 4-30). B. Remove tee to main manifold drain valve hose (5) from main manifold drain valve (39). c. Remove manifold drain hose (33) from drain valves crossover drain tube (34). D. Remove draiti valves crossover drain tube (34) from main manifold drain valve (39) and pilot manifold drain valve (46) outlet ports. E. Remove bolts (35), nuts (36), and assembled main manifold drain va’ ve (39) from mounting bracket (48) . F. If required, remove unions (37) and O-rings (38) from main manifold - - drain valve (39). Discard O-rings.

4-180. Main Manifold Drain Valve Installation. NOTE Wet O-rings with clean engine oil. A. If required, install an O-ring (38, Figure 4-30) and each union (37) and the O-ring side into main manifold drain valve (39). Torque each union to 200-300 lb in. (22.6-33.8 N-m). 4-124

JAN/91

Allkon Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE B. Install assembled main manifold drain valve (39) to mounting bracket (48) with outlet port to the right, to connect with the drain valves crossover drain tube (34), and secure with bolts (35) and nuts (36). Torque nuts to 74-89 lb in. (8.4-10.0 N-m). c. Install drain valves crossover tube (34) to the outlet ports of main manifold drain valve (39) and pilot manifold drain valve (46). Retain outlet union from turning and torque each tube’s coupling nut to 325-400 lb in. (36.8-45.1 N“m). D. Install manifold drain hose (33) to drain valves crossover drain tube (34). Torque hose’s coupling nut to 325-400 lb in. (36.8 -45.1 N-m). E. Install tee to main manifold drain valve hose (5) to main manifold drain valve’s (39) inlet port union (37). Retain inlet union from turning and torque hose’s coupling nut to 325-400 lb in. (36.8-45.1 Nom). F. Connect main manifold drain valve’s electrical leads. G. Perform operation and leakage test. 4-181. Pilot Manifold Drain Valve Removal. NOTE ●

Make sure fuel and electrical systems are OFF and remain OFF until installation is completed.

●

Cap all openings to prevent contamination.

●

Have a container to catch fuel leakage. A. Disconnect electrical leads of pilot manifold drain valve (46, Figure 4-30). B. Remove cross to pilot manifold drain valve hose (3) from pilot manifold drain valve’s (46) inlet reducer (44). C. If required, remove manifold drain hose (33) from drain valves crossover drain tube (34). D. Remove drain valves crossover drain tube (34) from main manifold drain valve (39) and pilot manifold drain valve (46) outlet ports. E. Remove bolts (40), nuts (41), and assembled pilot manifold drain (46) from mounting bracket (48).

JAN/91

4-125

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE F. If required, remove union (42) and O-ring (43) from pilot manifold drain valve (46) outlet port. Discard O-ring. G. If required, remove reducer (44) and O-ring (45) from pilot manifold drain valve (46) inlet port.” Discard O-ring: 4-182. Pilot Manifold Drain Valve Installation. NOTE Het O-rings with clean engine oil. A. If required, install O-ring (45, Figure 4-30) on large size of Install reducer (44) in pilot manifold drain valve reducer (44) inlet port. Torque reducer to 200-300 lb in. (22.6-33.8 Nom). B. If required, install O-rinq (43) on union (42) and install O-rina side of union in pilot man~fold-drain valve (46) outlet port. T6rque union to 200-300 lb in. (22.6-33.8 Nom). c. Install assembled pilot manifold drain valve (48) with outlet port union to the right, to valves crossover drain tube (34), and secure (41). Torque nuts to 74-89 lb in. (8.4-10.0 D. Install drain main manifold Retain outlet to 325-400 lb

(46) to mounting bracket connect with the drain with bolts (40) and nuts N“m).

valves crossover drain tube (34) to the outlet ports of drain valve (39) and pilot manifold drain valves. union from turning and torque each tube’s coupling nut in. (36.8-45.1 Nom).

E. If required, install manifold drain hose (33) to drain valves crossover drain tube (34). Torque hose’s coupling nut to 325-400 lb in. (36.8 -45.1 N“m). F. Install cross to pilot manifold drain valve hose’s (3) to pilot manifold drain valve’s reducer (44). Retain reducer from turn and torque hose’s coupling nut to 80-120 lb in. (9.0-13.5 Nom). G. Connect pilot manifold drain valve’s electrical leads. H. Perform operation and leakage test. 4-183. FUEL MANIFOLDS (PILOT AND MAIN). 4-184. Descrit)tion and O~eration. A. The fuel system has two fuel manifolds, the pilot and main. Each fuel manifold is composed of sections of flexible high pressure hose. 4-126

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE B. The pilot and main fuel manifolds are essentially the same, except the pilot fuel manifold hoses and fittings are smaller. C. The pilot fuel manifold distributes fuel from the flow divider valve pilot fuel outlet to the pilot fuel entry of each fuel nozzle. It has a connection for the pilot fuel manifold drain valve. The pilot fuel manifold also has a pressure connection for maintenance trouble shooting. D. The main fuel manifold distributes fuel from the flow divider valve main fuel outlet to the main fuel entry of each fuel nozzle. It also has a connection for the main fuel manifold drain valve. 4-185. Removal and Installation. NOTE ●

Make sure fuel and electrical systems are OFF and remain OFF until installation is completed.

●

Cap all openings to prevent contamination.

●

Have a container to catch fuel leakage. A. Remove the fuel manifolds from the flow divider valve outlets. B. Remove the fuel manifolds at each fuel nozzle. The smaller connection is the pilot, the larger is the main. c. Disconnect any hoses, clamps, and connectors as necessary to remove the fuel manifolds. D. Installation is the reverse of the removal procedure, refer to General Maintenance Section for torques and lockwiring. E. Be sure to connect any hoses, clamps, and connectors that were removed. F. Perform an operational and leakage test, being sure to inspect all items disturbed for accessibility.

4-186. DUAL FUEL NOZZLE. 4-187. Description and Oc)eration. A. The purpose of the dual fuel nozzles is deliver gaseous and/or liquid fuel into the combustion liners in the correct atomized and directed manner under variable flow and pressure conditions. JAN/91

4-127

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE B. If operating on liquid fuel, the pilot inlet is used for starting the and both, pilot and main inlets, are used for normal operation of the engine. c. If operating on gaseous fuel, gaseous fuel in deliver into the large center inlet and use for starting and normal operation of the engine. D. The dual fuel nozzles are flanged mounted to the diffuser and extend into the forward end of the combustion liners. E. The dual fuel nozzles will allow water injection to be induced into the combustion liners. If operating on gaseous fuel, water injection is induced through the liquid fuel main inlet and if operating on liquid, water injection is induced through the gaseous fuel inlet. 4-188. Removal. NOTE ● Cap

all openings to prevent contamination.

_ Make sure fuel and electrical svstems are OFF and remain OFF until installation is completed. “ A. Remove gaseous fuel manifold (1, Figure 4 31) from the dual fuel nozzle (6). B. Remove the liquid fuel pilot and main fue” manifolds (2 and 3) from the dual fuel nozzles (6). CAUTION PARTICULAR CARE MUST BE TAKEN DURING FUEL NOZZLE REMOVAL TO PREVENT DAMAGE TO THE DUAL FUEL NOZZLE. CARBON DEPOSITS ON THE FUEL NOZZLE TIP ARE ABRASIVE AND CAN DAMAGE THE ORIFICES IF HANDLING IS CARELESS. C. Remove bolts (4), dual fuel nozzle (6), and gasket (5), using care to avoid damage to the dual fuel nozzle orifices. Discard gasket. D. Install protective caps on the gaseous pilot, and main inlet fittinqs and place removed duai fuel noz;le in a- protective storage case. E. Repeat Steps A., B., C., and D. to rema ning dual fuel nozzles.

4-128

JAN/91

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE

(+

2 /

I

QHH089XD 1. GASEOUS FUEL MAN I FOLD 2. LIQUID MAIN FUEL MANIFOLD 3. LIQUID PILOT FUEL MANIFOLD

4. BOLT (4) 5. GASKET 6. DUAL ‘FUEL NOZZLE

Figure 4-31. Dual Fue’ 1 Nozzle. 4-189. Inst)ection. CAUTION DO NOT DISASSEMBLE DUAL FUEL NOZZLES FOR INSPECTION. DISASSEMBLY IS NOT ALLOWED AT THIS MAINTENANCE LEVEL. NOTE Carbon deposits anywhere except around the tip and shroud indicates leakage, which is allowed. A. Visually inspect for excessive carbon accumulation, excess wear of hard coat, and/or evidence of orifice stoppage on the dual fuel nozzles. B. Replacement of individual dual fuel nozzles is not allowed. A complete bench test is necessary to accurately determine which dual fuel nozzle(s) of the six are deficient. The dual fuel nozzles are changed in sets of six (6). The flow divider valve should be replaced and sent with the dual fuel nozzles for repair and calibration. JAN/91

4-129

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE NOTE Some carbor deposited around the pilot spray tip and the main jets is normal. If there is no visible damage or hot spots in the associated combustion liners or turbine vanes as seen by borescope inspection, and if there are no starting problems or dark exhaust smoke, the carbon is not interfering with the operation of the fuel nozzle and should not be disturbed. c. Replace or clean the dual fuel nozzles if excessive smoking occurs from the exhaust or if carbon buildup appears to be restricting or distorting the fuel flow. D. Warpage of the dual fuel nozzle air shroud or worn places through the wear coating to the bare metal along the axial portion of the air shroud the dual fuel nozzle must be replaced. E. Any damaqe to the spray tip or main jets which changes fuel flow characte~istics or to the shroud which changes air Flow characteristics or to the internal screen which is suspected of being clogged the dual fuel nozzle must be replaced. 4-190. Cleaninq. CAUTION DO NOT DISASSEMBLE DUAL FUEL NOZZLES FOR CLEANING. ALLOWED AT THIS MAINTENANCE LEVEL.

DISASSEMBLY IS NOT

CAUTION INTERNAL CLEANING OF THE FUEL FUEL NOZZLES EXCEPT AT A REPAIR CENTER IS IMPRACTICAL BECAUSE OF THE NEED FOR A QUALIFIED TECHNICIAN SPECIALIZED EQUIPMENT AND A FLOW BENCH TEST. NOTE If carbon is excessive, especially that of the hard type or if air will not flow freely from the pilot and main passages, a faulty fuel nozzle is indicated. Replacement of all six dual fuel nozzles are required. External carbon buildup, especially that of the soft type, can be cleaned, and the dual fuel nozzles can continue in service. A. Connect clean, dry shop air to each fuel inlet fitting (gaseous, pilot, and main). Maintain a steady flow of air while cleaning. B. Hold the dual fuel nozzle at an attitude so that carbon, when removed, will fall clear of the dual fuel nozzle. C. Initially attempt to clean the tip with a cotton swab. 4-130

\

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE CAUTION DO NOT WIPE OR CLEAN CARBON WITH SHOP TOWELS WHICH MAY ALLOW CARBON TO ENTER THE DUAL FUEL NOZZLE ORIFICES. BLOCKAGE CAN OCCUR WHICH WILL ALTER THE DUAL FUEL NOZZLE OPERATION. CAUTION SCRAPERS MADE OF COPPER CAN BE USED TO CAREFULLY SCRAPE OFF THE CARBON. SCRAPING MOTION SHOULD BEGIN NEARAN ORIFICE AND MOVE AWAY SO THE CARBON FALLS FREE OF THE DUAL FUEL NOZZLE. MUCH CARE SHOULD BE TAKEN NOT TO PUSH CARBON INTO AN ORIFICE. CAUTION CARBON IS ABRASIVE. DO NOT CRUSH CARBON BETWEEN THE TOOL AND THE SURFACE BEING RUBBED. CAUTION KEEP COPPER SCRAPER TOOLS SHARP AND SCRAPE JUST HARD ENOUGH TO BREAK THE CARBON LOOSE. D. If carbon can not be removed with a cotton swab, use copper scraper and carefully remove the external carbon. 4-191. Installation. CAUTION DUAL FUEL NOZZLES MUST BE REPLACED IN A MATCHED SET. DO NOT MIX DUAL FUEL NOZZLES WITH DIFFERENT FLOW CHARACTERISTICS SUCH AS NEW AND USED DUAL FUEL NOZZLES OR THOSE OF DIFFERENT PART NUMBER EVEN THOUGH THEY PHYSICALLY FIT. UNBALANCED FLOWS CAN CAUSE EXTENSIVE TURBINE DAMAGE. CAUTION DO NOT USE DUAL FUEL NOZZLES, P/N 23006598, ON WATER INJECTION SYSTEMS. A. Apply a light coat of antiseize compound, MIL-L-15719, or Adlube, MIL-L-25681, to the threads of the bolts (4, Figure 4-31). B. Carefully install gasket (5) and dual fuel nozzle (6) and secure with bolts (4). Torque bolts to 70-85 lb in. (7.9-9.6 N-m). Lockwire bolts. C. Install pilot fuel manifold (3) and torque coupling nut to 80-120 lb in. (9.0-13.5 N0m) and lockwire. JAN/91

4-131

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE D. Install main fuel manifold (2) and torque coupling nut to 200-250 lb in. (22.6-28.2 Nom) and lockwire. E. Install gaseous fuel manifold (1) and torque coupling nut to 375-400 lb in. (36.7-45.1 Nom) and lockwire. F. Repeat Steps A. thru E. for remaining dual fuel nozz” es. G. Preform an operational and leakage check. 4-192. PRESSURE RELIEF VALVE. 4-193. Descri~tion and O~eration. A. The pressure relief valve is mounted to the lower left side of the RAFT and is spring loaded closed. B. The pressure relief valve is spring loaded closed and set to open above 500 psi (3450 kPa). C. The purpose of the pressure relief valve is to limit fuel pressure to 500 psi (3450 kPa) above the bypass pressure. D. When fuel pressure becomes high enough to overcome the pressure relief valve spring loaded pressure (500 psi or 3450 kPa) and the bypass pressure, the pressure relief valve will relieve the excessive fuel pressure and allow the excessive fuel pressure to return to the fuel pump (Ref. Figure 4-26). 4-194. Removal. NOTE ●

Cap all openings to prevent contamination.

●

Make sure fuel and electrical systems are OFF and remain OFF until installation is completed.

●

Have container to catch fuel leakage. A. Remove relief valve tube (30, Figure 4-28) from adapter (34). B. Remove fuel bypass tube (3) and relief and bypass return tube (31) from tee (35). C. Remove socket head screws (32), retainer (33), and assemb- ed pressure relief valve (36) from RAFT. D. Remove adapter (34) from pressure relief valve (36). E. Remove tee (35) from pressure relief valve (36).

4-132

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 4-195. Installation. A. Install tee (35, Figure 4-28) in pressure relief valve (36) outlet. Torque tee to 200-300 lb in. (22.6-33.8 Nom). B. Install adapter (34) in pressure relief valve (36) inlet. Torque adapter to 200-300 lb in. (22.6-33.8 N-m). C. Install assembled pressure relief valve (36) to RAFT, secure with retainer (33) and socket head screw (32). Torque Screws to 370-400 lb in. (41.8-46.3 Nom). D. Install relief and bypass return tube (31) and bypass fuel tube (3). Retain tee from turning and torque both coupling nuts to 325-400 lb in. (36.8 -45.1 Nom). E. Install relief valve tube (30) to adapter (34). Retain adapter from turning and torque tube’s coupling nut to 325-400 lb in. (36.8 -45.1 Nom). F. Pressurize fuel system and inspect pressure relief valve and fitting connections for leaks. 4-196. PARALLEL AIR CONTROL VALVE. 4-197. Descri~tion and O~eration. A. The parallel air control valve (37, Figure 4-28) located on the lower left side of the RAFT and is a normally closed valve. B. The r)arallel air control valve is a three way electrical operated solenoid with an explosion proof housing to control the air to parallel valve. c. The electrical connections connect to the RAFT electrical junction box terminals (28 and 33, Figure 4-29). D. The parallel air control valve is normally not used and RAFT outlet with be capped. E. If removal and installation are required, refer to General Maintenance, Section 14, for torques. 4-198. GASEOUS FUEL PURGE VALVES. 4-199. Description and O~eration. A. The gaseous fuel purge valves are located on lower left .center of the RAFT.

JAN/91

4-133

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE B. The gaseous fuel purge valves are a normally closed electrical solenoid operated valve. The electrical operation is control by the control system. c. The purpose of gaseous fuel purge valves are to allow purging of the liquid fuel through check valves when operating on gaseous fuel. D. The gaseous fuel purge valves inlet ports are install to the left opposite the gaseous-fuel flow to prevent liquid fuel entering gaseous fuel system when operating on liquid fuel in case of a check valve failure (16 and 23, Figure 4-29). 4-200. Removal. NOTE ●

Record position of fittings and tubes for installation.

●

Make sure fuel and electrical systems are OFF and remain OFF until installation is completed.

●

Cap all openings to prevent contamination.

●

Have a container to catch fuel leakage.

●

Removal only the damage gaseous fuel purge valve. A. Disconnect the required gaseous fuel purge valve’s (45, Figure 4-28) electrical connections from RAFT junction box terminals (27 and 32, Figure 4-29). B. Remove the required gaseous purge tube (38, Figure 4-28). c. Remove gaseous U tube (39) at the damage gaseous fuel purge valve (45) . D. Remove crossover tube (42) from tee (43). E. Remove the required socket head screws (40), lockwashers (41), and assembled gaseous fuel purge valve (45) from RAFT bracket. F. If required, remove tee(s) (43) and/or adapter (44) from gaseous fuel purge valve (45), recording position for installation.

4-201.

Installation. A. If required, install adapter (44, Figure 4-28) and tee(s) (43) on gaseous fuel purge valve (45), to position recorded on removal. Torque tee and/or adapter to 200-300 lb in. (22.6-33.8 N-m).

4-134

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE B. Install assembled gaseous fuel purge (45) with inlet port to the left, secure with lockwashers (41) and socket head screws (40). Torque screws to 35-40 lb in. (4.0-4.5 N-m). C. Install crossover tube (42) to inlet tees (43). Torque tube’s coupling nuts to 325-400 lb in. (36.8-45.1 N6m). D. Install outlet gaseous U tube (39) to outlet tee (43) and/or adapter (42) . Retain outlet tee or adapter from turning and torque tube’s coupling nut(s) to 325-400 lb in, (36.8-45.1 Nom). E. Install gaseous purge tube (38) to inlet tee (43). Retain tee from turning and torque tube’s coupling nut to 325-400 lb in. (36.8-45.1 Nom). F. Connect gaseous fuel purge valve’s electrical connections to RAFT junction box terminals (27 and 32, Figure 4-29). G, Perform operation and leakage test. 4-202. LIQUID FUEL OUTLET BYPASS VALVE. 4-203. Description and ODeration. A. The liquid fuel outlet bypass valve (outlet bypass valve) is located on the left center of the RAFT.

I

B. The outlet bypass valve is normally open electrical operated solenoid valve which is electrically controlled by the control system to allow the liquid fuel to be bypass back to the liquid fuel pump inlet, when operating on gaseous fuel. C. When operating on liquid fuel, the outlet bypass valve is electrically closed by the control system. 4-204. Removal. NOTE ●

Make sure fuel and electrical systems are OFF and remain OFF until installation is completed.

●

Cap all openings to prevent contamination.

●

Have a container to catch fuel leakage. A. Remove liquid fuel outlet bypass valve’s (outlet bypass valve) electrical connections from RAFT junction box terminals (26 and 31, Figure 4-29).

JAN/91

4-135

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE B. Remove bypass tube (15, Figure 4-28) from outlet bypass valve (50). C. Remove outlet bypass tube (46) from outlet bypass valve (50). D. Remove socket head screws (47), lockwashers (48), and assembled outlet bypass valve (50) from RAFT bracket. E. If required, remove adapters (49) from outlet bypass valve (50). 4-205. Installation. A. If required, install adapters (49, Figure 4-28) in outlet bypass valve (50). Torque adapters to 200-300 lb in. (22.6-33.8 Nom). B. Install assembled outlet bypass valve (50) with inlet pot to the left on RAFT bracket and secure with lockwashers (48) and socket head screws (47). Torque screws to 35-40 lb in. (4.0-4.5 N“m). co Install outlet bypass tube (46) to the outlet bypass valve (50) outlet adapter (49). Retain outlet adapter from turning and torque tube’s coupling nut to 325-400 lb in. (36.8-45.1 N-m). D. Install bypass tube (15) to the outlet bypass valve (50) inlet adapter (49). Retain the inlet adapter from turning and torque tube’s coupling nut to 325-400 lb in. (36.8-45.1 N“m). E. Connect outlet bypass valve (50) electrical leads to RAFT junction box terminals (26 and 31, Figure 4-29). F. Perform an operation and leakage test. 4-206. LIQUID FUEL HEATING BYPASS VALVE. 4-207. Descri~tion and O~eration. A. The liquid fuel heating bypass valve (heating bypass valve) is located on lower center of the RAFT. B. The heating bypass valve is normally open electrical operated solenoid valve which is electrically controled by the control system to allow the liquid fuel to be bypass to a heat exchanger for heating the liquid fuel in cold weather for engine starting. It will also open allowing the liquid fuel to be bypassed back to inlet side of the liquid fuel pump when operating on gaseous fuel. C. The heat exchanger is an option and may not be installed. The liquid fuel can still be heated by bypassing the liquid fuel using the fuel flow friction to heat the liquid fuel. This method will take more time to heat the liquid fuel for starting the engine. 4-136

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 4-208. Removal. NOTE ● Make

sure fuel and electrical systems are OFF and remain OFF until installation is completed.

. Cap all openings to prevent contamination. ● Have

a container to catch fuel leakage.

A. Disconnect heating bypass valve (58, Figure 4-28) electrical connection from RAFT junction box terminals (26 and 31, Figure 4-29). B. Remove fuel supply tube (2, Figure 4-28) from tee (51). C. Remove incoming fuel supply tube (52) from tee (51). D. Remove heating bypass tube (53) from outlet adapter (57). E. Remove socket head screws (54), lockwashers (55), and assembled heating bypass valve (58) from RAFT bracket. NOTE Record position of tee for installation. F. If required, remove tee (51) and adapters (56 and 57) from heating bypass valve (58). 4-209. Installation. A. If required, install adapter (57, Figure 4-28) in heating bypass valve (58) outlet port and torque adapter to 200-300 lb in. (22.6 -33.8 Nom). B, If required, install adapter (56) in heating bypass valve (58) inlet port and torque adapter to 200-300 lb in. (22.6-33.8 N-m). c. If required, install tee (51) on inlet adapter (56) to position recorded on removal. D. Install assembled heating bypass valve (58) to RAFT bracket, secure with lockwashers (55) and socket head screws (54). Torque screws to 35-40 lb in. (4.0-4.5 Nom). E. Install heating bypass tube (53) to outlet adapter (57). Retain adapter from turning and torque tube’s coupling nut to 325-400 lb in. (36.8 -45.1 N-m). F. Install incoming fuel supply tube (52) to tee (51). Retain tee from turning and torque tube’s coupling nut to 475-575 lb in, (53.7-64.9 N-m). JAN/91

4-137

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE G. Install fuel supply tube (2) to tee (51). Retain tee from turning and torque tube’s coupling nut to 475-575 lb in. (53.7-64.9 N.m). H. Connect heating bypass valve (58) electrical connections to RAFT junction box terminals (26 and 31, Figure 4-29). I. Perform an operation and leakage test. 4-210. LIQUID FUEL PRESSURE SWITCH. 4-211. Descrit)tion and Operation. A. The liquid fuel pressure switch is located on the upper right connect to junction box of the RAFT. B. The purpose of the liquid fuel pressure switch is to indicate that the liquid fuel pressure is more than 50 psig (345 kPag), even when operating on gaseous fuel and the off engine mounted liquid fuel pump is operating. C. The liquid fuel pressure switch will give a signal (indication) when the liquid fuel pressure drop below 40 psig (276 kPag). D. The liquid fuel pressure switch will actuated on increasing pressure of 50 t 5 psig (345 t 34.5 kPag) moving the contact from the brown to red contacts to brown to blue contacts. On deceasing pressure the liquid fuel pressure will be actuated at 40 t 5 psig (276 t 34.5 kPag) moving the contact from brown to blue to brown to red contacts, de-energize the starter circuit. E. The liquid fuel pressure switch’s electrical leads connects to the RAFT junction box terminals as follows (Ref. Figure 4-29). 1. Green lead (Ground) to terminals 29. 2. Red lead to terminal 24, 3. Brown lead to terminal 23. 4. Blue lead to terminal 22. 4-212. Removal. NOTE

4-138

●

Make sure fuel and electrical systems are OFF and remain OFF until installation is completed.

●

Cap all openings to prevent contamination.

●

Have a container to catch fuel leakage. JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE A. Disconnect liquid fuel pressure switch (59, Figure 4-28). B. Remove pressure switch tube (14) from liquid fuel pressure switch (59) . C. Remove liquid fuel pressure switch (59) from electrical junction box (29) . 4-213. Installation. A. Install liquid fuel pressure switch (59, Figure 4-28) to electrical junction box (29). B. Install pressure switch tube (14) to liquid fuel pressure switch (59). Retain pressure switch from turning and torque tube’s coupling nut to 35-40 lb in. (4.0-4.5 Nom). c. Install liquid fuel pressure switch (59, Figure 4-28) to RAFT electrical junction box (29) terminals (Ref. Figure 4-29): 1. Green lead (Ground) to terminal 29. 2. Red lead to terminal 24. 3. Brown lead to terminal 23. 4. Blue lead to terminal 22. D. Perform an operation and leakage test. 4-214. GASEOUS FUEL SHUTOFF AND VENT VALVES. 4-215. Descrir)tion and O~eration. A. The dual fuel system gaseous fuel has two inlet gaseous fuel shutoff valves and a vent valve (Ref. Figure 4-26). B. The two gaseous fuel shutoff valves are used to make sure gaseous fuel supply is completely shutoff and a vent valve is used to vent (remove) to gaseous fuel pressure from between the shutoff valves. c. For complete description and operation, refer to the OEM manual(s). D. For removal and installation instructions refer to the OEM manual(s). 4-216. GASEOUS FUEL FILTER. 4-217. Descri~tion and ODeration. A. The gaseous fuel filter is located on right center of the RAFT. JAN/91

4-139

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE B. The gaseous fuel filter is sometimes called the final filter and is the final filtration of the gaseous fuel before entering the gaseous fuel metering valve. C. The normal filtration rating is 2 microns with a 10 micron absolute. D. The filter element is removable and cleanable. 4-218. Removal. NOTE . Make sure fuel and electrical systems are OFF and remain OFF until installation is completed. . Cap all openings to prevent contamination. A. Remove gaseous fuel supply hose (60, Figure 4-28) from elbow (61). B. Remove gaseous fuel filter inlet pressure tube (62) from elbow (61). C. Remove bolts (63), lockwashers (64), hex head screws (69), lockwashers (70), retainer (71), and assembled gaseous fuel filter (74). Remove and discard gasket (65). D. If required, loosen nut (66) and remove nut (66), O-ring (67), and adapter assembly (68) from gaseous fuel filter (74). Discard O-ring. E. If required, loosen nut (72) and remove nut (72), O-ring (73), and elbow (61) from gaseous fuel filter (74). Discard O-ring. 4-219. Installation. A. If required, install nut (72, Figure 4-28) and O-ring (73) on elbow (61) and install elbow in gaseous fuel filter (74) inlet port. Do not tighten nut (71) now. B. If required, install nut (66), and O-ring (67) on adapter assembly (68) and install adapter assembly in gaseous fuel filter (74) outlet port. Do not tighten nut (66) now. c. Install assembled gaseous fuel filter (74) and adapter assembly (68) to gaseous FMV (94) and RAFT, with gasket (65) and secure with lockwashers (64), bolts (63), retainer (71), lockwashers (70) and hex head screws (69). Torque bolts (63) to 70-85 lb in. (8.0-9.6 N-m). Torque hex head screws (69) to 205-245 lb in. (23.6-27.6 Nom). Tighten nut (66). D. Install gaseous fuel supply hose (60) to elbow (61). Retain elbow from turning and torque hose’s coupling nut to 1200-1500 lb in. or 100-125 lb ft. (135.6-169.4 N*m). Tighten nut (72). 4-140

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE E. Install gaseous fuel filter inlet pressure tube (62) to elbow (61). Torque tube’s coupling nut to 35-40 lb in. (4.0-4.5 Nom). F. Perform operation and leakage test. 4-220. GASEOUS FUEL METERING VALVE (FMV). 4-221. Descri~tion and Operation. A. The explosion proof gaseous fuel metering valve (FMV) is located on the lower right of the RAFT. B. The gaseous FMV meters the gaseous fuel to the engine in accordance with voltage inputs from the control system. Gaseous fuel is supplied to the gaseous FMV at a regulated pressure. The gaseous FMV is a balanced force type which is positioned by a proportional solenoid assembly with an integral servo system. c. The gaseous FMV is positioned as a function of the input command voltage (O to 5 volts) from the control system. A feedback voltage from a linear variable differential transformer (LVDT) proportional to valve position (metering area) is provided within gaseous FMV. The voltage is compared to the O to 5 volts input command signal from the control system. The current in the proportional solenoid is varied until the position signal equals the command input. If the position and/or feed back voltage varies 0.5 vdc from each other a fuel system malfunction will occur. D. A check valve is installed on qaseous FMV outlet to Drevent reverse gaseous fuel flow. 4-222. Removal. NOTE ●

Make sure fuel and electrical svstems are OFF and remain OFF until installation is completed. -

●

Cap all openings to prevent contamination A. Remove gaseous FMV (94, Figure 4-28) e“ ectrical leads from the RAFT electrical junction box (29) terminals as follows (Ref. Figure 4-29): 1. Brown lead from terminal 42. 2. Yellow lead from terminal 43. 3. Green lead from terminal 44. 4. Violet lead from terminal 45.

JAN/91

4-141

.

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE 5. Blue lead from terminal 46. 6. Red lead from terminal 47. 7. Orange lead from terminal 48. B. Remove gaseous fuel filter per Paragraph 4-218. c. Remove gaseous fuel manifold hose (75, Figure 4-18) from elbow (76). D. Remove gaseous fuel to tee tube (77) from outlet adapter (86). E. Remove gaseous fuel filter outlet pressure tube (78) from gaseous FMV (94) inlet. F. ~:~~[e pressure switch and gage tube (79) from gaseous FMV (94) . G. Remove hex head screw (80), lockwashers (81), and assembled gaseous FMV (94) from RAFT. H. If required, remove hex head screws (82), lockwashers (83), flange (84), gasket (85), and elbow (76) from outlet adapter (86). Discard gasket. I. If required, remove hex head screws (87), lockwashers (88), gasket (89), and outlet adapter (86) from check valve (90). Discard gasket. J. If required, remove hex head screws (91), lockwashers (92), gasket (93), and check valve (90) from gaseous FMV (94). Discard gasket. 4-223. Clean. InsDeCt. Test and ReDair. Paragraphs 4-7 to 4-9.

Clean, inspect, test, and repair per

4-224. Installation. NOTE Make sure check valve is installed to prevent reverse flow. A. If required, install gasket (93, Figure 4-28) and check valve (90) to gaseous FMV (94) outlet port and secure with lockwashers (92) and hex head screws. Torque screws to 70-85 lb in. (8.0-9.6 Nom). B. If required, install gasket (89) and outlet adapter (86) to check valve (90) and secure with lockwashers (88) and hex head screws (87) . Torque screws to 70-85 lb in. (8.0-9.6 N-m). C. If required, install gasket (85), elbow (76), and flange (84) to outlet adapter (86) and secure with lockwashers (83) and hex head 4-142

—.

JAN/91

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE screws (82). to turn.

Do not tighten or torque screws (82) allow elbow (76)

D. Install assembled gaseous FMV (94) to RAFT and secure with lockwashers (81) and hex head screws (80). Torque screws to 120-150 lb in. (13.6-16.9 N”m). E. Install gaseous fuel manifold hose (75) to elbow (76). Torque hex head screws (82) to 70-85 lb in. (8.0-9.6 N-m). Retain elbow from turning hose’s coupling nut to 1200-1500 lb in. or 100-125 lb ft. (135.6 -169.4 Nom). F. Install pressure switch and gage tube (79) to gaseous FMV (94) inlet. Torque tube’s coupling nut to 80-120 lb in. (9.0-13.5 Nom). G. Install gaseous fuel filter outlet pressure tube (78) to gaseous FMV (94) inlet. Torque tube’s coupling nut to 80-120 lb in. (9.3-13.5 N$m). H. Install gaseous fuel to tee tube (77) to outlet adapter (86). Torque tube’s coupling nut to 325-400 lb in. (36.8-45.1 N-m). I. Install gaseous fuel filter per Paragraph 4-219. J. Connect gaseous FMV (94) electrical leads to the RAFT electrical junction box (29) terminals as follows (Ref. Figure 4-29): 1. Brown lead to terminal 42. 2. Yellow lead to terminal 43. 3. Green lead to terminal 44. 4. Violet lead to terminal 45. 5. Blue lead to terminal 46. 6. Red lead to terminal 47. 7. Orange lead to terminal 48. K. Perform an operation and leakage test. 4-225. GASEOUS DIFFERENTIAL PRESSURE SWITCH. 4-226. Descri~tion and Ot)eration. A. The gaseous differential pressure switch is located on the lower right of the RAFT.

JAN/91

4-143

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE B. The gaseous differential pressure switch measure gaseous fuel pressure before (inlet) and after (outlet) the gaseous fuel filter. If the gaseous fuel filter’s outlet fuel pressure is less than 20 t 2 psig (138 f 13.8 kPag) than the inlet fuel pressure (differential pressure) the gaseous differential pressure switch will give a signal that the gaseous fuel filter is becoming clogged (dirty). C. The gaseous differential pressure switch electrical lead connect to the RAFT electrical junction box terminals. 4-227. Removal. NOTE . Make sure fuel and electrical systems are OFF and remain OFF until installation is completed. . Cap all openings to prevent contamination. A. Remove gaseous differential pressure sw tch (98, Figure 4-28) electrical leads at the RAFT electrical junction box (29) terminals as follows (Ref. Figure 4-29): 1. Green lead from terminal 29. 2. Blue lead from terminal 49. 3. Brown lead from terminal 50. 4. Red lead from terminal 51. B. Remove gaseous fuel filter inlet pressure tube (62, Figure 4-28) from gaseous differential pressure switch (98) high port adapter (97). C. Remove gaseous fuel filter outlet pressure tube (78) from gaseous differential pressure switch (98) low port adapter (97). D. Remove hex head screws (95), lockwashers (96), and gaseous differential pressure switch (98) from RAFT. E. If required, remove adapters (97) from gaseous differential pressure switch (98). 4-228. Installation. A. If required, install adapters (97, Figure 4-28) in low and high ports of the gaseous differential pressure switch (98). Torque adapters to 35-40 lb in. (4.0-4.5 Nom).

4-144

JAN/91

Allison Engine Company

501-KB5 DEC ‘OPERATION AND MAINTENANCE B. Install assembled gaseous differential pressure switch (98) to RAFT and secure with lockwashers (96) and hex head screws (95). Torque screws to 60-65 lb in. (6.8-7.3 Nom). C. Install gaseous fuel filter outlet pressure tube (78) to gaseous differential pressure switch (98) low port adapter (97). Retain adapter from turning and torque tube’s coupling nut to 80-120 lb in. (9.0 -13.5 N-m). D. Install gaseous fuel filter inlet pressure tube (62) to gaseous differential pressure switch (98) high port adapter (97). Retain adapter from turning and torque tube’s coupling nut to 80-120 lb in. (9.0 -13.5 Nom). E. Connect electrical leads of gaseous differential pressure switch (98) to RAFT electrical junction box (29) terminals as follows (Ref. Figure 4-29): 1. Green lead to terminal 29. 2. Blue lead to terminal 49. 3. Brown lead to terminal 50. 4. Red lead to terminal 51. F. Perform operation and leakage test, 4-229. GASEOUS FUEL PRESSURE SWITCH. 4-230. Description and O~eration. A. The gaseous fuel pressure switch is located on the RAFT electrical junction box. B. The purpose of gaseous fuel pressure is to give a signal that less than 10 psig (69 kPag) of gaseous fuel pressure in the gaseous fuel system. If initiating an engine start when operating on gaseous fuel and more than 10 psig (69 kPag) is in the gaseous fuel system, a signal is sent to the control system and the control system will de-energize the starter and ignition system to prevent damage to the engine. C. The operating pressures on gaseous fuel pressure switch is 10 ~ 2 psig (69 t 13.8 kPag). D. The gaseous fuel pressure switch electrical terminals connects to the RAFT junction box terminals.

JAN/91

4-145

Allison Engine Company ‘501-KB5 DEC OPERATION AND MAINTENANCE 4-231. Removal. NOTE ● Make

sure fuel and electrical systems are OFF and remain OFF until installation is completed.

● Cap

all openings to prevent contamination.

A. Disconnect gaseous fuel pressure switch (100, Figure 4-28) electrical leads from RAFT electrical .iunction box (291 ., terminals as follows (Ref. Figure 4-29): 1. Blue lead from terminal 19. 2. Brown lead from terminal 20. 3. Red lead from terminal 21. 4. Green lead from terminal 29. B. Remove gaseous pressure switch tube (99, Figure 4-28) from gaseous fuel pressure switch (100). C. Remove gaseous fuel pressure switch (100) from electr cal junction box (29). D. If required, remove adapter from gaseous fuel pressure switch (100). 4-232. Installation. A. If required, install adapter on gaseous fuel pressure switch (100, Figure 4-28). B. Install gaseous fuel pressure switch (100) to RAFT electrical junction box (29). c. Install gaseous pressure switch tube (99) to gaseous fuel pressure switch (100). Retain adapter from turning and torque tube’s coupling nut to 80-120 lb in. (9.0-13.5 Nom). D. Connect electrical leads of gaseous fuel pressure switch (100) to RAFT electrical junction box (29) terminals as follows (Ref. Figure 4-29) : 1. Blue lead to terminal 19. 2. Brown lead to terminal 20. 3. Red lead to terminal 21. 4. Green lead to terminal 29. 4-146

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE E. Perform operation and leakage test. 4-233. GASEOUS FUEL MANIFOLD AND HOSES. 4-234. Description and ODeration. A. The gaseous fuel manifold connects gaseous fuel from the RAFT gaseous fuel hose to the fuel manifold tubes. B. The six gaseous fuel manifold tubes connects gaseous fuel from the gaseous fuel manifold to the fuel nozzles. C. The gaseous fuel manifold and tubes are located on the engine. 4-235. Gaseous Fuel Manifold Removal. NOTE ●

Make sure fuel and electrical systems are OFF and remain OFF until installation is completed.

●

Cap all openings to prevent contamination.

●

Record position of gaseous fuel manifold tubes, c“ amps, and brackets for installation. A. Remove RAFT gaseous fuel hose (1, Figure 4-32) from elbow (2). B. Remove bolts (3), washers (4), flange (5), gasket (6), nuts (7), and gaseous fuel manifold (8) from gaseous manifold bracket (15). C. Remove six gaseous fuel manifold tubes (9) from gaseous fuel manifold (8). If required, remove bolt (22), nut (23), and clamp (24) from bracket (25). D. Remove bolt (10) and nut (11) holding clamp (12) to 90° bracket (14) and remove gaseous fuel manifold (8). E. If required, remove clamp (12) from gaseous fuel manifold (8). F. If required, remove nut (13), and 90” bracket (14) from engine. G. If required, remove bolts (16), washers (17), nuts (18), and gaseous manifold bracket (15) from engine bracket (19). H. If required, remove nuts (20), washers (21), and engine bracket (19) from engine.

JAN/91

4-147

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE KEY TO FIGURE 4-32. RAFT GASEOUS FUEL HOSE ELBOW :: BOLT (4 4. WASHER 4) 5. FLANGE 6. GASKET 7. NUT (4) 8. GASEOUS FUEL MANIFOLD 9. GASEOUS FUEL MANIFOLD TUBE (6; 10. BOLT 11. NUT 12. CLAMP 1.

13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25.

NUT BRACKET 90° GASEOUS MANIFOLD BRACKET BOLT (3) WASHER (3) NUT (3) ENGINE BRACKET NUT (3) WASHER (3) BOLT NUT CLAMP BRACKET

2-236. Gaseous Fuel Manifold Installation. A. If required, install engine bracket (19, Figure 4-32) to engine and secure with washers (21) and nuts (20). Torque nuts to 74-85 lb in. . . (8.4 -10.0 N“m). B. If required, install gaseous manifold bracket (15) to engine bracket (19) and secure with nuts (18), washers (17), and bolts (16). Torque nuts to 74-89 lb in. (8.4 -10.0 N“m). c. If required, install 90° bracket (14) to engine and secure with nut (13). Torque nut to 74-85 lb in. (8.4-10.0 N“m). D. Install clamp (12) on gaseous fuel manifold (8). Install gaseous fuel manifold and clamp to 90” bracket and secure with nut (11) and bolt (10). Leave nut loose, do not torque at this time. E. Install gaseous fuel manifold (8), gasket (6), and elbow (2) to gaseous manifold bracket (15), secure with nuts (7), flange (5), ~a;~ers (4), and bolts (3). Torque nuts to 74-89 lb in. (8.4-10.0 . . Torque nut (11) to37-42 lb in. (4.2-4.7 Nom). F. Install the six gaseous fuel manifold tubes (9) to gaseous fuel manifold (8) to position recorded on removal. Torque hoses’ coupling nut to 325-400 lb in. (36.8-45.1 Nom). If required, install clamp (24), bolt (22), and nut (23) to bracket (25), torque nut to 37-42 lb in. (4.2-4.7 Nom). G. Install RAFT gaseous fuel hose (1) to elbow (2). Retain elbow from turning and torque hose’s coupling nut to 1200-1500 lb in. or 100-125 lbft. (135.6-169.4 N”m). H. Perform operation and leakage test. 4-148

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE x 24 L

d 10 11 12 13 14

— 5 ~ +4

lh’-

8 9 h-l

/

3

’ I__ - —

.

I

I 9

1

BOTTOM

VIEW

(

QHH091XA Figure 4-32.

JAN/91

Gaseous Fuel Manifold and Hoses.

4-149

Allison Engine Company . . ..— —

501 -KB5 Dic oWifioN ‘AND “tiINTENANCE 2-237. Gaseous Fuel Manifold Hoses Removal and Installation. NOTE Record position for installation. A. Remove gaseous fuel manifold hose (9, Figure 4-32) from gaseous fuel manifold (8) and fuel nozzle. B. If required, remove bolt (22), nut (23), clamp (24), and bracket (25) recording position for installation. C. If required repeat steps A. and B. for remaining gaseous fuel manifold hoses (9). D. Install gaseous fuel manifold hose (9) to fuel nozzle’s gaseous fuel port and to gaseous fuel manifold 8). Torque hose’s coupling nuts to 325-400 lb in. (36,8-45.1 Nom). E. If required, install bracket (25), clamp (24), nut (23), and bolt (22) to position recorded in Step” B. Torque-nut to37~42 lb in. (4.2-4.7 Nom). F. If required, repeat Steps D. and E. to remaining gaseous fue< manifold hoses (9). G. Perform operation and leakage test. 2-238. DUAL FUEL WATER INJECTION SYSTEM. 2-239. Description and O~eration. A. Water injection is an option and is used to cool the combustion flame temperature of the engine reducing exhaust emissions. B. If operating on liquid fuel, water injection is induced through fuel nozzle’s gaseous fuel port and if operating on gaseous fuel, water injection is induced through fuel nozzle’s liquid fuel main port (Ref. Figure 4-33). C. For maintenance refer to OEM’s manual(s). 2-240. OPTIONAL LIOUID FUEL HEATING SYSTEMS. 2-241. DESCRIPTION AND OPERATION. A. During cold weather, 2 fuel heating systems are used to heat the liquid fuel to 130°-1500 F (55.5°-65.50 C) for starting the engine on liquid fuel (Ref. Figure 4-34 or4-35) B. For maintenance refer to OEM’s manual(s). 4-150

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE

r--l

I 1

I I

\

I

TOW R-13

I

SEE DUAL FUEL SYSTEM SCHEMATIC

‘1”

J4zl CNECK VALVE

I

I

O-i s

I

I I I -9

I I

E

r

MANIFOLODR41N VPMISNC

-!

L

F-15 1 TO llA~ % - - - - ---- 9-- ---.

R-7 -O-----TO RAW

-

-

-

-

-

-

-

- 1-

-

-

L .— *

Figure 4-33.

JAN/91

I

Dual Fuel Water Injection System (Sheet 1 of 2).

4-151

DRAIN wvE

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE * RESTRICTION

* CHECK

ORIFICES

■

■

8

m

●

m

WRNER OWN VWES

I I 1 I

● 9

t :-1.9

,..... q .m.. m.m.

1 $ I t t I 1

SYMBOLS F-18 *

UOOID FUEL WATER NUECTION CONKCTSJN PMIT OF PACKAGED WATER

IN.IECT!ON SYSTEM

SSSOEM FOR MUNTENA*E

.mm,=m WATER ltMXTIONWPFtY

--

F-52 G’

QHS042AK Figure 4-33.

4-152

Dual Fuel Water Injection System (Sheet 2 of 2).

Allison Engine Company “: .!. . . 501-KB5 DEC OPERATION AND MAINTENANCE

:;::; ~

~

syw~Y BREATHER .~ C A P

--l FUEL HEATING T/C MAINTAIN 130°-1500 F (54.4=65.6’3 c) PRIOR TO START

+ 1

J

t

1

1

. - —

FUEL HEATER

1

LIQUID FUEL T HEATING BYPASS VALVE N.O. i

I I

I

1

.- —-- —

r

El

\

HIGH PRE;:IRE

\

OPEN FOR CIROUIATIDN PRIO TO START. CLOSED FOR STAR AND DURING RUNNING ON

R+ ##iDN~~h In / 1

1 /

-

~~\!$&!kIEL

~ 1

FUEL PUMP

/’ n. F-6

DIFFERENTIAL PRESSURE SWITCH >5 PSID (34.5 KPAD)

—

\

m F-7

Figure 4-34. Dual Fuel Heating System (Sheet 1 of 2).

JAN/91

4-153

Allison Engine Company 501-KB5 DEC OPERATION AND MAIN IkNANLk REFERENCE DESIGNATORS

t

t ---

LIQUID FUEL INLET FUEL FILTER INLET PRESSURE FUEL FILTER OUTLET PRESSURE FUEL BYPASS AND RELIEF RETURN LIQUID FUEL HIGH PRESSURE FILTER OLJTLET LIQUID FUEL CHECK VALVE INLET

R-1 R-6 R-II R-1 2 R-13

R = RAH LIQUID FUEL BYPASS AND RELIEF RETURN LIQUID FUEL SUPPLY PRESSURE (FROM FUEL PUMP) LIQUID FUEL HEATING BYPASS VALVE OUTLET LIQUID FUEL OUTLET BYPASS VALVE OUTLET LIQUID FUEL TO ENGINE

SYMBOLS

)-HI -— -- — --

-4I

R s

F-1 F-6 F-7 F-6 F-16 F-17

m

1 I I

,

LIQUID FUEL

I

OU;~W;3’Y~ASS ..

I

t t I

/mF

?& s

N.C.

BALL V A L V E N.C.

v LIQUID FUEL ‘ 1 SHUTOFF VALVES I

,

_

FLOW DIVIDER

fl-11-l;( TO MAIN MANIFOLD

—~

QHif082XK Figure 4-34.

4-154

Dual Fuel Heating System (Sheet 2 of 2).

Allison Engine Company ; “’ .: 501-KB5 DEC OPERATION AND MAINTEtiCEFROM BULK SUPPLY

* BREATHER . . . CAP

k 4

-J /

*FUEL HEATER

*RELIEF VALVE 1 40-50 PSI (276345 KPA)

P

TO DRAIN COUEECJOR

*GAGE

OPTIONAL ~ DIFFERENTIAL PRES::RE (FL

*GAGE

*BACK PRESSURE REGULATOR 20-30 PSI (13B-207 KPA) \

F, ~.

OPENFORCIRCl PRIORTOSTART CLOSEDDURING STARTINGANDF

*OPTIONALFUELHEATING COMPONENTS

Figure 4-35. Single or Dual Entry Fuel Heating System (Sheet 1

JAN/91

of

2).

4-155

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE

FUEL PUMP ASSEMBLY

DIJAJ:LflvlJvlpJT

II

1!

(F-7) q

,

(F-46)1

~

1- ———— -

BYPASS — FUEL - METERING VALVE METERE[ (F-46)

VES KIJLATION

~RT. NG ENGINE DRUNNING

—

~ P R E S S U R E ,— ,

MAINTAIN131.IO°F I

J-L s + VALVE

I

,hl n ,

. . . . . . . ..- I FUELSYSld I

TO 150°F (54.5” C

TO~6W~~P10R . (F-47) I

(JHS044XK Figure 4-35.

4-156

Single or Dual Entry Fuel Heating System (Sheet 2 of 2).

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE SECTION 5 TURBINE OUTLET TEMPERATURE (TOT) SYSTEM TABLE OF CONTENTS ParaqraRh

Description

Paqe No.

5-1

Description and Operation

5-2

5-2

System Components

5-3

5-3

System Inspections and Checks

5-3

5-4

Thermocouples (T/C)

5-5

5-5

Harness

5-8

INDEX TO FIGURES Fiqure No.

Paqe No.

5-1

Thermocouple

5-3

5-2

Thermocouple Harness Terminal Block Connections

5-4

Thermocouple Harness Terminal Block Schematic

5-4

Thermocouple Circuits

5-6

5-3 5-4

JAN/91

Title

5-1

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE SECTION 5 TURBINE OUTLET TEMPERATURE (TOT) SYSTEM 5-1.

DESCRIPTION AND OPERATION. A. Turbine outlet temperature (TOT) is one of the primary controlling parameters of the engine and is obtained from twelve (12) thermocouples (T/C’s) located in the turbine exhaust gas path. The life of the turbine assembly depends upon keeping it within the designed temperature specifications. A well maintained TOT measurement system is necessary for this. B. The TOT system is used with the control system to measure the turbine exhaust gas stream temperature. The TOT system includes a standard wiring harness to provide an average output signal to the control system which schedules the fuel flow and protect the engine from excessive turbine temperature. c. An optional individual read out harness may be installed. The outer average harness is removed and an outer individual read out harness with a pigtail assembly is installed to provide individual T/C temperature readings. If individual read out is required the pigtail assembly is removed and stowed. For a complete description and maintenance of the individual read out system, refer to the OEM’s Manual. D. Twelve (12) dual element T/C’s (Figure 5-1) are mounted in an irregular, circular pattern at the rear of the turbine. Dual element means there are two independent thermocouple junctions within each thermocouple probe. One element of each of the 12 T/C’s is connected in parallel, by the inner averaging thermocouple harness to a terminal block. The millivoltage generated by these T/C’s provides a signal that is proportional to the average temperature sensed at the 12 T/C locations. This signal is provided to the control system via wiring where it is processed for engine control and operator monitoring, E. The second junction of each T/C connected by a separate harness is used to provide a redundant signal to the control system. F. A thermocouple harness terminal block (Figure 5-2) is located on a bracket at the diffuser rear flange. The terminal block has two pairs of input terminals and two pairs of output terminals. The internal connection wiring is shown in Figure 5-3. The inner averaging thermocouple harness connects to two inr)ut terminals and the outer averaging” harness to the other pair. The wiring to the control system connects to the two pairs of output term nals.

5-2

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE

1.

THERMOCOUPLE ASSEMBLY

2. CHROMEL NUTS 3. ALUMEL NUTS 4.

SENSING PROBES

QHI025CD Figure 5-1. 5-2.

Thermocouple.

SYSTEM COMPONENTS. A. Thermocouples (12). B. Inner thermocouple averaging harness. c. Outer thermocouple averaging harness. D. Thermocouple harness terminal block and bracket. E. Associated brackets and clamps.

5-3.

SYSTEM INSPECTIONS AND CHECKS. A. Check the engine installed components as follows:

CAUTION EXERCISE CARE AS THE THERMOCOUPLE STUDS ARE OF ALUMEL AND CHROMEL MATERIAL AND LOW STRENGTH, DAMAGE TO STUDS MAY OCCUR.

JAN/91

5-3

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE

1,

CHROMEL NUT (4) ;: ALUMEL NUT (4)

3. CONTROL SYSTEM LEAD 4. CONTROL AND MONITORING SYSTEM LEAD

2

6.

5. OUTER AVERAGING HARNESS 6. INNER AVERAGING HARNESS 7. T/C TERMINAL BLOCK QHI026CD

Figure 5-2.

Thermocouple Harness Terminal Block Connections.

QHI027XD Figure 5-3. 5-4

Thermocouple Harness Terminal Block Schematic.

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 1. Disconnect the control system leads (3 and 4, Figure 5-2) at the thermocouple harness terminal block. This isolates the check to the engine system from the skid system (Ref. OEM’s Manual). 2. Use an ohmmeter and check the resistance from each chromel (smallest stud) to ground (shield). 3. If the resistance of each circuit to ground is at least 1000 ohms, the engine thermocouple system is satisfactory as far as ground leakage is concerned; however, some thermocouples could be open or have missing or damaged probe tips. 4. If the resistance is less than 1000 ohms in either circuit: a. Remove all harness connections from the terminal block and check continuity of the terminal block. b. If the resistance is less than 1000 ohms, replace the terminal block. c. Check each thermocouple resistance to ground. (Refer to Paragraph 5-5, Step C.) d. Check the harness resistance to ground. (Refer to Paragraph 5-6, Step C.) B. Check the resistance of the wiring from engine to control. 1. The specifications for these leads (cables) from the engine to the control are two conductor (ISA type K positive and ISA type K negative) with a minimum wire size of No. 17 AWG, insulated from each other, twisted, shielded, jacketed together and flexible. The cable must tolerate a 160”F (71”C) or greater heat inside the engine compartment. 2. The total (i.e. loop) circuit resistance of each lead -- short the alumel and chromel together at one end and measure resistance between them at the other end -- must not exceed 20 ohms. The circuit leakage resistance to ground minimum is 10,000 ohms for each channel. 5-4.

THERMOCOUPLES (T/C~. A. Description. 1. The twelve (12) thermocouples (T/C’s) have bas tally alumel (AL) and chromel ‘(CR), ISA type K junctions. The T/C probes are exposed to the hot exhaust gasses. 2. The design of the T/C is such that it holds and protects the sensing probes while it controls and directs the hot exhaust

JAN/91

5-5

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE gasses over the sensing probes. The T/C AL and CR studs are connected to the T/C circuits as shown in Figure 5-4. B. Troubleshooting. NOTE Theoretically, all but one T/C could open and the engine could operate. However, all 12 are required for accurate sensing. Since the T/C’s are in one of the hottest locations generally are the first ones that fail, the actual TOT would be higher than indicated. Therefore, it is important to periodically check the T/C’s. See Section “3, Engine Inspection and Maintenance Tasks, Paragraph 3-2. 1. A T/C can fail in several ways each of which is cause for rejection: a. The T/C circuit can open, b. The T/C circuit can short out. c. The sensing probe tip of the T/C can fail. d. Connection AL or CR stud(s) broken. 2. The effect of a short between the AL and CR in the T/C outside the probe or the circuits at a cooler location will result in an erroneous lower indicated TOT and a higher actual TOT as compared to the indicated. FRONT f

‘&(&y~ LEFTHAND4 TERMINALS

L REAR

RIGHTHAND TERMINALS QHI029XD

Figure 5-4. Thermocoup” e Circuits. 5-6

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 3. Tests indicate that up to 6°F (3.33”C) loss in indicated CALTIT can be expected for every T/C circuit that opens and a 13°F (7.2”C) loss in indicated CALTIT may be expected for every failure in the T/C sensing probe tip. 4. Periodically removing and carefully “ nspecting the T/C’s individually is the most direct approach to troubleshooting these conditions. Keeping good records and analyzing engine performance from them is important. CAUTION WITH ANY SUBSEQUENT SPEED OR POWER INCREASE WITH NO INCREASE IN INDICATED CALTIT, CHECK FORAN OVERLY HOT TURBINE AND LOOK FOR TROUBLE IN THE TOT AND CONTROL SYSTEMS. THE CONTROL SYSTEM COMPUTES CALTIT. C. Removal. CAUTION EXERCISE CARE AS THE THERMOCOUPLE STUDS ARE OF A LOW STRENGTH ALUMEL AND CHROMEL MATERIAL. DAMAGE TO STUDS MAY OCCUR. 1. Disconnect the T/C harness from the individual T/C. 2. Remove the T/C mounting nuts, remove the T/C and the gasket. Discard gasket. D. Inspection of Removed Thermocouples (T/C). 1. Perform the electrical check if not already accomplished. Reject the T/C if the resistance between individual T/C circuits or the resistance from either circuit to the case is less than 100,000 ohms. Reject if the resistance of either circuit is 5 ohms or less. 2. Inspect for the following conditions each of which is cause for rejection: a. Probe body is badly bent or shows evidence of a burned condition. b. Visual evidence of missing (eroded) aluminum oxide insulating material from around the wires up in the wire shield. c. Burned or missing T/C junction (should be detectable by electrical check). d. Broken AL or CR stud(s). JAN/91

5-7

Allison Engine company

501 -KB5 DEC OPERATION AND MAINTENANCE E. Installation. 1. Instal

gasket on each T/C.

2. Instal

T/C in support.

3. Instal nuts on mounting support studs and torque nuts to 40-60 lb in. (4 5-6.8 N-m). 4. Install harness terminals on respective CR and AL studs. 5. Install terminal nuts on respective CR and AL studs. Torque nuts to 18-22 lb in. (2.0-2.8 N-m). 5-5.

HARNESS. A. Description. 1. Terminal connectors for the T/C’s, 12 pair of chromel (CR) and alumel (AL) (CR and AL terminals are of different hole size with the CR being the smaller). 2. Internal Type K wiring to connect the 12 inputs in parallel thus providing an average output signal. 3. An output connection pair of CR and AL terminals. 4. The wires are sheathed in a wrapping shield with inconel wire braid on the exterior. B. Removal. CAUTION EXERCISE CARE AS THE T/C STUDS ARE OF A LOW STRENGTH ALUMEL AND CHROMEL MATERIAL. DAMAGE TO STUDS MAY OCCUR. 1. Disconnect the harness from the T/C terminal block (located on the engine at the diffuser aft flange) and from individual T/C’s studs per Paragraph 5-4, Step C. (Ref. Figures 5-1 and 5-2). 2. Remove or loosen the clamps holding the harness. C. Inspection and Checks. 1. Check for outer braid for evidence of wear. Replace if areas are worn through. 2. Check for deteriorated or missing insulation at the breakouts (near connections to T/C studs and to terminal block studs).

5-8

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 3. Perform a resistance check. With all leads disconnected from the T/C’s and the terminal block, the resistance of any alumel circuit measured from the T/C connection to the terminal block connection should be between 0.64 and 0.71 ohms. The resistance of any CR circuit measured from the T/C connection to the terminal block connection should be between 1.60 and 1.77 ohms. The resistance values are for 70”F (17.7”C). If the resistance values are outside these limits, the harness must be replaced. D. Installation. 1. Install clamps. 2. Connect harness to T/C terminal block and T/C’s studs per Paragraph 5-4, Step E-5 (Ref. Figures 5-1 and 5-2).

JAN/91

5-9

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE SECTION 6 CONTROL SYSTEMS TABLE OF CONTENTS Paraqrar)h

Paqe No.

6-1

Description

6-3

6-2

Caution

6-16

6-3

Front Handles

6-16

6-4

Removing Connector and Cables

6-16

6-5

Electrostatic Discharge (ESD)

6-16

6-6

Power Source Grounding

6-17

6-7

Description of DCA Modules

6-17

6-8

Central Processing Unit (CPU) Module

6-17

6-9

Interface Unit Module

6-18

6-10

Interface Extension Unit Module

6-22

6-11

16-Way Relay Output Unit Module

6-22

6-12

Status Lamps

6-25

6-13

4-Way D-to-A Output Unit Module

6-27

6-14

Servo Driver Park Module

6-27

6-15

JAN/91

Descri~tion

Operating the Engine with the DEC System

6-30

6-16

Motoring

6-30

6-17

Starting Engine

6-30

6-18

Stopping Engine

6-30

6-19

Operating Modes and Modulation of Engine Power

6-30

6-20

DCA Generated Warning

6-31

6-21

DCA Generated Autoshutdowns

6-32

6-22

Fault Log

6-34 6-1

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (CONT). Paraqrat)h

Description

Paqe No.

6-23

Dumb Terminal

6-35

6-24

IBM Compatible Computer

6-35

6-25

Control Parameter Adjustments

6-35

6-26

Adjustments with a Dumb Terminal

6-36

6-27

Adjustments with a Hand Held Unit

6-39

6-28

Adjustment with a Computer

6-39

6-29

Maintenance of DCA and Modules

6-39

INDEX TO FIGURES Fiqure No.

Title

Paqe No.

6-1

Digital Electronic Control System

6-12

6-2

Digital Electronic Control Schematic

6-13

6-3

Digital Control Assembly (Front View)

6-19

6-4

Digital Control Assembly (Rear View)

6-20

6-5

Central Processing Unit (CPU) Modu- e

6-21

6-6

Interface Unit Module

6-23

6-7

Interface Extension Unit Module

6-24

6-8

16-Way Relay Output Unit Module

6-26

6-9

4-Way D-to-A Output Unit Module

6-28

6-10

Servo Driver Park Unit Module

6-29

INDEX TO TABLES Table No. 6-1

6-2

Title Dumb Terminal Access Adjustments

Paqe No. 6-37

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE SECTION 6 I

CONTROL SYSTEMS 6-1.

DESCRIPTION AND OPERATION. A. The control system is a digital electronic control (DEC) system consisting of a digital control assembly (DCA) and many of the electrical components as shown in Figures 6-1 and 6-2 and will be discussed in this Section. B. The DEC system is designed for use with liquid, gaseous, or dual fuel applications. c. The DCA package is a 19 inch rack mounted assembly housing the control electronics and a power supply. This package is designed for installation and operation within the control room. The DCA has six (6) modules, which are: 1. 2. 3. 4. 5. 6.

Central Processing Unit (CPU). Interface Unit. Interface Extension Unit. 16 Way Relay Output. 4 Way D to A Output Unit. Servo Driver Park Unit.

D. The gaseous or liquid fuel metering valve (FMV) is linear force direct driven motor with integral position control electronics. E. The DCA is operated in conjunction with the compressor inlet temperature (CIT) sensor. F. Some specific features of the DEC system are: 1. Redundant engine speed and turbine outlet temperature sensing. 2. Turbine inlet temperature (TIT) calculation (CALTIT). 3. CALTIT governing and limiting. 4. Power (KW) governing and/or limiting. 5. Automatic start sequencing and control. 6. Prime plant power or utility grid operation compatibility. 7. Stand alone (isochronous) or paralleled (droop) generator set (GENSET) operation compatibility. 8. Warnings and Autoshutdowns for engine protection. 9. Fault detection, display, and storage in control memory. JAN/91

6-3

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 10. Control event monitoring for display and operator use. 11. Both digital and analog/discrete customer interfaces for monitoring operation. 12. Nineteen (19) dynamic adjustments for engine and plant integration. G. The DCA interfaces with the following items (Ref. Figures 6-1 and 6-2): NOTE The descriptions will include the purpose of the item and provides some DEC system interfacing data. 1, Engine Sensors. NOTE The DEC system design is to include the parameter sensors for the following engine control: ● ● ● ●

Turbine Out Temperature (TOT). Engine Speed. Compressor Inlet Temperature (CIT). Gaseous Fuel Supply Pressure, If Required. a. Thermocouple (T/C): Twelve (12) T/C’s are used to sense the TOT. Each T/C provides two independent input signals that harnessed together to provide an average temperature input of the 12 T/C’s. Both average input signals are sent to the DCA. b. Magnetic Speed Sensors (Pickups): Two (2) magnetic speed pickups are used to sense engine speed. The DCA receive the inputs from both magnetic speed pickups for engine speed sensing. c. Compressor Inlet Temperature (CIT) Sensor: A dual element type sensor is installed on the lower left side of air inlet housing to provide two inputs to the DCA for CIT. d. Gaseous Fuel Supply Sensor: A 10 psig (69 kPag), normally closed, pressure” switch is used to”de~ect and insure thatgaseous fuel supply line is not charged prior to gaseous fuel turn ON, The DCA will inhibit a start using gaseous fuel if the contacts are open which indicates a gaseous fuel pressure of 10 psig (69 kPag) or higher, indicating a malfunction of the gaseous fuel shutoff valve(s) and/or vent valve. This pressure switch is used only on dual fuel or gaseous fuel systems.

6-4

JAN/91

I

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 2. Load Sensing. a. The DEC system accepts analog signals sensing the power or KW of a generator set (GENSET) and power unbalance from a load share sensor. b. The load analog signal is to be accommodated as an input to the DCA is to be a O to 5 vdc signal to be generated by a GENSET load sensor. This input would be used in applications using KW control or limiting. KW sensing is not required to have droop governing. co The load share bus signal is analog -0.8 to +0.8 vdc input to be generated by a sensor, This input would be used in applications where two (2) or more GENSETS are operated in parallel in an electrical system. 3. Set Point Inputs. NOTE The DEC system is to be designed to operate with the following analog O to +5 vdc inputs for use by the operator in controlling the engine power. The analog inputs are: Speed Set Point. Calculated Turbine Inlet Temperature (CALTIT) Set Point. KW Set Point. Process Input. a. The speed set point input will enable the governing setting to be varied over the range permitted for the engine. Zero (0) vdc (or no input) shall select the minimum (rein) speed set point. This signal is derived from an external potentiometer (POT) or equivalent. b. The CALTIT set point input will enable varying the temperature limiter setting for engine control when operating on a power or for reducing the maximum continuous limiting set point. This input will allow setting the temperature. Zero (0) vdc (or no input) shall select the maximum (max) temperature set point (engine rating). This signal is derived from a POT or equivalent. c. The KW set point will enable settinq a KW or Dower limiter and control level for applications usin~ a load sensor. Zero vdc (or no input) shall select the max KW or power set po This signal is derived from a POT.

JAN/91

6-5

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE d. The Process Input is to incorporate special plant control functions and interface with the engine to control it’s fuel flow. This input can be used to directly reduce engine fuel, bypassing the other governor loops. Zero (0) vdc (or no input) shall select the max POT or a process governor with it’s self contained closed loop dynamics. 4. Manual Operating Switches. a. The DEC system design will include provision for accommodating switches for operation of the engine, b. The DEC system will provide 24 vdc to be connected to following switches: (1) (2) (3) (4) (5) (6)

START switch. STOP switch. MOTOR switch. GOVERNOR switch. FUEL SELECT switch. AUTOSHUTDOWN Reset Input.

5. Sequencing Relays. NOTE . The DCA will operate seven (7) sequencing relays to control the ignition, starter, and liquid and/or gaseous fuel systems. . The outputs are provided by the 16 Way Output Relay Module. The 7 relays are: (1) (2) (3) (4) (5) (6) (7)

Liquid Fuel Shutoff and Pump Unloading. Gaseous Fuel Shutoff and Vent. Ignition Exciter. Starter. Fuel Pump Control. Liquid Fuel Manifold Drain Valves. Gaseous Fuel Purge Shutoff Valves.

a. Liquid Fuel Shutoff and Pump Unloading Relay. NOTE This relay is not used in a gaseous fuel system since there is no liquid fuel . (1) In the dual fuel system, this relay controls three (3) solenoid operated valves (fuel pump unloading valve, fuel shutoff valve, and air operated shutoff valve). 6-6

JAN/91

I Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE (2) In a liquid fuel system, this relay only controls the fuel shutoff valve. b. Gaseous Fuel Shutoff and Vent Relay. NOTE This relay is not used for a liquid fuel system engine, since there is no gaseous fuel. (1) The gaseous fuel shutoff and vent relay control three (3) solenoid operated valves in either a dual fuel or gaseous fuel systems. Two (2) gaseous fuel shutoff valves and a vent valve. (2) When the gaseous fuel shutoff and vent relay is energized both gaseous fuel shutoff valves are open and the vent valve is closed. c. Ignition Exciter Relay. (1) The ignition exciter relay control the ON and OFF operation of the ignition system. (2) When the ignition exciter relay is energized, the exciter will be furnishing high voltage to the two (2) spark igniters. d. Starter Relay. (1) The starter relay is to sequence the engine starter for engine starting and/or engine motoring. (2) When the starter relay is energized the engine starter is allowed to crank (turn) the engine. e. Fuel Pump Relay. NOTE The fuel pump relay is not used for only gaseous”fuel system engines. (1) For dual fuel system, the fuel pump relay is used to control the ON and OFF operation of the fuel pump motor. A motor starter relay is operated by this relay to allow operation of the fuel pump motor causing the fuel pump to operate.

JAN/91

6-7

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE (2) For the single or dual entry liquid fuel systems, the fuel pump relay is used to switch the engine driven fuel pump from series to parallel operation during engine start by the operation of fuel pump paralleling valve. The pumps of the dual element fuel pump are operated in parallel when this relay is energized. f. Manifold Drain Relay. NOTE The fuel manifold drain valve(s) are not used on gaseous fuel only engines. (1) The liquid fuel manifold drain valves are, norms” ly closed solenoid valves, one each for the pilot fuel man fold drain and main fuel manifold drain. (2) Both the pilot and main manifold drain valves are operated by this relay and are open when energized. 6. Analog Meter Signals. a, The DCA provides three analog voltage outputs for operator use in monitoring engine operation. b, The three (3) signals are generated by the Central Processing Unit (CPU) and outputed via the 4 Way D-to-A Output Unit. c. The signals are: (1) Engine speed. (2) Turbine outlet temperature (TOT). (3) Calculated turbine inlet temperature (CALTIT), 7. Status Lamp Signals, a. The DCA provides nine (9) output status lamps that may be used for remote indications of the DEC system status for oDerator monitoring. b. The status signals are developed by the CPU and outputted via the Interface Unit and the 16-Way Output Relay Unit. c. The output signals can be used to operate indicator lights or for plant sequencing. d. The output signals are:

6-8

JAN/91

I

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE (1) The System Healthy Output is used to indicate when the CPU and it’s associated electronic hardware are functioning properly, including the power supply. (2) The Warning Output is provided to signal when an abnormal operation has been detected by the CPU that warrants attention. (3) The Autoshutdown Output is provided to siqnal when the CPU initiate an engine shutdown”. (4) The Rundown Time Output is to indicate when this control function is in control and an engine start cannot be effected. (5) The Motoring Output is provided to indicate when the engne is being turned by the starter with fuel and ign tion systems OFF. (6) The Speed Control, Temperature Control, Power (KW) Control, and Process Control OutDuts are to indicate durina operation which control’ loop in CPU is controllin~ the fuel flow. 8. Control Adjustments. a. Control adjustments are provided for use in setup and/or changing control gains and dynamics. These adjustments alter software valves used in the control loops. b. The control adjustment process will require a digital keyboard and monitor or an equivalent hand held unit. The interfacing to the DCA will be via the RS232 V24 port on either the back of the DCA or the front of the CPU module. c. The DCA can provide up to 19 control adjustments for the engine and there are: (1) Gaseous Fuel Ramp. (2) Liquid Fuel Ramp. (3) Dual Fuel Transfer Time. (4) N Governor Proportional. (5) N Governor Integral. (6) N Governor Droop. (7) Overspeed Shutdown Setting. (8) Motoring Time. (9) TIT Governor Proportional. (10) TIT Governor Integral. (11) N Meter Offsectional. (12) TIT Meter Offset. (13) TOT Meter Offset. (14) N Meter Gain, JAN/91

6-9

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE (15) (16) (17) (18) (19)

TIT Meter Gain. TOT Meter Gain. KW Governor Proportional. KW Governor Integral. TOT Sensing Trim.

d. The control adjustments range and rate of change are software limited. e, The control adjustments can be performed whenever the DEC system is powered up, even with the engine running. They will perform similarly to the POT adjustments of an analog type electronic control system. f. The control adjustments, when being performed, alter settings in the operating RAM. Upon completion of control adjustment trimming for DEC system, these values may be written (stored) into DCA nonvolatile memory. The control adjustments will be stored in the EEPROM by a manual command to be used in the future engine operation, Future control adjustments at a later time are possible via the same mechanization and procedures. 9. Connector Interlocking and System Healthy. a. To prevent operation in the event any of the DCA plant interface connectors are not engaged, the 24 vdc for the fuel shutoff relay coil is daisy chained through connectors and the Interface Unit card frame connector. In series with these is the System Healthy Relay in the Interface Unit, if the System Healthy Relay detects a DEC system failure or that one of the DCA plant connectors is not attached, the 24 vdc supply to the fuel shutoff valve(s) is removed. b. The DCA is also designed that if any of the DCA’S modules are not in place or removed during operation, the 24 vdc to the fuel shutoff valve(s) will be removed. NOTE The System Healthy Relay is energized when the system is healthy, but is de-energized if a CPU unhealthy condition occurs and the DCA 24 vdc is then supplied to the relay common. c. The CPU also includes a watchdog timer that operates through the System Healthy Relay to initiate a shutdown and fuel OFF condition in the event of a digital software or hardware failure. 10. Fault Detection. a. The DCA includes fault detection and protection logic to prevent damage to the engine in the event of a detectable DEC system fault. 6-10

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE b. The following is a list of detectable faults for which mon toring is provided: (1) Failed CIT Sensors. (2) Failed TOT Sensors. (3) Fail to Fire. (4) Fail to Crank. (5) Stagnation on Starting. (6) Failed Cold Junction Sensors. (7) Fuel Metering Valve Malfunction. (8) Underspeed. (9) Overspeed. (10) Overtemperature. (11) Excessive Gas Pressure at Starting. (12) DCA Software Cycle Malfunction. c. The Warning and Autoshutdown functions are engaged from the fault detection protection logic. (1) For Warnings, the Warning indicator relay is energized, only as long as the fault is occurring. (2) For Autoshutdowns, a momentary fault detection causes latching of the Autoshutdown indicator and the fuel flow to the engine is secured. An engine restart cannot be made without enactment of a manual Autoshutdown Reset, d. In the event any faults are detected by the DCA they are transmitted to and retained in a section of the electrically erasable programmable read only memory (EEPROM) nonvolatile memory. Several events may be stored and keyed to an engine start count, that is also stored in the EEPROM nonvolatile memory. This fault detection log can be called up for viewing and DEC system troubleshooting via a terminal keyboard, either with the engine running or not running. 11. DIGITAL SERIAL V24 RS232C INTERFACE. a. A standard RS232C digital interface is provided on the rear of the DCA via a 25 way D connector for use by the operator. b. The RS232C digital interface is used for two basic f{ nctions: (1) Inputting. Use for performing setup or introduc ng control adjustments. (2) Outputting. fault log.

Use for monitoring engine operation or the

c. The DCA is designed to operate with different types of interfacing equipment. The two basic types are persona’ computers (PC) or dumb terminals. JAN/91

6-11

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

MANUAL OPERATING SWITCHES

STATUS LAMP SIGNALS

SETPOINT “POT” INPUTS

DIGITAL CONTROL ASSEMBLY (DCA)

PROCESS CONTROL INPUT

‘

FUEL METERING VALVE(S)

z~ “: SEQUENCING RELAYS

ENGINESENSORS

LOADSENSORS

D

v

SEQUENCING RELAYS

I

DIGITAlfSERIAL INTERFACE Fwv

I CONTROL ADJUSTMENTS

MODE SELECTIONS

OPERATION ANDFAULT MONITORING

QHI053AA Figure 6-1. 6-12

Digital Electronic Control System. ----

JAN/91

Allison Engine Company 501 -KB5 DEC OPERATION AND MAINTENANCE

FUEL DIFFERENTIAL PRESSURE SWITCH

%

●

LOW PRESSURE F~ELFILTER

n

—-----q

PARALLELING VALVE DIRECTLY DRIVEN BY DCA

●

LIC2UID FUEL P#;L&:

PRESSURE WITCHES IL

CIT

11

POSITION. Ov DEMAND .15 V-15VOV THERMIXOUPLE ~~) s

n

J7 ~1

I

If

u: J6 J5

FWUSNCY SIGNAL FROM MAGNmC SPEED PBXUp

Figure 6-2.

Ji

J3

Jz DIGITAL CONTROtASSEMBLY (DGA)

L ~– v I

gital E l e c t r o n i c C o n t r o l S y s t e m S c h e m a t i c .

6-13

Allison Engine Company 501-KB5 DEC OPERATION

.

POWER INPUT 10 IGNITION EKITER FROM IGNITION RELAY

I

I

VIMATIC+4

Cl-l SENSOR

I

PILOT

I

M AIN ● MANIFOLO DRAIN VALVE

● MANIFOLO DRAIN V A L V E , -cd

_.

FUEL , Cb ) METERING VMVES(S) ~Q

(

●

TOT THERMOCOUPLES

C

●

FUEL SHv;;;~F

-...

:J~ Q

Ssracmxm

“l?

~mw II

iv

/

MONITORING

CWER OUTPUT To ACTIVATE ACCESSORIES

SWITCHES INPUT

— u u

vmRATlcl SIGNAL

: (-m) SIGNAL

-——

—— .—

WARNING LIGHTS

CONTROL PANEL

CONTROL RELAYS

$D $T ,:,

L1

-

0

START

. wIsoc

9

ADJUSTMENT POTS

-——

lr

OPTIONAL THERMOCOUPLE SPREAD MONITOR

VIBIIATION AMPLIFIER

t.&iSTER SWTTCH

S P E E D CAITIT W

—.— —

—— CONTROL CONSOLE

Figu e 6-2. 6-14

QHI045XK

Digital Electronic Control System Schematic.

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE d. The dumb terminals may be either the monitor keyboard type or a hand held configuration. e. The PC’s must be IBM software compatible that has been developed for this engine. f. With the dumb terminal setup, it is possible to perform the DEC system control adjustments and read the DCA fault log. The fault log data will be displayed in an alpha numeric format. The control adjustment procedure is affected by the fact that prompting is not available in this mode, requiring close reference to the definitive documents when performing this process. 9. With the PC setup, it is also possible to perform the control adjustment and read the fault log, it is also possible to perform other system monitoring functions while the engine is Some of these are: operating. (1) Display engine control parameters on the PC monitor. (2) Display engine control modes on the PC monitor. (3) Continuously monitoring engine control parameters, with storage on magnetic media (floppy disk) for later analysis. h. The performance of the DEC system control ad.iustments with PC equipment is enhanced by the-continuous display of the engine parameters and the control adjustments. It is also possible to record these settings on disk or to input the setting from a master disk. 12. Mode Selections. a. Mode selections are provided for checkout or setup of the DEC system. These are to alter flags in the software to select specific modes from the options provided for the engine. b. Similar to the control adjustments (Step 8,), the mode selections will require interfacing the DCA via the RS232 port with a PC or dumb terminals. c. The DCA will provide for six (6) selections: 1) 2) 3) 4) 5) 6)

JAN/91

Liquid Fuel Only Mode. Gaseous Fuel Only Mode. Bench Test Mode. Static Checkout Mode. Failed Sensor Fault Mode. Speed Governor Setpoint Mode.

6-15

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE NOTE The DCA may have been customized for your particular site. The OEM should be consulted for the customized details and other features that may be unique to your site. 6-2.

CAUTIONS. NOTE The following cautions must be observed.

6-3.

FRONT HANDLES. The front mounted handles on the card frame were not designed for carrying the DCA. They are intended for extending the DCA from a rack which uses slide rail mounting.

6-4.

REMOVING CONNECTORS AND CABLES. It is important that the engine be operated with each cable installed in its proper place. The cable connectors and the corresponding jacks should be labelled. Connectors and modules should not be”remov;d-or installed with power appl ed to the modules, as damage may occur to the electronics. NOTE An exception is made for the RS232 V24 connector on the DCA CPU module and the J1 connector on the back of the DCA. If necessary, the V24 connector may be removed or installed with power applied. However, maximum protection from damage to either the DCA or the terminal computer is assured by making the cabling changes with all power OFF.

6-5.

ELECTROSTATIC DISCHARGE (ESD). All electronic components are sensitive to static electricity and some are more sensitive then others. Damage may appear immediately or later as degraded performance or failure. You should observe the following precautions to minimize or prevent damage from electrostatic discharge (ESD). A. Do not remove modules from the DCA unless absolutely necessary. B. If module removal is required, do not touch any part of the module except the frame. Avoid touching the printed circuit board, the connectors, and the components. c. Place a conductive shorting strip on the modu” e’s card edge connector if module is to be stored or shipped. D. Removed module should be placed in antistatic protective bag. E. Avoid plastics, vinyls, and styrofoam when handling, shipping, or storing the module. These materials are excellent generators of static electricity.

6-16

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 6-6.

POWER SOURCE GROUNDING. The DCA must be properly grounded for safe and reliable operation. It is necessary to maintain the DCA ground at the same potential as earth ground. This is achieved by connecting the OV terminal on the rear of the DCA to a suitable earth ground, e.g. utility power neutral.

6-7.

DESCRIPTION OF DCA. A. The DCA is mounted in a nineteen (19) inch rack and consists of six (6) individual modules which slide into the card frame. Five (5) unused module slots exist on the DCA for the 501-KB5 engine. B. The front and rear views are shown in Figures 6-3 and 6-4. It is important to note that each module has one or more cable connectors installed on the front. These cables then enter the lower front of the chassis and are internally connected to the electrical connectors on the back of the DCA. c. The Power ON and OFF switch is found on the front of the DCA, on the lower right of the front panel. This is a protective circuit breaker, as well as the control power ON and OFF switch. The nearby red lamp (Input Supply) is not affected by the operation of this switch. This lamp indicates that 24 volts dc power is provided to the DCA from the external power source. D. When the Power switch is in the ON position the electrical power is provided to the DCA power supply regulation unit located at the back of the DCA. There are two additional power supply lamps on the DCA that are found on this power supply regulation unit and an additional circuit breaker. The red 24V Input lamp and the yellow POWER SUPPLY ON lamp will be ON (illuminated) when the front panel power switch is ON. The yellow lamp will not be ON (illuminated) if the power supply circuit breaker trips open. E. There is one potentiometer (POT) on the lower left of the card frame that is marked Trim A, This adjustment POT is not used in this application. F. All lamps (LEDs) on the front of each module are red in color. Although this manual notes that some lamps will not be used, it is not unusual to observe a brief illumination of any lamp. This flickering may occur due to switching transients as the DCA is first powered.

6-8.

CENTRAL PROCESSING UNIT (CPU) MODULE. A. The CPU module contains the microprocessor or central processing unit.

JAN/91

6-17

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE B. The front panel has two lamps and two connector jacks. The ON LINE lamp will be continuously ON (illuminated) when the power is ON and the CPU module is functioning properly. The other lamp, POWER FAIL, will illuminate when the power supply voltages are out of tolerance. POWER FAIL is not normally ON (illuminated). The CPU module is shown in Figure 6-5. c. The two d connectors (jacks) are marked as the FREQUENCY INPUTS and the V24. Cable connectors are attached to these jacks and are routed through the lower part of the DCA chassis. This routinq is common to all cables on the DCA modules. D. The V24 input is sometimes referred to as the RS232 input or the serial communications line. Connection to a terminal (CRT) can be made at the J-1 connector at the rear of the chassis of the DCA or directly to the V24 jack on the front of the module. CAUTION DO NOT INSTALL OR REMOVE CONNECTORS WITH THE FRONT MOUNTED DCA POWER SWITCH IN THE ON POSITION. DAMAGE MAY RESULT TO THE POWERED MODULE. AN EXCEPTION IS MADE FOR THE RS232 CONNECTOR ON THE DCA CPU MODULE. THE V24 OR J-1 CONNECTORS MAY BE REMOVED OR INSTALLED WITH POWER APPLIED. 6-9.

INTERFACE UNIT MODULE. A, The interface unit receives analog and discrete inputs from the engine and plant, which are conditioned and converted to a digital format and transmitted to the CPU. B. The interface unit module is part of the input and output (1/0) interface between the CPU module and the engine. It has f~v’e lamps, three test jacks, and four connector jacks. The interface unit module is shown in Figure 6-6. c. The four phase lamps marked PA, dB, dC, and ~D, are not used in this application and should not be ON (illuminated). The ON LINE lamp should normally be ON (illuminated) and indicates that the system is healthy. D. The three test jacks, +12 V ISOL, -12 V ISOL. and O V. are used onlv for special bench testing. Do not attach anything to’these test “ jacks. To the left of the test jacks are three holes with caps (plugs) installed. Do not remove these plugs. CAUTION WHEN REMOVING THE LARGE INPUT CONNECTOR, BE CAREFUL TO PREVENT BREAKING THE PLASTIC SECURING LATCHES AT THE TOP AND BOTTOM OF THE JACK.

6-18

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

\

\

I

Figure 6-3. JAN/91

Digital Control Assembly (Front View).

6-19

Allison Engine Company 501-KB5 DEC OPERATION AND MAIN- ENANCE

MAGNETIC CIRCUIT BREAKER

\

WARNING ISOLATE24V DC I SUPPLY EMWHERE c

\( \

BACK PLANE POWER SUPPLY

DCAPOWER INPUT

CONNECTOW

QHI059XA Figure 6-4. 6-20

Digital Control Assembly (Rear View).

JAN/91

—

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

.

ENGINE SPEED INPUT

, /

UVPROMS \ SERIAL INTERFACE RS232C124V ~

J

I

1

I

1

—

—

‘AM

LINKCH

C

EEPROM MICRO PROCESSOR

I

.

GiD-

—

D -01

MEMORY LINKS

~ TIME LINK

QHI060XA Figure 6-5. JAN/91

Central Processing Unit (CPU) Module,

6-21

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE E. One of the four connectors is not used in this application. It is the one marked THERMOCOUPLE, which may or may not have a dummy plug installed. The other three, the large INPUT connector, RELAY OUTPUT connector, and ACTUATOR DRIVE connector, have cables attached and routed through the lower chassis. These three cables must be installed before operating the engine. 6-10.

INTERFACE EXTENSION UNIT MODULE. A. The interface extension unit module is part of the 1/0 interface system in the DCA. It has only one lamp and four connectors. The interface extension unit module is Shown in Figure 6-7. B. The ON LINE lamp should be ON (illuminated) continuously and indicates that the system is healthy. CAUTION BECAUSE THESE BOTTOM THREE INPUT JACKS ARE SIDE-BY-SIDE AND IDENTICAL, IT IS VERY IMPORTANT THAT GREAT CARE IS TAKEN TO MATE THE APPROPRIATE CONNECTOR TO ITS JACK, E.G., SK8 WITH PL8, SK9 WITH PL9, AND SK1O WITH PL1O. ALL FOUR CABLES MUST BE ATTACHED BEFORE OPERATING THE ENGINE. C. The OUTPUT CONNECTORS connector is on the top half of the module and the three INPUT CONNECTORS jacks are on the bottom half.

6-11.

16-WAY RELAY OUTPUT UNIT MODULE. A. The 16-way relay output unit module contains 16 relays which are controlled by the CPU. It has 17 lamps and one connector. 16 of the lamps are illuminated when the output relays are active and are referred to as Status Lamps. These relays and lamps are in two banks of eight, referred to as Banks A and B and lamps are numbered one through eight. The 16-way relay output unit module is shown in Figure 6-8. B. The ON LINE lamp is found below the 16 annunciator lamps. Unlike the other modules, this On Line lamp does not illuminate continuously, but operates momentarily as the CPU module updates the data sent to this module. It is not unusual to observe this lamp rapidly flickering. c. The OUTPUT CONNECTOR is on the bottom half of the module. Like the other modules, the cable is routed through the lower part of the card frame. This cable must be connected prior to operating the engine and before power is applied to the modules.

6-22

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

LIGHTS (NOT USED)

PLUGS + 12 VISOL CDT -’2v’s”L~ ‘“m

RELAY AND INDICATOR LAMPS DRIVE OUTPUT - SYSTEM HEALTHY - WARNING -AUTOSHUTDOWN {15 PINS)

E T

12i-‘1-FiB 1=

I

I

Pm

L~

‘a

1-

1-

1-

11-

CONDITIONED ENGINEANALoG SIGNALS INPUT (64 PINS)

,/

/= ,-

u T

1=

[ I

NOT usED

/ — .

LATCH

Figure 6-6. JAN/91

Interface Unit Module.

6-23

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

L!l

UP TO 3 FUELVALVE DRIVE CONTROL OUTPUTS

ON LINE LIGHT

Kc

I

I

h

lNPLJl

CONNECTORS

I

r

m THERMOCOUPLES HARNESS INPUT ~

—

QHI062XA Figure 6-7. 6-24

Interface Extension Unit Module. JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 6-12.

Status Lamps. A. The 16 Status Lamps are all red in color and when illuminated indicate that the related relay has been act” vated. These lamps are: Al ;: ;: :! A8 ;; :: B5 B6 B7 B8

GAS FUEL SHUTOFF GAS PURGE SHUTOFF LIQUID FUEL SHUTOFF PARALLELING VALVE/PUMP MANIFOLD DRAIN VALVE IGNITION EXCITERS STARTER CIRCUITS NOT USED PROCESS OUTPUT DECEL CONTROL ACCEL CONTROL KW CONTROL SPEED CONTROL MOTOR OUTPUT TEMP CONTROL RUNDOWN TIMER

B. The Status Lamps are summarized as: 1. ~ Gas Fuel Shutoff. When this lamp is ON (illuminated), the gaseous fuel shutoff valves are open and supplying gaseous fuel to the engine. This lamp is not used on a liquid fuel only application. 2. ~ Gas Purse gaseous fuel only on dual ate) only on

Shutoff. When this lamp is ON (illuminated), the purge shutoff valves are open. These valves are used fuel applications. This lamp will come ON (illumingaseous fuel systems as well, but should be ignored.

3. A3 LiQuid Fuel Shutoff. This lamp is ON (illuminated) when the fiquid shutoff valves are open and supplying liquid fuel to the engine. The lamp is not used on a gaseous fuel only application. 4. ~ Paralleling Valve/PumR. This lamp indicates the closure of a relay. The relay serves either of two purposes. When used in a liquid fuel only application, the relay activates the liquid fuel pump paralleling valve. When used in a dual fuel application, it activates the electric fuel pump motor. This lamp is not used on a gaseous fuel only application. 5. ~ Manifold Drain Valve(s). This lamp indicates that power is applied to the manifold drain valve(s). 6. ~ Iqnition Exciters. This lamp indicates that power is applied to the engine ignition exciter. 7. ~ Starter Circuits, This lamp indicates that power is applied to the engine starter relay. JAN/91

6-25

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

RELAY INDICATING LIGHTS

RELAY INDICATING LIGHTS

11111=J2?!? Al A2 A3 A4 A5 A6 A7 A6

GAS FUEL SHUTOFF (K7) GAS PURGE SHUTOFF (K33) LIQUID FUEL SHUTOFF (K6) PARALLELING VALV13PUMP MANIFOLD DRAIN VALVE (K31 ) IGNITION EXCITERS (K5) STARTER CIRCUITS (K4) NOT USED ON KB5

B1 B2 B3 B4 B5 B6 B7 B8

PROCESS CONTROL (INSIDE) DECEL CONTROL (INSIDE) ACCEL CONTROL(INSIDE) KW CONTROL (INSIDE) SPEED CONTROL (INSIDE) MOTORING(INSIDE) TEMPERATURE CONTROL RUNDOWN TIMING

r

ouTPur CONNECTOf

P D

y ‘m

cl-!!

‘.$ ‘.’

‘.’ ‘.’ ;>: .*,

‘>

:’, , .’, .:, ‘ . ,, ‘, :>:

OUTPUTS TO RELAYS AND DCA STATUS INDICATOR LAMPS IN CONTROL CONSOLE

.’. ,. >

a

\

QHI055XA Figure 6-8. 6-26

16-Way Relay Output Unit Module. JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 8. ~.

This lamp is not used.

9. U Process OutDut. This lamp indicates the externa 1 Process Control has control of the engine’s fuel flow. 10. ~ Decel Control. This lamp indicates that the eng ne is operating on the decelerate fuel schedule. 11. ~Accel Control. This lamp indicates that the engine is operating on the accelerate fuel schedule. This lamp will be illuminated prior to starting also. 12. ~ KW Control. This lamp indicates that the engine is operating on KW (load) governor control. 13. ~ S~eed Control. This lamp indicates that the engine is operating on the speed governor. Motor OutDut. This lamp is ON (illuminated) when the engine being MOTORED, but not started. TemII Control. This lamp indicates that the engine is operating the temperature control governor. Rundown Timer. This lamp indicates that the timer is active. engine start cannot be initiated until this lamp goes OFF. 6-13.

4-WAY D-TO-A OUTPUT UNIT MODULE. A. The 4-way D-to-A output unit module converts digital data from the CPU module into analog TOT, TIT, and engine speed output signals. It has one lamp and one connector. The 4-Way D-to-A output unit module is shown in Figure 6-9. B. The ON LINE lamp is not continuously illuminated, but operates momentarily as the CPU module updates the data sent to the 4-way D-to-A output unit module. It is not unusual for this lamp to flicker. c. The OUTPUT CONNECTOR on the front must be connected, and is routed throuqh the bottom of the chassis. The cable connector should be install~d before the engine is operated and power s applied to the modules.

6-14. SERVO DRIVER PARK UNIT MODULE. A. The servo driver park unit module has two connections to provide connection of the two INPUT and OUTPUT electric connector. B. The only electrical purpose is to continue the interlock chain. JAN/91

6-27

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

CHANNEL LINK

CHANNEL 2 LINK

1

D

Dm Our!=ur XWNECTOR

4 ANALOG SIGNALS TO DRIVE N METER, CALTIT METER, TOT METER, AND A SPARE ~ (6-20mA OR O-1OV)

II

CHANNEL 3 LINK

CHANNEL 4 LINK

II. * o

000

do

F Figure 6-9. 6-28

4-Way D-to-A Output Unit Module.

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

E

1QHI063XA Figure 6-10. JAN/91

Servo Driver Park Unit Module. 6-29

Allison Engine Company

501-KB5 DEC OPERATION AND MAIN ENANCE 6-15.

OPERATING THE ENGINE WITH THE DEC SYSTEM.

6-16. MOTORING. A. Motoring the engine may be desired for purging the air intake, engine,-and exhaust system of residual natural gas, for low speed mechanical tests, or for compressor cleaning. The Motoring Switch must be held closed to facilitate motoring. When motoring, the starter circuit is allowed to be energized, but the fuel and ignition systems are not energized. Motoring will continue until terminated by the motoring timer or the Motoring Switch is released (opened). The motoring timer is adjustable. The Motoring Output status light (B6) on the 16-Way Relay Output Unit will be ON (illuminated). B. The engine can be started from the Motoring mode if the engine speed is not above 2200 rpm. If above engine 2200 rpm, the start signal is ignored. c. Following any automatic shutoff by the motoring timer, the Motoring Switch must be reset to OFF to permit additional motoring. 6-17.

STARTING ENGINE. A. The engine is started by momentarily closing the Start Switch. A start is allowed if the Rundown Timer has expired, if the engine speed is below 2200 rpm, and if no autoshutdown or malfunction signals are present. B. The Reset Switch will reset any autoshutdown or malfunction signals.

6-18.

STOPPING ENGINE. A. The engine is stopped by momentarily closing the Stop Sw tch. This command supersedes all other commands and initiates fuel shutoff. The Rundown Timer is then activated. B. The, engine may also be stopped by an Autoshutdown, in which the operator has no control. An Autoshutdown signal would be generated. Any Autoshutdown will require pressing Reset before a restart.

6-19. OPERATING MODES AND MODULATION OF ENGINE POWER. The DCA can allow engine operation in these modes: isochronous (ISOL) speed governing, droop speed governing, process control, temperature control, KW (power) control. Since each engine installation is different, not all of these modes will be used. A. ISOCHRONOUS SPEED GOVERNING. Isochronous mode is used where constant speed and variable load is encountered, as in a stand alone or stand by generator set. The Governor Selection Switch must be in the 6-30

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE Isochronous (ISOL) position (non-energized). If the generator is to never be used in the Droop Mode, it is possible that the Governor Selection Switch will not be installed (Refer to OEM Manual). B. Droop Speed Governing. Droop mode is used when the generator set output is connected to an infinite (utility) bus. The Governing Selection Switch must be in the Droop position (energized). c. Process Control. Process Control mode allows the operator to control special plant functions, interfacing with the engine for direct control of the fuel flow. The process signal may be derived from a console mounted potentiometer (POT) or a Process Governor. If the DCA is controlling the engine as a result of the Process Input, then the Process Status Lamp (Bl) on the 16-Way Relay Output will be ON (illuminated). The mode may not be used in all applications. D. TEMPERATURE CONTROL. 1. This mode allows the DCA or limiting of the Calculated turbine It may be used when operating a inlet temperature (CALTIT). generator on an infinite utility bus or simply to reduce the maximum continuous temperature limit. 2. The DCA set point is derived from a console mounted POT or equivalent. This mode may be used in all applications. E. KW CONTROL. This mode allows the use of a kilowatt (KW) load sensor to limit or control the engine fuel flow. The desired load may be requested with a console mounted POT. This mode may not be used in all applications. F. Dual Fuel Transfer. When a dual fuel system is used, the engine can be started with either gaseous or liquid fuel. Transitions from one fuel source to the other is possible while the engine is running. Simply throw the fuel selector switch to the desired position (gaseous or liquid) and the DCA will perform the transition automatically. 6-20. DCA GENERATED WARNINGS. A. The DCA can generate warnings to indicate an operating limit is be. ng exceeded or a system Droblem has occurred that warrant attention. These warnings hay be’ helpful in noting a problem which could be corrected before an autoshutdown occurs. B. There is no status LED provided on the DCA that indicates a Warning. c. When an abnormal operation is detected by the DCA the Warning relay (in the Interface Unit) will be energized. This is provided for operator implementation for illuminating a remote lamp or operating a warning device. The Fault Log can be interrogated for determination of the specific fault, even after the Warning indication is ended. JAN/91

6-31

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE D. The Warnings are summarized as: 1. CIT Sensor Failure -- If one of the two sensors fail or if a high differential exists between them, a Warning is generated. Sensor failure may be an open or a short. 2. S~eed Sensor Failure -- If one of the two speed sensors is failed a Warning is generated. Sensor failure may be an open or a short. 3. TOT Thermocouples (T/C) Sensor Failure -- If one of the two T/C sensors is failed, a Warning is generated. Sensor fail may be an open or a short. 4. Run Overtemperature -- If the CALTIT exceeds the Warning limit, but not the Autoshutdown limit during engine running. 5. Start Overtem~erature -- If the CALTIT exceeds the Warning limit, but not the Autoshutdown limit during engine running. Start and Run Overtemperature is recorded separately. 6. Overspeed -- If the engine speed exceeds the Warning limit, but not the Autoshutdown limit. 7. EEPROM Write Fail -- An unsuccessful attempt at writing to the electrically erasable programmable read only memory (EEPROM). 6-21.

DCA GENERATED AUTOSHUTDOWNS. A. The DCA can generate Autoshutdown to protect the engine from damage due to system malfunction. In this event the fuel flow will be shutoff automatically and restart will not be possible until the external Reset Switch is actuated. CAUTION BEFORE THE ENGINE IS RESTARTED, FOLLOWING AN AUTOSHUTDOWN, THE ENGINE SYSTEM PROBLEM (MALFUNCTION) MUST BE DETERMINED AND REMEDIED. OTHERWISE FURTHER DAMAGE MAY BE DONE TO THE ENGINE. B. There is no status LED provided on the DCA that Autoshutdown.

ndicates an

c, When an abnormal operation (fault) is detected by the DCA the Autoshutdown relay (in the Interface Unit) will be ener~ized at the same time as the fuel shutoff occurs. Th{s is provided-for operator implementation for illuminating a remote lamp, operating a warning device, or other related system functions. The Fault Log can be interrogated for determination of the specific fault after after the Autoshutdown has occurred. 6-32

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE D. The autoshutdowns are summarized as: 1. CIT Sensors Failed -- When both sensors are failed. Modes of failure may be an open or a short. 2, S~eed Sensors Failed -- When both speed sensors are failed while engine running an autoshutdown will be initiated as an Underspeed Shutdown. A start will be prevented by failure to detect the fuel on and ignition speed. 3. TOT Thermocou~le (T/C) Sensors Failed -- When both T/C sensors are failed. Modes of failure may be an open or a short. 4. CJC Compensation Failed -- When the cold junction compensation (CJC) circuit for the TOT thermocouples has failed. 5. Start OvertemDerature -- When the CALTIT exceeds the Start Autoshutdown limit during engine starting. 6. Run Overtemr)erature -- When the CALTIT exceeds the Run Autoshutdown limit after engine starting. 7. oversDeed -- When the engine speed exceeds the Autoshutdown limit. 8. UndersDeed -- When the engine speed drops below the Autoshutdown limit after completion of a start. 9. A/D Conversion and/or Communications Failure. a. Fuel Meterinq Valve Malfunction -- When the gaseous and/or liquid fuel metering valve does not track the valve demand. 10. Normal StoD. a. Hiqh Start Gas Pressure -- When the gaseous fuel pressure at fuel metering valve inlet exceeds the Autoshutdown limit at start, before fuel on. 11. Ultra Violet Erasable Programmable Read Only Memory (UVEPROM) Failure. a. Stagnation -- When the engine rotor acceleration rate drops below the Autoshutdown limit before the start is completed. 12. EEPROM Corru~ted. a. Fail-to-crank -- When the engine speed fails to reach ignition speed within the Autoshutdown time limit during starting.

JAN/91

6-33

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE b. Fail-to-fire -- When the engine CALTIT fails to reach the Autoshutdown limit within a specific time after the ignition speed is exceeded. Also, if the CALTIT falls below the TOT limit after an engine start (lightoff) has been detected. c. Svstem Healthy Malfunction. (1) When the CPU determines that a condition in the power supply exists that exceeds the Autoshutdown limits. NOTE The System Healthy Relay is energized when the system is healthy, but is de-energized if a CPU unhealthy condition occurs and the DCA 24 vdc is then supplied to the relay common. (2) A System Healthy relay (located in the Interface Unit) is provided to cause a shutdown in the event the CPU operation is detected to be faulty by a watchdog timer. One set of contacts are connected in the DCA system in such a fashion as to interrupt the 24 vdc to the fuel metering valves, fuel shutoff valves, and ignition system when an unhealthy condition occurs. This relay provides an additional set of contacts for operator use of illuminating a remote lamp, operating a warning device, or other related system functions (Refer to OEM). (3) The CPU’s ON LINE lamp will be ON (illuminated) when the CPU is healthy and will go OFF when an unhealthy condition is detected. 6-22.

FAULT LOG. A. The DCA ncludes a running Fault Log storage in the computer memory that can be examined to determine the specific faults detected that produced a Warninq indication or an Autoshutdown. The loq is keyed to a start event ~nd records all Warnings that have occur~ed fro~ the start to a shutdown. The fault log also indicates whether the shutdown was a normal shutdown or if it was an Autoshutdown, it records which one occurred. B. The Fault Log can be accessed while the engine is running or stopped. Approximately 10 start and stop log events will be available for viewing. c. The Fault Loq is accessed via the RS232 V24 serial data Dort of the DCA or CPU. ‘Either the connector on the back of the DCA’(J1) or the connector on the front of the CPU Unit (V24) may be used for connection to appropriate digital monitoring equipment. D. Two types of digital monitoring equipment which may be used are:

6-34

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 1. Dumb terminal consisting of a keyboard and screen. 2. IBM comt)atible Dersonal computer with digital communications (DCOMMS) softwa~e. 6-23.

DUMB TERMINAL. A. The following is an exp- anation of the procedure to follow for accessing the Fault Log with a dumb terminal connected to the serial data port. B. The log is displayed by simply pressing L (uppercase only). The CRT will then display the log of the most recent start. It may look like this: ********** ALLISON 501-KB5 EVENT LOG START #0056 WARNINGS CIT PROBE FAILURE N1 PROBE FAILURE

SHUTDOWN NORMAL STOP

BY typing another L, the log of the previous start wildisplayed:

be

********** ALLISON 501-KB5 EVENT LOG START #0055 WARNINGS CIT PROBE FAILURE OVERTEMP AT START

SHUTDOWN OVERTEMP AT START

c. Approximately ten (10) previous loqs can be recalled. The sDecific number depends upon the” amount of ~nformation stored. If ma;y Warning messages are stored in memory, this number may be less than ten. D. After the oldest log in memory has been displayed, typing another L will result again in viewing the most recent log. 6-24.

IBM COMPATIBLE COMPUTER. The explanation of Fault Log accessing and displays with the DCOMMS software is contained in the Appendix A. It is specifically devoted to describing and explaining the use of DCOMMS.

6-25.

CONTROL PARAMETER ADJUSTMENTS. A. The DCA allows operator adjustment of selected engine control parameters. These include governor gains, timers, meter drives, and certain set points,

JAN/91

6-35

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE NOTE The DCA when shipped from Allison will have nominal values, but these parameters may be readjusted when it or the engine is installed and commissioned. B. The Parameter Adjustments can be made while the engine is running or stopped. All control adjustments will be made in the DCA memory and can be accessed via the RS232 V24 serial data port of the DCA CPU. Either the connector on the back of the DCA (Jl) or the connector on the front of the CPU Unit (V24) may be used for connection to appropriate digital equipment. C. Three (3) types of digital interfacing equipment which may be used are: 1. Dumb terminal consisting of a keyboard and screen. 2. Hand held device with keypad and readout. 3, IBM compatible personal computer with DCOMMS software. 6-26.

ADJUSTMENTS WITH A DUMB TERMINAL. A. The following is a detail explanation of the procedure to follow for performing the adjustments with a dumb terminal unit. B. In the event that the dumb terminal should require the setting of conditions, below is the protocol: 1. 2. 3. 4. 5.

Baud Rate: Parity: Data Bits: Stop Bits: Data Type:

9600 None 8 1 ASCII

c. With the dumb terminal connected to the RS232 port, power up the DCA . After any power up, fault reset, or operation of the return key, hereafter referred to as (RET), the following sign on message should appear on the screen: COMMAND >H> D. Before any parameter adjustment can be done, the correct access code must be entered by typing AC PAS] followed by a return. E. A parameter adjustment is performed by entering CR ###=XXXX. Where ### represents a register number given on the following table, and XXXX is the hexadecimal representation of the desired new value.

6-36

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE F. To change from hexadecimal to decimal numbering, press the / key. The prompt will change to: COMMAND >D> G. A list of the alterable parameters with the corresponding register numbers as shown in Table 6-1. Table 6-1. Register Number 13 14 15 16 17 18 19 35 36 12 22 23 37 26 :: 21

DUMB TERMINAL ACCESS ADJUSTMENTS . . . Value . in Decimal plilJ Nominal ~

.Parameter Name

Isochronous Speed Governor . . . . . 12362 (Proportional Gain) 8040 Isochronous Speed Governor . . . . . (Integral Gain) Droop Speed Governor . . . . . . . . 14011 (Proportional Gain) TIT Governor Proportional Gain . . . 200 TIT Governor Integral Gain . . . . . 900 KW Governor Proportional Gain . . . 100 KW Governor Integral Gain . . . . . 2800 Liquid Fuel Start Level . . . . . . Gaseous Fuel Start Level . . . . . . : TOT Sensing Trim . . . . . . . . . . -600 Fuel Changeover Timer . . . . . . . 1 Motor Timer . . . . . . . . . ...-15453 Overspeed Shutdown . . . . . . . . . -2454 TOT Meter Calibration (Gain) . . . . 1 TIT Meter Calibration (Gain) . . . . 1 Speed Meter Calibration (Gain) . . . 1 Static Check/Bench Test Selection . 1 Normal Running = 1 Static Checkout = 2 Bench Test = 3

20

Fuel System Configuration . . . . . Liquid = 1 Gaseous = 2 Dual = 3

10

Load Share Gain Load Share Gain N Meter OFFSET . TOT Meter OFFSET TIT Meter OFFSET Liquid Ratio . . Gaseous Ratio

;: 27 29 35 36

JAN/91

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . .,...,. .

. . . . . . .

. . . . . .

. . . . . . .

. . . . . . .

18432

24725

13672

23400

20211

32767

768 1908 160 4096 218 166 -87

1299 2899 279 5799 307 307 500 8

-154: -2454 512 366 3316 1

-22;: 524 373 3376 3

1

3

3

102 1 -327 -327 -327 1 1

1024 4 0 0

4096

21: 154

32i~ 3277 3277 307 307

6-37

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE Ho The parameters can be changed. The list of the eligible parameters with the corresponding register numbers as shown in Table 6-1. NOTE The DCA only responds to uppercase letters. I. Parameter trimming is performed by entering DR ### Where ### represents a register number. You will see a cont. nuously updating display of the current register value. Unlock the current register value by pressing the U key. J. To change the current register value in the register, type M for decrease or P for increase. For help in remembering this, think of M for minus and P for plus. K. M or P will make a change each time the key is depressed. If the key is held continuously, the current register value will ramp with time. There are minimum and maximum values for each parameter which cannot be exceeded. L. Note that the current register values are displayed in hexadecimal numbering system, i.e.. O-9 and A-F. If decimal numbering system is desired, simply type / which is a backslash. Typing / again will toggle back to hexadecimal. It is recommended that decimal numbering be used. M. When the current register value of the parameter is satisfactory, it may be stored in permanent memory. Otherwise, the current register value will revert to the original current register value upon cycling control power ON/OFF or activating the fault reset. N. Type S to permanently save the adjusted current register value. Typing any other key will cause this current register value to be lost and the original current register value to be retained in memory. o. Press enter to exit trim mode. P. Here is a summary of the commands: 1. M= Decreases (minus) the current register value of a selected parameter. 2. P Increases (plus) the current register value of a selected pa;ameter.

6-38

3. s =

Saves the current register value of a selected parameter.

4. /

Toggles between decimal and hexadecimal numbering system.

=

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 6-27.

ADJUSTMENTS WITH A HAND HELD UNIT. A portable hand held unit can also be used to perform control adjustments. The procedure to be followed is identical to that described above for a dumb terminal unit.

6-28.

ADJUSTMENTS WITH A COMPUTER. Allison provides software, on a 5.25 (5 1/4) inch (133.35 mm) flexible disk, that simplifies the DCA control adjustment procedure and is user friendly. This software, referred to as DCOMMS, is designed to be used in an IBM compatible personal computer. The explanation of the procedure to be used with the DCOMMS software is contained in Appendix A specifically devoted to describing and explaining the use of DCOMMS.

6-29.

MAINTENANCE OF DCA AND MODULES. A. This manual was not intended to serve as an overhaul service manual, however some basic tips on troubleshooting are included. In general, if a module has no lamps (LEDs) which illuminate, it may indicate a failure. This is particularly true of the ON LINE lamps. The ON LINE lamps on all modules will illuminate continuously, with the exception of the blinking lamps on the 16 Way Relay Output and the 4 Way D to A Output modules. The blinking ON LINE lamps may flash so quickly that they appear to flicker dimly. B. If the Input Supply lamp on the front of the chassis does not illuminate, verify that 24 vdc is present on the 24 vdc Monitor jacks on the rear of the card frame. If no voltage is present at the jacks, then the supply to the DCA should be checked. If voltage is present at the jacks, the DCA has a problem and service personnel should be contacted. CAUTION WHEN REMOVING THE LARGE INPUT CONNECTOR ON THE IN ERFACE UNIT MODULE, BE CAREFUL TO PREVENT THE BREAKING OF THE PLASTIC SECURING LATCHES AT THE TOP AND BOITOMOF THE JACK. c. If a module is suspected of failure. it mav. be replaced after removing power to the modules. Turn off the front power switch and the remove the connector(s) on the front of the module. Loosen the larger straight slot screws on the front and remove the module carefully. Remove the card edge shorting strips from the replacement and install the strips on the suspect module. Carefully install the replacement module in the card frame. Place the suspect module in the replacement’s packing, preferably an anti-static protective bag. Tighten the loosened screws, reconnect the module connector(s), and apply power to the modules. D. If this does not remedy problem, it will be necessary to contact service personnel.

JAN/91

6-39

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE SECTION 7 ENGINE LUBRICATION SYSTEM TABLE OF CONTENTS ParaqraDh

Description

7-1

Description and Operation

7-3

7-2

Lubricating Oils

7-4

7-3

Oil Leaks and Troubleshooting

7-1o

7-4

Oil System Cleaning

7-15

7-5

Servicing

7-16

7-6

Oil System Components

7-18

7-7

Main Pressure and Scavenge Oil Pump (Main Oil Pump)

7-18

7-8

Description and Operation

7-18

7-9

Removal

7-18

7-1o

Cleaning

7-21

7-11

Installation

7-21

7-12

Pressure Regulating Valve Assembly Removal

7-13 7-14 7-15

7-21

Pressure Regulating Valve Assembly Installation

7-21

Adjustment and Test

7-22

Magnetic Chip Detector

7-22

7-16

Description and Operation

7-22

7-17

Removal

7-23

7-18

Installation

7-23

7-19

Magnetic Drain Plug

7-23

7-20

Description and Operation

7-23

7-21

Removal

7-23

7-22

Installation

7-24

7-23

JAN/91

Paqe No.

Oil Filter Assembly

7-24

7-24

Description and Operation

7-24

7-25

Removal

7-24

7-26

Oil Filter Element Replacement

7-25

7-1

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (CONT). Paraqra~h

Description Installation

7-27 7-28

External Scavenge O 1 Pump Assembly

Paqe No. 7-26 7-27

(Scavenge Pump) 7-29

Description and Operation

7-27

7-30

Removal

7-27

7-31

Installation

7-29

7-32

Turbine Rear Scavenge Oil Pump

7-29

7-33

Description and Operation

7-29

7-34

Removal

7-30

7-35

Inspection

7-30

7-36

Installation

7-31

INDEX TO FIGURES Fiqure No.

Paqe No.

7-1

Engine Oil System Schematic

7-5

7-2

Engine Oil System Block Diagram

7-7

7-3

Hairlike Metal Particles

7-17

7-4

Main Oil Pump and Filter

7-19

7-5

Pressure Regulating Valve and Magnetic

7-20

Chip Detector 7-6

Oil Filter Assembly

7-26

7-7

External Scavenge Pump

7-28

7-8

Turbine Rear Scavenge Oil Pump

7-32

7-9

Inner Rear Exhaust Cone Puller, 6799754

7-33

INDEX TO TABLES Table No.

7-2

Pacie No.

7-1

Lubrication Oils

7-9

7-2

Oil Leaks

7-11

JAN/91

Allison Engine Company . . . ..—

501-KB5

DEC

OPERATION

AND

MAINTENANCE

SECTION 7 ENGINE LUBRICATION SYS EM 7-1.

DESCRIPTION AND OPERATION. A. The engine incorporates a low-pressure, ndependent, dry sump oil system-(Ref. Figures 7-1 and 7:2) which includes: 1. Main pressure and scavenge oil pump assembly (Main Oil Pump) with a pressure regulating valve. 2. An external scavenge pump. 3. An oil filter assembly with a filter bypass valve. 4. Check valve. 5. Scavenge pressure relief valve. 6. Magnetic chip detector (Indicating type). 7. Magnetic drain plug. 8. Turbine scavenge pump. B.-The main oil pump is located on the center of the front face of the accessory drive gearbox cover. Filtered oil is supplied to the main oil pump inlet from the original equipment manufacturer (OEM) o 1 tank’ and filter equipment, ;S pumped through a metal element-type oil filter assembly and check valve, through internal drilled and cored passages, and external lines to those parts of the engine which require lubrication. A pressure regulating valve located in the main oil pump regulates the oil pressure to 50-60 psig (345-414 kPag). A check valve is provided in the system for installation when oil supply tank is above the main oil pump, this will prevent oil from leaking into the engine when the engine is not operating. For installation, when oil supply tank is below the main oil pump, extreme care must be taken that the main oil pump does not loose it’s prime during downtime. Oil must not be supplied to the engine at a pressure more than 5 psig (34.5 kPag) when the engine is not operating. When engine is operating the engine oil pressure should be 50-60 psig (345-414 kPag). C. Scavenge oil is returned from the accessory gearbox sump to the oil tank by the main scavenge pump of the main oil pump. Scavenge oil is returned to accessory drive gearbox sump from turbine rear sump by the turbine scavenge pump. Scavenge oil is returned to the main scavenge pump of the main oil pump from the compressor rear sump and the turbine front sump by the external scavenge pump. Scavenge oil is carried by internal drilled passages and external lines to a common

JAN/91

7-3

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE connection at the main oil pump. Scavenge oil pressure above 45 psig (310.5 kPag) is relieved by the scavenge relief valve back to the accessory drive gearbox sump. Care must be used to ensure that the engine scavenge oil back pressure does not exceed 30 psig (207 kPag) during engine operation. D. An indicating type magnetic chip detector is provided on the scavenge side of the main oil pump, to give a warning signal to the operator, refer to original equipment manufacturer’s (OEM) Manual for details. E. Drilled passages in the turbine coupling shaft and turbine fourthstage wheel provide a means of venting the combustion inner casing down the turbine shaft and into the exhaust stream. Air which leaks past the compressor rear bearing air seal is vented through the two side struts of the compressor diffuser. The air inlet housing cavity and the interior of the accessory drive housing is vented through an external line attached to the breather on top of the air inlet housing. F. A magnetic drain plug is located on the bottom of the accessory gearbox housing to provide for draining and inspection for metal contamination. 7-2.

LUBRICATING OILS. A. The engine and engine driven components are sometimes supplied by different oil systems. Other times they are suDDlied bv a common oil system. Oils m~st conform to one of th; following specifications for the engine. 1. MIL-L-23699 2. Allison Gas Turbine Specification EMS-53

Synthetic Synthetic

CAUTION MINERAL OIL MUST NOT BE USED IN THE ENGINE. DAMAGE TO THE ENGINE WILL OCCUR. CAUTION LUBE OILS WHICH MEET THE REQUIREMENTS OF ANY ONE OF THE OIL SPECIFICATIONS MAY NOT NECESSARILY PERFORM SATISFACTORILY IN THE ENGINE. THEY MAY CAUSE SEVERE COKING IN THE ENGINE AND RESULT IN BEARING FAILURE. TO BE FULLY QUALIFIED, THE OIL MUST MEET REQUIREMENTS OF THE SPECIFICATION AND HAVE COMPLETED A SATISFACTORY SERVICE EVALUATION IN THE ENGINE (REFER TO INDUSTRIAL ENGINE BULLETIN 8-GT-84). B. Lubricants which are fully qualified for use in the engine are listed by oil brand name and vendor (Ref. Table 7-l).

7-4

JAN/91

Allison Engine Company .; .!.

.

.

501-KB5 DEC OPERATION AND MAINTENANCE

FROM POWER TAKEOFF SHAFT TO POWER TAKEOFF SHAH MID BEARING ACCESSORY DRIVE GEARBOX VENT LINE k

A

MAGNETIC CHIP DETECTOR

RE:~JING

I

PRESSURE PUMP J

e

PRESSURE OIL

Figure 7-1.

JAN/91

L TO ACCESSORY DRIVE GEARBOX GEARS AND BEARINGS MAGNETIC DRAIN PLUG ~v MAIN SCAVENGE PUMP FILTER BYPASS VALVE

Engine Oil System Schematic.

7-5

1

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE

- COMPRESSOR REAR SUMP

~T”RBINE FRONTSIJMP TURBINE REAR SUMP 1

L TURBINE REAR SCAVENGE PUMP

B, SCAVENGE OIL QHJO16XK Figure 7-1.

7-6

Engine Oil System Schematic.

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE ACCESSORY GEARBOX \

SYMBOLS A-2 0-1 o-2 o-3 o-7 o-8

ENGINE BREATHER CONNECTION OIL PRESSURE INLET PRESSURE PUMP INLET SCAVENGEPUMPOUTLET PTO DRAIN PTO OIL SUPPLY

CHIP

L

A

●

PUMP ‘1?”

D3 fl PSIG

KPAG

GPM

5

34.5 89.7 124.2 379.5

1.0 4.5 6.0

13

18

55

LPM

DRAIN-PLUG

3.8 17.0 22.7

I

PRESSURE PUMP 3 ‘>-Q A

1

/’ { / f HI

. 3

PF

PI

MOUNTED —ENGINE . . — --— --— BASE MOUNTED CHECK VALVE / REWIRED IF OIL COOLER IS HIGHERTHANSCAVENGE OIL RETURNPORT

Figure 7-2.

JAN/91

Engine Oil System Block Diagram.

7-7

Allison Engine Company ..’. ,.

501-KB5 DEC OPERATION AND MAINTENANCE VENT-1 .00 IN. H@ MAX ALLOWABLE BACK PRESSURE EST MAX FLOW -0.04 LBISEC

2 \




t

f).k25 IN, I

I

CHECK VALVE

SOLENOID VALVE

PURE CLEAN WATER INPUT

—

WATER

M“d4-&

\

-

-

STEAM FROM STEAM GENERATOR SYSTEM

STEAM REGULATOR

45= ON-OFF STEAM VALVE

METRIC CHART INCH 0.0625 (1/16) 0.5000 (1/2) 0.7500 (3/4)

MILLIMETER 1.6 12.7 19.05

Psl 125

kPa 862.5

GAL :

LITERS 38 114

*

QHCO1OXA Figure 10-7. JAN/91

Steam and Chemical Cleaning System.

10-25

AllisonEngin eCompany

501-KB5 DEC OPERATION AND MAINTENANCE SECTION 11 COMPRESSOR AIR BLEED 5YSTEM TABLE OF CONTENTS Paracra~h

Description

Paqe No.

11-1

Description and Operation

11-3

11-2

Troubleshooting

11-3

11-3

Speed Sensitive Valve

11-6

11-4

Bleed Valves

11-6

11-5

Air Filter

11-7

11-6

Description and Operation

11-7

11-7

Removal

11-7

11-8

Cleaning

11-7

11-9

Installation

11-11

11-10

Speed Sensitive Valve

11-11

11-11

Description and Operation

11-11

11-12

Removal

11-12

11-13

Installation

11-12

11-14

Compressor Air Bleed Valves

11-14

11-15

Description and Operation

11-14

11-16

Removal

11-14

11-17

Repair of Valve Assembly

11-15 11-15

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE INDEX TO FIGURES Fiaure No.

11-2

Title

Paqe No.

11-1

Compressor Air Bleed System Schematic

11-4

11-2

Troubleshooting Chart

11-5

11-3

Compressor Air Bleed Systems Components

11-9

11-4

Compressor Bleed and Speed Sensitive Valves

11-13

11-5

Screen and Shield Installation

11-17

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE SECTION 11 COMPRESSOR AIR BLEED $YSTEM 11-1.

DESCRIPTION AND OPERATION. A. The engine incorporates a compressor air bleed system to unload the compressor and to reduce the possibility of a surge occurring during the engine starting and shutdown cycles. B. The compressor air bleed system consists of eight (8) pneumatically oDerated coml ressor air bleed valves (bleed vaivesj,-a speed sensi” ive va! ve, and a filter with inconnecting hoses and tubes. c. ;;:e:” eed va- ves are located on the compressor casing. Four (4) valves are mounted on the fifth (5th) stage manifolds and 4 bleed valves are mounted on the tenth (lOth) stage manifolds. The bleed valves are open when engine speed is below 12.750 rpm to permit unloa[ ing the compressor during engine starts. ‘ D. The speed sensitive valve is mounted on the forward accessory drive gearbox and controls the opening and bleed valves. The speed sensitive valve positioning piston spring tension) is controlled by engine speed

eft side of the closing of the 8 (fly weight and (rpm) .

E. At engine speeds below 12,750 rpm the speed sensitive valve is positioned so that the outboard side of all 8 bleed valves is vented to atmospheric pressure thru the speed sensitive valve’s vent. The 5th and 10th stage air pressures are greater than atmospheric pressure, the bleed valves are held open allowing air to bleed from the compressor (Ref. Figure 11-1). F. At engine speeds above 12,750 rpm the speed sensitive valve is positioned so that the vent to atmospheric pressure is closed and fourteenth (14th) stage (diffuser) pressure is directed to the outboard side of all 8 bleed valves. The 14th stage (diffuser) pressure is greater than the 5th or 10th stage pressure, the 8 bleed valves are closed and air is no longer being bled from the compressor, G. A filter is installed in the line between the 14th stage (diffuser) bleed air and the speed sensitive valve to prevent foreign materials from entering the speed sensitive valve. 11-2.

TROUBLESHOOTING. NOTE Troubleshoot compressor air bleed system per Troubleshooting Chart, Figure 11-2.

JAN/91

11-3

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE A.

ATMOSPHERIC VENT

.VENT OPENED

1

BLEED VALVE OPEN

TO 5TH STAGE BLEED VALVES

Y

BELOW 12,750 ENGINE RPM ~ VENT CLOSED

r MANIFOLD .. .. .. .. ,:..:..

........

~:... . U

L1

.......................................................... w TO 10TH STAGE BLEED VALVES ABOVE 12,750 ENGINE RPM SYMBOLS:

........... ... ... ... ... . .. . .. . ... ... ... . . . . . 14TH STAGE PRESSURE . . . . . . . .. . .. . .. . .. . .. . .. . .. . .~.. m .. : .. .. .. .. ... .. . ... .... .. .......... .“.$ . . .::::::.”.: ......... o

5TH & 10TH STAGE PRESSURE

c1

ATMOSPHERIC PRESSURE

F gure 11-1 . 11-4

QHC029XA

Compressor Air Bleed System Schematic. JAN/91

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE

LOW ENGINE POWER AT A STABLE RUN AND COMPRESSOR IS CLEAN

w BAD

REPAIRORREPLACE COMPRESSOR > AIR BLEEDHOSES,TUBES, AND/OR FITTINGS PER PARA 11-21

INSPECT COMPRESSOR AIR BLEED FILTER FOR CLEANNESS

BAD

D

CLEAN FILTER PER PARA 11-B

●

INSPECT SPEED SENSITIVE VALVE PER PARA 11-3

BAD

*

REPLACE SPEED SENSITIVE VALVE PER PARA 11-12 AND 11-13

●

BAD

>

REPAIR OR REPLACE DEFECTIVE BLEED VALVE PER PARA 11-17

●

INSPECTCOMPRESSOR AIRBLEED HOSES,TUBES,AND FITTINGSFOR LEAKAGE DURINGENGINE OPERATION

●

*

OK

1 ’ INSPECT 5TH OR 10TH STAGE BLEED VALVE PER PARA 11-4 OK 1’ PERFORM ENGINE OPERATION AND LEAKAGE TEST RUN

*

QHS048XA Figure 11-2. JAN/91

Troubleshooting Chart. 11-5

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE 11-3. SPEED SENSITIVE VALVE. A. Remove outlet hose (1, Figure 11-3) and install a 100 psi (690 kPa) air pressure gage in the speed sensitive valve (3) outlet port. B. Remove inlet hose (2) and apply 50 psig (345 kPag) air pressure to the inlet port of the speed sensitive valve. Replace speed sensitive valve (3) if any indication of pressure is observed on the air pressure gage installed on the outlet port. c. Apply a thin film of Ablube, MIL-L-25681, to the speed sensitive valve inlet port threads. Install inlet hose (1) to speed sensitive valve (3) and torque hose’s coupling nut to 200-250 lb in. (22.6-28.2 N-m). D. Operating the engine above 12,750 rpm, inspect for pressure at the outlet port. If no pressure is present at the outlet port, replace the speed sensitive valve (3). E. If reauired, remove air qaqe, appl.v a thin coat of Ablube, MIL-L-’2568l~ to the outl~t-port” th~ead, and install outlet hose (1) to speed sensitive valve (3). Torque hoses’s coupling nut to 325-400 lb in, (36.8-45.1 Nom). 11-4.

BLEED VALVES. A. Remove air hoses (4 and 5, Figure 11-3) from tee (6) on the upper right side of the compressor. NOTE Hose (4, Figure 11-3) controls the top (12 o’clock) and left (9 o’clock) side 4 bleed valves. Hose (5) controls the right (3 o’clock) and bottom (6 o’clock) side 4 bleed valves. B. Inspect bleed valve close and vacuum to the set of 4 should screens surrounding

operation by applying mouth pressure (pressure to open) on hoses (4 and/or 5). Each bleed valve in open and close freely (observe movement through bleed valves).

co Repair or replace any sluggish or inoperative bleed valve per Paragraph 11-17. D. If required, apply a thin film of Ablube, MIL-L-25681, to the threads and install hoses (4 and 5) to tee (6). Torque hose’s coupling nuts to 200-250 lb in. (22.6-28.2 Nom).

11-6

JAN/91

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE 11-5. AIR FILTER. +

11-6. DESCRIPTION AND OPERATION.

A. The air filter is installed in the compressor air bleed system between the compressor diffuser (14th stage) and the speed sensitive valve. NOTE The filter rating in a nominal of 10 micron and absolute of 25 micron. B. The filter prevents foreign material from entering the speed sensitive valve, which may cause a malfunction of the speed sensitive valve. 11-7.

REMOVAL. A. Remove inlet hose (2, Figure 11-3) and inlet tube (10) from filter (13). B. Remove bolt (11) retaining filter clamp (12) to CIT sensor and remove filter (13) and clamp (13). C. If required, remove clamp (12) from filter.

11-8. CLEANING. Note If required, disassemble filter for cleaning. A. Remove housing (14, Figure 11-3) and seal (15) from filter element (16). Discard seal. CAUTION DO NOT USE A CLOTH TO DRY FILTER ELEMENT. LINT NAY BE INTRODUCED INTO THE SPEED SENSITIVE VALVE ANDA MALFUNCTION MAY OCCUR. Note If an ultrasonic cleaner is not available, clean filter element and housing Per Step C.

JAN/91

11-7

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE KEY TO FIGURE 11-3 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43.

11-8

OUTLET HOSE INLET HOSE SPEED SENSITIVE VALVE TEE TO TOP HOSE TEE TO RH HOSE TEE NUT NUT (2) BRACKET INLET TUBE BOLT CLAMP FILTER HOUSE SEAL FILTER ELEMENT NUT WASHER BOLT CLAMP (2) NUT BOLT (2) GASKET 14TH STAGE TUBE CDP HOSE TEE NUT WASHER BOLT CLAMP (2) PACKING (O-RING) NUT ELBOW PACKING (O-RING) NUT TEE LH HOSE, 5TH TO 10TH STAGE TOP TO LH HOSE NUT WASHER BOLT CLAMP BRACKET

44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65. 66. 67. 68. 69. 70. 71. 72. 73. 74. 75. 76. 77. 78. 79. 80. 81. 82. 83. 84. 85. 86. 87.

NUT PACKING (O-RING) NUT SPECIAL TEE NUT WASHER BOLT CLAMP BRACKET PACKING (O-RING) UNION NUT WASHER BOLT CLAMP BRACKET NUT TOP HOSE, 5TH TO 10TH STAGE “PACKING (O-RING) UNION RH HOSE, 5TH TO 10TH STAGE NUT WASHER BOLT CLAMP BOLT BRACKET PACKING (O-RING) NUT SPECIAL TEE RH TO BOTTOM HOSE PACKING (O-RING) NUT SPECIAL ELBOW NUT WASHER BOLT CLAMP BRACKET NUT BOTTOM HOSE, 5TH TO 10TH STAGE PACKING (O-RING) NUT ELBOW

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE

4:

481

46

47t

24

& +yp!iiii

TrT 16

15

33

32

31

14

LEFT SIDE VIEW

Figure 11-3. JAN/91

Compressor Air Bleed System Components (Sheet 1 of 2). 11-9

.

.

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE

7

/’

148 62

63

J-b

1

5 I

64

/

/

/--

27 28 29 30

RIGHT SIDE VIEW

’71

:1

85A 86 -----@+ 87

78 79 81 80 82 84

BOITOM VIEW

QHC030XK Figure 11-3.

11-10

Compressor Air Bleed System Components (Sheet 2 of 2).

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE B. Clean filter element (16) and housing (14) using an ultrasonic cleaner per cleaning equipment manufacturer instructions and allow to air dry. . C. Optional Cleaning Procedure as follows: 1. Soak housing (14) and filter element (16) in mineral spirits, AMS3160, for at least 15 minutes. 2. Clean housing (14) and filter element (16) using a soft bristle brush and rinse in mineral spirits, AMS3160. 3. Use filter air (reverse direction to normal flow) to dry, do not use a cloth. If not completely dry allow to air dry. D. Apply a thin film of Ablube, MIL-L-25681, to internal threads of filter element (16) and install seal (15) and housing (14). Torque to 300-360 lb in. (33.9-40.6 Nom) and lockwire housing and filter element. 11-9.

INSTALLATION. A. Apply a thin film of Ablube, MIL-L-25681, to filter (13, Figure 11-3) hose and tube threads. B. If required, install clamp (12) on filter (13). c. install filter (13) and clamp (12) to CIT sensor and secure with bolt (11). Torque bolt to 70-85 lb in. (8.0-9.6 N“m) and lockwire bolt. D. Install inlet hose (2) and inlet tube (10) to filter (13). Torque both coupling nuts to 200-250 lb in. (22.6-28.2 Nom).

11-10.

SPEED SENSITIVE VALVE.

11-11.

DESCRIPTION AND OPERATION. A. The speed sensitive valve is mounted on the forward left side of the accessory drive gearbox. The speed sensitive valve controls the opening and/or closing of the 8 bleed valves. B. At engine speed below 12,750 rpm the piston spring pressure overcomes flyweight force venting the area between the 8 bleed valve and the speed sensitive valve, allowing the 5th and 10th stage pressure to force open the bleed valve pistons and bleeds the 5th and 10th stage pressure to the atmospheric (Ref. Figure 11-1).

JAN/91

11-11

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE C. At engine speed above 12,750 rpm the flyweight force overcomes piston spring pressure, which opens the poppet valve and closes the vent, allowing the 14th stage (diffuser) pressure to overcome the 5th and 10th stage pressure closing the bleed valve pistons. Now, all of the compressor air is used for engine operation. 11-12.

REMOVAL. A. If, Required, remove air inlet bell (Ref. to OEM Manual). B. Remove outlet hose (1, Figure 11-3) and inlet hose (2) from speed sensitive valve. C. Remove nuts (1, Figure 11-4), washers (2), gasket (3), and speed sensitive valve (4) from accessory drive gearbox. Discard gasket.

11-13.

INSTALLATION. A. Make sure mounting pads on accessory drive gearbox and speed sensitive valve (4, Figure 11-4) are clean and free of foreign material. B. Apply a thin film of Permatex, No. 1372, to both sides of the gasket (3) and install on the accessory drive gearbox mounting pad for the speed sensitive valve. CAUTION IF A NEW SPEED SENSITIVE VALVE IS INSTALLED, MAKE SURE THAT THE VENT SHIPPING CAP IS REMOVED OR DAMAGE MAY OCCUR. NOTE It may be required to rotate the speed sensitive valve’s drive shaft slightly to align the splines of the accessory drive gearbox and speed sensitive valve. c. Install speed sensitive valve (4) on accessory drive gearbox and secure with washers (2) and nuts (1). Torque nuts to 74-89 lb in. (8.4 -10.0 N.m). D. Apply thin film of Ablube, MIL-L-25681, to inlet and outlet port threads of the speed sensitive valve. E. Install inlet hose (2, Figure 11-3) to speed sensitive valve inlet port. Torque hose’s coupling to 200-250 lb in. (22.6-28,2 N.m).

11-12

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

1. 2. 3. 4. 5. 6. 7. 8.

NUT (4) WASHER (4) GASKET SPEED SENSITIVE VALVE BOLT (3) \–, WASHERS (3) VALVE ASSY PISTON

9. 10. 11. 12. 13. 14. 15.

PISTON RING (4) EXPANDING SPRING (2) HOUSING SCREW (2) LOCKRING SPACER SCREEN

QHC031XF Figure 11-4. JAN/91

Compressor Bleed and Speed Sensitive Valves.

11-13

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE F. Install outlet hose (2) to speed sensitive valve outlet port. Torque hose’s coupling nut to 325-400 lb in. (36.8-45.1 Nom). 11-14.

COMPRESSOR AIR BLEED VALVES.

11-15.

DESCRIPTION AND OPERATION. A. The eight (8) piston type compressor air bleed valves (bleed valves) are mounted on the 8 compressor manifolds, four (4) on the 5th stage and 4 on the 10th stage. The bleed valves are mounted at top (12 o’clock), right (3 o’clock), bottom (6 o’clock), and left (9 o’clock) positions of the compressor section. B. The opening and closing of the bleed valves are controlled by the speed sensitive valve (Ref. Paragraph 11-11). c. The 8 bleed valves and the speed sensitive valve are connected by hoses in parallel. D. The bleed valves are opened to unload the compressor and to reduce the possibility of surge occurring during the engine start and stop cycles. The bleed valves are closed during normal engine operation above 12,750 engine rpm. E. Each bleed valve consists of the following: 1. 2. 3. 4. 5.

Three (3) mounting bolts and washers. A valve assembly. Two (2) screws. A lockring. A spacer, NOTE

The top (12 o’clock) 2 bleed valve screens do not have shields where the remaining 6 screens do have shields. 6. A screen, 11-16.

REMOVAL. NOTE Due to different types of hose and fitting (elbow, tee, special tee, etc.) connections, refer to Figure 11-3 and locate the correct type of hose and fitting connection. A. Remove the required hose(s) (Ref. Figure 11-3).

11-14

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE NOTE If the screen has a shield, record location for installation. B. Remove bolts (5, Figure 11-4), washers (6), valve assembly (7), spacer (14) with Iockring (13), and screen (15) from compressor. C. If required, remove screws (12) and lockring (13) from spacer (14). D. If required, record and remove fitting (elbow, tee, special tee, etc.), nut, and O-ring from valve assembly (7). Discard O-ring (Ref. Figure 11-3). 11-17.

REPAIR OF VALVE ASSEMBLY. A. Remove assembled piston (8, Figure 11-4) from housing (11). B. Remove piston rings (9) and expanding spring (10) from piston (8). C. Inspect all valve assembly components for damage and wear. Replace damage or worn components. D. Install expanding springs (10) on piston (8). The cut ends of the expanding spring must be adjacent to the bottom of each piston groove. NOTE The piston rings are installed in each piston groove with overlaps 160° to 180° apart, also the piston ring overlaps are to be located 70” to 100° from cut ends of the expanding springs. E. Install two piston rings (9) in each piston (8) groove per the above note. F. Lightly coat inside of the housing (11) with Ablube, MIL-L-25681. G. Compress piston rings (9) with hand pressure ard carefully install assembled piston (8) into housing (11) until the piston is fully seated (open position) within the housing.

11-18.

INSTALLATION. NOTE Due to different types of hose and fitting connections, Ref. to Figure 11-3 and locate correct type of hose and fitting connections.

JAN/91

11-15

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE A. If required, install correct O-ring, nut, and fitting into valve assembly (7, Figure 11-4) to record position as outlined in Genera” Maintenance, Section 14. . B. If required, install lockring (13) on spacer (14) and secure with screws (12). Torque screw to 12-14 lb in. (1.4-1.7 Nom). NOTE ●

The 2 top (12 o’clock) position screens do not have shields, but the remaining 6 screens do have shields and must be installed to position recorded on removal. If shield position(s) were not recorded on removal, refer to Figure 11-5 for correct shield position(s).

●

For correct valve assembly, Ref. to Figure 11-3. c. Install screen (15, Figure 11-4) to correct position, spacer (14) with Iockrinq (13), and valve assembly (7) to correct ~osition, secure with washers (6) and bolts( 5)-. ‘Torque bolts to 70-85 lb in. (8.0-9.6 Nom). Lockwire bolts. D. Install required hose(s) per General Maintenance, Section 14 (Ref. Figure 11-3).

11-19.

HOSES, TUBES, AND FITTINGS.

11-20.

DESCRIPTION AND OPERATION. A. The two tubes (10 and 24, Figure 11-3) are made of steel and direct 14th stage (diffuser) compress air to air filter. A tee separates the two tubes and allows for compressor discharge pressure to be taken. B. The hoses direct 14th stage (diffuser) compress air from the air filter thru speed sensitive valve (if opened) to close the bleed valve (Ref. Figure 11-1). c. The fittings, gasket, and O-rings allow connection of the hoses and tubes.

11-21.

MAINTENANCE. A. Leakage may occur from a hose, tube, gasket, O-ring, and/or fitting (elbow, union, tee, etc.) and should be inspected for leakage while the engine is in the normal operation mode. B. Remove and install hoses, tubes, fittings, O-rings, and gaskets using Figure 11-3 and General Maintenance procedures, Section 14.

11-16

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

INSTALL SHIELD IN THIS SEGMENT

BOTTOM VIEW

w

LEIT SIDE VIEW

IN THIS SEGMENT

Wv QHC032XA

Figure 11-5. JAN/91

Screen and Shield Installation.

11-17

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE SECTION 12 COMBUSTION SECTION AND IGNITION SYSTEM TABLE OF CONTENTS Paraqrauh 12-1

Combustion Section

Paqe No. 12-3

12-2

Description and Operation

12-3

12-3

Combustion Outer Case

12-5

12-4

Description and Operation

12-5

12-5

Removal

12-5

12-6

Inspection

12-8

12-7

Installation

12-8

12-8

Combustion Liners

12-9

12-9

Removal

12-9

12-10

Inspection

12-10

12-11

Installation

12-10

12-12

Other Combustion Section Components

12-12

12-13

Crossover Clamps

12-12

12-14

Combustion Inner Case

12-12

12-15

Combustion Inner Case Liner

12-12

12-16

JAN/91

Description

Engine Ignition System

12-12

12-17

Description and Operation

12-12

12-18

Exciter

12-13

12-19

Description and Operation

12-13

12-20

Removal

12-13

12-21

Inspection

12-14

12-22

Installation

12-16 12-1

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE TABLE OF CONTENTS (CONT) . ParaqraPh 12-23

Description Igniter, Liner Supports, and Liner Body” Supports

Paqe No. 12-17

12-24

Description and Operation

12-17

12-25

Removal

12-17

12-26

Inspection

12-18

12-27

Installation

12-19

12-28

Lead Assemblies

12-20

12-29

Removal

12-20

12-30

Inspection

12-21

12-31

Installation

12-21

INDEX TO FIGURES Fiqure No.

12-2

Paqe No.

12-1

Cross Section of Combustion Section

12-4

12-2

Splitline Locations

12-7

12-3

Combustion Liner Crossover Clamping

12-11

12-4

Engine Ignition System

12-15

12-5

Lockwiring of Igniter, Igniter Lead, and Liner Support

12-21

JAN/91

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE SECTION 12 COMBUSTION SECTION AND IGNITION SYSTEM 12-1.

COMBUSTION SECTION .

12-2.

DESCRIPTION AND OPERATION. A. The combustion section (Ref. Figure 12-1) consists of six individual can annular combustion liners (liners) evenly spaced n an annular chamber formed by an outer casing and an inner casing 1. The liners, a Low-Emission II type, is a two-piece assembly, consisting of a front liner section and transition section that are bolted together. 2. The liners are located radially at the front by the fuel nozzles and at the rear by the turbine inlet casing. 3. The liners are located axially by the igniters in two diametrically opposed liners and by liner support assemblies in the other four liners. 4. Crossover ferrules connect adjacent liners to spread the flame during starting to the adjacent liners that contain no igniters. 5. The fuel nozzles, mounted in the diffuser, extend into the center of each liner dome. 6. The Emission II type liner was developed to control smoke and other emissions. 7. Portions of the forward liner section interior are ceramic coated. 8. The purpose of the liners is to properly mix the fuel and air for combustion and contain and control the combustion. This is accomplished by design for air flow control. B. The combustion outer case encloses the liners and serves as the supporting structure between the compressor diffuser and turbine unit assembly. 1. Air from the compressor diffuser passes through the space between the inner and outer combustion casings and cools the combustion section. NOTE Some engines may have a 1 piece combustion outer case. The 2 piece combustion outer case is an option and will be discussed in this section.

JAN/91

12-3

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE SPLIT OUTER COMBUSTION CASE z AXIAL SPLITLINE r h UPPER CASE HALF

(%0

LINERS ~

3 COMBUSTION INNER CASING

‘CROSSOVERTUBES(6 PLACES) A17LOOKINGFORWARD Figure 12-1.

QMPOOIXD

Cross Section of Combustion Section.

2. The outer combustion case is of two basic types: a l-piece design and a 2-piece design. The 2-piece design has horizontal, bolted splitline flanges to connect the two halves. 3. The 2-piece design also uses close tolerance bolts in the forward and aft flanges to achieve proper alignment. The l-piece design uses dowel pins to accomplish the same function. C. The combustion chamber inner casing (lighthouse) consists of two pieces, an inner case and inner casing liner which are bolted together at the forward end. A vented air space separates the inner case and inner casing liner and forms a heatshield to protect the turbine shaft and pressure and scavenge oil lines which pass through the center. The combustion chamber inner casing is often called the lighthouse. D. Air enters the combustion section from the compressor diffuser. Fuel is mixed with the air and burned. Some air flows through the liner dome and holes in the forward part of the barrel section for combustion. Air also flows through holes and passages in the sides of the liners to control the burning pattern and provide cooling of the combustion liner walls. The hot gases pass through the transition section of the liners into the turbine.

12-4

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE E. Components of the combustion section are: 1. 2. 3. 4. 5.

Combustion Combustion Combustion Combustion Combustion

Outer Case (2-piece or l-piece). Liners (6). Liner Supports. Liner Clamps and Spacers. Chamber Inner Casing (Lighthouse).

12-3.

COMBUSTION OUTER CASE.

12-4.

Descric)tion and Operation. A. The combustion outer case is the structural support member that supports and aligns the diffuser to the turbine assembly. B. It is a pressure vessel that forms the outer wall of an annulus in which the combustion liners are supported. The six combustion liner supports attach to and protrude into the outer combustion case to support the combustion liners axially. Igniters are assembled with the liner supports in liner positions two and five. NOTE Some engines may have a 1 piece combustion outer case. The 2 piece combustion outer case is an option and will be discussed in this section. C. The 2-piece outer combustion casing has axial split line bolted flanges, which allows for direct view inspection or replacement of the combustion liners, when l-piece (half) of the 2-piece outer combustion cas ng is removed.

12-5.

Removal. CAUTION THE ENGINE MUST BE SUPPORTED AT THE DIFFUSER AND THE TURBINE UNIT ASSEMBLY WHILE ONE OF THE OUTER COMBUSTION CASE HALVES IS LOOSE OR REMOVED. NOTE To remove and install the one piece combustion outer case the turbine unit assembly must be removed, refer to Section 13. A. Either half of the outer combustion case may be removed. The upper left half (referred to as the upper) will expose combustion liners 1, 5, and 6. The lower right half (referred to as the lower) will expose combustion liners 2, 3, and 4. The position of the axial

JAN/91

12-5

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE spl itlines allows access to the crossover clamps associated with the exposed combustion liners. NOTE ●

Remove the liner supports and igniter per Paragraph 12-25.

●

Record location of all bolts, components, brackets, thermocouple harness, etc., for installation.

B. Remove components adjacent and attached to the outer combustion case half selected for removal, including the three liner supports (one with an igniter), brackets, and thermocouple harness(s). CAUTION ONLY ONE OUTER COMBUSTION CASE HALF MAY BE REMOVED AT A TIME. THE REMAINING CASE HALF MUST REMAIN IN PLACE TO HOLD ALIGNMENT. IF BOTH HALVES NEED TO BE-----REMOVED AT SAME TIME, THE TURBINE UNIT ASSEMBLY MUST ---..,----. . . . -. . . .L$t KtMUVHJ, KLl_tK I(J 3LL11UN 1.5. NOTE ●

It is permissible to use a soft drift (brass or aluminum) to tap out the close tolerance bolts.

●

Record the locations of the close tolerance bolts, brackets and extra length bolts at bracket locations for installation.

c. Remove the nuts and bolts from both horizontal splitline flanges and from the splitlines with the diffuser and with the turbine inlet case as necessary to release the particular case half (Ref. Figure 12-2). D. Loosen the nuts two full turns in the splitlines of the diffuser and the turbine inlet case on the casing half not being removed. CAUTION DO NOT PRY OR INSERT TOOLS BETWEEN ANY OF THE SPLITLINE FLANGES. DAMAGE TO THE SEALING SURFACES MAY OCCUR. E. Use jackscrews in the threaded holes in the lower case half splitline flanges to separate the case halves. Varying the tension on the support at the diffuser may help free the case half. Do not pry or use tooling between any splitlines (Ref. Figure 12-2). F. Remove the case half and place it where it will not be damaged. 12-6

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

JACKSCREW JACKSCREW UPPER CASE 0.3125-24 UNJF-3B) (0.31 25-24 UNJF-3B) \ 345678910111213 1415161718192021222324 25 mmm. .mmmm mm m. Un m.m, m.m.mun. mm.

●

\

HORIZONTAL SPLITLINE

/

48 40 40

10

10

,30 30 An SPLITLINE LOOKING FORWARD

FRONT SPLITLINE LOOKING FORWARD

QHPO03XA Figure 12-2. JAN/91

Spl itl ine Locations.

12-7

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE CAUTION DO NOT DAMAGE FLANGE SEALING SURFACES. G. Remove any sealing compound from the sealing face. Use a cloth or Scotch Brite dampened with water. If necessary, use a copper scraper with care not to damage sealing surfaces. 12-6.Inspection (Both 2-~iece or l-piece conficwrations]. A. Inspect the outer combustion case for cracks, dents, bulges, and Smooth splitline leakage. Cracks and sharp dents are not allowable dents or bulges to 0.250 in. (6.35 mm) depth or height are a“ 1 owabl e if the cause is known and corrected. B. Discoloration of the outer combustion case is allowable, but should be investigated as a possible indication of fuel nozzle-or combustion liner problems. 12-7.

Installation. A. Prior to placing the removed outer combustion case half in position, coat sealing surfaces of horizontal flanges with EMS-27700 sealant (Plastiseal F). B. Place the removed outer combustion case half in position. Loosely install the combustion liner support assemblies and igniter with new gaskets to ensure axial positioning of the combustion liners. co Use a soft drift to achieve hole alignment and loosely install the close tolerance bolts (hex head) in the proper holes. Loosely install the remaining bolts and nuts in the splitlines with the diffuser and with the turbine inlet case. D. In the horizontal splitline flanges, loosely install the close tolerance bolts (hex head) in holes 2, 8, 14, 20 and 26 numbered from the diffuser end. Loosely install the remaining bolts and nuts (Ref. Figure 12-2). E. Torque the horizontal splitline flange bolts as follows: 1. On one horizontal splitline flange, torque to 140 lb in. (15.8 N“m) above prevailing nut torque in the following sequence: Bolt position numbers 14, 15, 13, 16, 12, 17, 11, 18, 10, 19, 9, 20, 8, 21, 7, 22, 6, 23, 5, 24, 4, 25, 3, 26, 2, 27 and 1. 2. Repeat Step 1. for the opposite horizontal splitline.

12-8

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 30 On the first splitline, retorque to 265-275 lb in. (29.9-31.1 N-m) above prevailing torque in the same sequence as Step 1. 4. Repeat Step 3. for the opposite splitline. 5. Remove excess sealant applied in Step A. F. Torque the close tolerance bolts (hex head) and the remaining bolts and nuts in the splitlines with the diffuser and with the turbine inlet case to 100-110 lb in. (11.3-12.4 N“m) and then torque 200-220 lb in. (22.6 to 24.8 N-m). NOTE Install combustion liner supports and igniter per Paragraph 12-27. G. Install the components adjacent and attached to the outer combustion case half, including the three combustion liner supports (one with an igniter), brackets, and thermocouple harness(s) that were removed for the procedure. 12-8. COMBUSTION LINERS. 12-9.

Removal. NOTE The combustion liners can be removed by two methods; (1) With the engine in a shop with the engine’s turbine unit assembly removed and (2) with the engine installed by removing one of the outer combustion case halves. The instructions contained here are for method (2) only. The instructions for method (1) are contained in Section 13, which if possible, is the recommended way. A. Remove the outer combustion case half (Ref. Paragraph 12-5). NOTE If more than one combustion liner is to be removed, complete the removal of each one before proceeding to the next combustion liner. B. Remove the nut and bolt from the crossover clamp on both sides of the combustion liner (Ref. Figure 12-3).

JAN/91

12-9

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE CAUTION DO NOT ALLOW CROSSOVER SPACERS OR ANY OTHER MATERIAL TO DROP INTO THE ENGINE. ANY MATERIAL DROPPED INTO ENGINE MUST BE REMOVED. c. Remove each clamp and the associated spacer(s) from between the crossover tube ferrules. Note the position and thickness of the spacers. The fuel nozzle attaching bolts may be loosened to allow spacer removal. D. Remove the three borescope port plugs associated with the liner from the turbine inlet case per Section 13. E. Remove the fuel nozzle.

Record the position (Ref. Section 4).

F. Lift the nozzle end of the combustion liner forward and out to remove. Record the position of the combustion liner for troubleshooting and/or installation. 12-10. Inspection. NOTE Refer to Section 3, Engine Inspection and Maintenance Tasks, Paragraph 3-6 for inspection and damage limits for combustion liners whether installed or removed. The limits are the most severe conditions that are allowed to continue operation. If combustion liners are either removed or accessible with an outer combustion casing half removed, consideration should be given to replacing marginally serviceable liners, or individual liner sections (front liner section and/or transition section). 12-11. Installation. A. Place the combustion liner in position with the transition section opening over the first stage turbine vanes. Work the liner rearward until it is in position. The axial position of the liner is determined by the liner support and the liner support ferrule. Measuring the distance may help position the liner for easier installation. B. Install the fuel nozzle with gasket. Tighten bolts finger tight. C. Use a small drift, punch or screwdriver to align the grommets, and install the three associated borescope port plugs with gaskets per Section 13.

12-10

JAN/91

—

Allison Engine Company

501-KB5 DEC OpERATION

AND

IZUNTENANCE

‘v QHPO05XD Figure 12-3.

Combustion Liner Crossover Clamping. CAUTION

IT IS IMPORTANT TO ACCURATELY MEASURE THE CROSSOVER FERRULES GAP AND INSTALL CORRECT SPACER TO FILL THE GAP DIMENSION AS CLOSE AS POSSIBLE TO PREVENT AND MINIMIZE ANY STRESS DAMAGE ON THE CROSSOVER FERRULES. D. Use shim gages to measure the minimum gap dimension between the crossover ferrules at each crossover clamp location, and record by position as dimension A. Select spacer(s) for each position equal to Dimension “A” plus or minus 0.005 in. (0.127 mm). E. Loosen fuel nozzle bolts if necessary, and install the spacers between the crossover ferrules. F. Position the crossover clamps over the spacers and crossover ferrules with the open portion outward. Install the clamp bolt with the bolt head toward the engine inlet. Install a new nut, and torque to 25-35 lb in. (2.82-3.95 N-m) above prevailing torque (the torque of the lock nut drag). G. Visually inspect to ensure the clamp is fitted correctly over the ferrules and spacers and the nut is not bottomed on the threads. Check that the clamp will not turn on the ferrule with hand pressure. H. Make sure the fuel nozzle will lay flat on the mounting pad. If it will not, remove the crossover clamps and recalculate the required spacer thickness. I. Complete the installation of the fuel nozzle per Section 4. JAN/91

12-11

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE J. When all combustion liners have been installed, inspect and remove any foreign material. Install the outer combustion case ha f (Ref. Paragraph 12-7). 12-12.

OTHER COMBUSTION SECTION COMPONENTS.

12-13.

Crossover Clamps. A. The six crossover clamps with spacers connect the crossover ferrules of adjacent combustion liners. B. The crossover clamps should be inspected whenever the engine is disassembled enough to expose them.

12-14.

Combustion Inner Case. A. The combustion inner case is attached to the turbine inlet case and is a slip fit with expander ring seals into the inner bore of the compressor diffuser. It forms the inner wall of an annulus in which the combustion liners are supported. B. Inspect the inner combustion casing when other maintenance causes the engine to be dissembled sufficiently for inspection. Inspect for cracks and wear in the piston ring grooves and the mating surfaces of the diffuser sleeve. No cracks are allowed. Maximum piston ring groove width is 0.269 in. (6.83 mm)

12-15.

Combustion Inner Case Liner. A. The combustion inner case liner fits inside the inner combustion case to form a double wall assembly with an air space between to provide thermal protection. The turbine shaft and oil tubes for the front turbine bearing pass through the bore of the inner combustion case and liner assembly, which is often called the lighthouse. B. Inspect the combustion inner casing liner when other maintenance causes the engine to be dissembled sufficiently for inspection. Inspect for cracks and damage in the seal grooves. No cracks are allowed.

12-16.

ENGINE IGNITION SYSTEM.

12-17.

DESCRIPTION AND OPERATION. A. The engine is equipped with a capacitor discharge, high voltage, high energy type ignition system. The ignition system includes an ignition exciter and two spark igniters. The spark igniters are mounted in number 2 and number 5 combustion liners. Two high tension,

12-12

JAN/91

Allison Engine Company

w1-KB5 DEC OPERATION AND MAINTENANCE shielded lead assemblies connect the ignition exciter to the spark igniters. B. The 20 to 29 volts dc input power required by the ignition exciter is supplied through a relay which, in turn, is controlled by the control system. During engine starting, the control circuits energize the ignition system at approximately 2200 engine rpm and de-energize the system at approximately 8400 engine rpm. NOTE The ignition system is the same for gaseous or liquid fuels. c. After ignition takes place in number two and five combustion liners, the flame propagates via crossover tubes to the remaining four liners. Once the fuel-air mixture is burning, combustion is selfsustaining as long as fuel is supplied. 12-18.

EXCITER.

12-19.

Description and O~eration. A. The exciter is a high tension, triggered gap, capacitor discharge type exciter. The exciter furnishes the high voltage required to fire two spark igniters, one in the number 2 and one in the number 5 combustion liners. The exciter is a hermetically sealed unit. B. The exciter will operate satisfactorily on dc voltaae ranaina between 20 and 29 volts. Variations in input ~oltage affec~ the ~pa~k rate but do not have a proportionate effect on the amount of energy dissipated in the spark. NOTE For liquid fuel engines the exciter can be mounted on the top of the compressor section just behind the air intake housing. For gaseous and dual fuel engines the exciter is mounted off the engine in an explosion proof enclosure. The maintenance for either mounted exciter is the same, the off-engine mounted exciter will be covered in this Section.

12-20.

Removal. WARNING THE IGNITION SYSTEM MUST BE OFF FORAT LEAST 5 MINUTES BEFORE HANDLING THE EXCITER. THIS PERIOD OF TIME PERMITS BLEED RESISTORS WITHIN THE EXCITER TO DISSIPATE ENERGY STORED IN THE CONDENSERS. SEVERE INJURY OR DEATH MAY OCCUR, IFAN ENERGIZED EXCITER IS HANDLED.

JAN/91

12-13

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE NOTE Hold terminal assembly to prevent lead assembly from turning. A. Disconnect terminal assemblies (18, Figure 12-4) from exciter (l). WARN ING AS AN ADDED PRECAUTION TO GET RID OF ANY DANGEROUS ENERGY WHICH COULD PERSIST IF THE BLEED RESISTORS WERE OPEN, SHORT THE CENTER ELECTRODE OF THE HIGH TENSION CONNECTOR TO THE CASE OF THE EXCITER. B. Remove bolts (2), washers (3), nuts (4), and exciter (1) from LH and RH supports (5 and 6). C. If required, remove nuts (7), LH support (5) and/or RH support (6). 12-21.

Inspection. WARN ING THE EXCITER TEST MUST NOT BE PERFORMED IN AN AREA WHERE THERE IS THE POSSIBILITY OF A FUEL LEAK OR ANY OTHER EXPLOSIVE MATERIAL WHICH COULD BE IGNITED. INJURY OR DAMAGE MAY OCCUR. A. Connect two known good lead assemblies (8, Figure 12-4) and igniters (29) to exciter (l). WARN ING NEVER HANDLE ENERGIZED IGNITER. SERIOUS PERSONAL INJURY MAY OCCUR FROM CONTACT WITH AN ENERGIZED IGNITER. B. Clip a jumper from the igniter (29) case and to the ground of the power supply. CAUTION CONNECT 24 VOLT POSITIVE LEAD TO THE EXCITER INPUT PIN AND NEGATIVE LEAD TO EXCITER CASE. REVERSING POLARITY CAN CAUSE INTERNAL DAMAGE TO THE EXCITER. C. Apply 24 volts dc to input terminal of the exciter (l), using a minimum wire size of 16 gage, and observe firing, of the igniter.

12-14

JAN/91

Allison Engine Company

13 14 15

I

1. EXCITER 2. BOLT (4) 3. WASHER (4) 4. NUT (4) 5. L.H. BRACKET 6. R.H. BRACKET 7. NUT (4) 8. LEAD ASSY (2) 9. BOLT 10. LONG BOLT 11. CLAMP (4)

12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.

NUT (2) BOLT’(Z) CLAMP (2) NUT (2) LEAD FLANGE (2 TERMINAL ASSY 2) TERMINAL ASSY 2) WASHER (4) WASHER (4) SOCKET (4) CONNECTOR (4)

Figure 12-4. JAN/91

f-l

23. 24. 25. 26.

SPRING ASSY (4) NUT (4) BOLT (9) LONG BOLT QHI032AA BRACKET :;: DOUBLE ANGLE BRACKET (2) 29. IGNITER (2) LINER BODY SUPPORT (4) :;: STEEL EMBOSSED GASKET (6) LINER SUPPORT (6) COPPER CLAD GASKET {6)

Engine Ignition System. 12-15

Allison Engine Company

I

501 -KB5 DEC OPERATION AND MAINTENANCE CAUTION NEVER OPERATE AN EXCITER WITHOUT LEADS AND IGNITERS. SPARK INTENSITY IS SUCH THAT CONNECTORS WILL BE DAMAGED FROM ARCING.

I

CAUTION THE IGNITION SYSTEM HAS A MAXIMUM CONTINUOUS RATING OF THREE MINUTES. HOWEVER, TO PREVENT OVERHEATING OF THE EXCITER, THE OPERATING CYCLE SHOULD NOT BE MORE SEVERE THAN TWO MINUTES ON, THREE MINUTES OFF, TWO MINUTES ON AND 23 MINUTES OFF. DAMAGE WILL OCCUR, WHEN THE EXCITER OVERHEATS. D. Determine whether the observed spark is the initial (trigger) spark, or the actual ignition spark. The trigger spark is a continuous, flowing spark, while the ignition spark is instantaneous, very brilliant, and accompanied by a sharp report. This latter spark observed at each igniter is repetitive with a rate of approximately six to eight sparks per second. If either igniter fails to fire, fires at a greatly reduced rate, fires intermittently, or fires only the trigger spark, replace the exciter. E. If there is a question about the exciter after the above tests, check the unit at 20 volts dc input voltage measured at the input terminals to the exciter. The minimum acceptable spark rate at 20 volts dc input voltage is four sparks per second. 12-22.

Installation. A. If removed, install LH support (5, Figure 12-4) and/or RH support (6), secure with nuts (7). Torque nuts to 74-89 lb in. (8.4-10.0 Nom). B. Install exciter (1) to LH and RH supports (5 and 6), secure with bolts (2), washers (3), and nuts (4). Torque nuts to 74-89 lb in. (8.4 -10.0 N-m).

I

NOTE Hold terminal to prevent lead assembly from turning. C. Install terminal assemblies (18) to exciter (l). Torque terminal nuts (24) to 100-120 lb in. (11.3-13.6 Nom) and lockwire nuts to each other.

12-16

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 12-23.

IGNITER, LINER SUPPORTS, AND LINER BODY SUPPORTS.

12-24.

Description and Or)eration. A. Two igniters are mounted on the outer combustion case, one igniter for the number two combustion liner and one igniter for the number five combustion liner. B. The liner supports are used to position the combustion liners and retain them axially. co Combustion liners (number 1, 3, 4, and 6) which do not have igniters have a liner body support to position and support these combustion liners. D. The igniter receives the electrical energy from the exciter during starting to ignite the fuel-air mixture in the combustion liners.

12-25.

Removal. WARN ING NEVER HANDLE AN ENERGIZED IGNITER. MAKE SURE THAT IGNITION SYSTEM HAS BEEN OFF FORAT LEAST FIVE MINUTES BEFORE REMOVING AN IGNITER. THIS TIME WILL ALLOW THE EXCITER BLEED RESISTORS TO DISSIPATE ALL ENERGY STORED IN THE CONDENSERS. SEVERE INJURY OR DEATH MAY OCCUR IF AN ENERGIZED IGNITER IS HANDLED. NOTE Removal of the igniters and liner body supports are the same procedures, except for the lead assemblies. Delete following Step 1., if only removing the liner body supports. NOTE Hold lead assembly to prevent from turning when removing nut. A. Disconnect terminal assembly (17, Figure 12-4) from igniter (29). Hold lead assembly (8) to prevent any twisting damage when removing nut (24). Remove lead assembly from igniter by pulling straight outward with no rotational movement. B. Apply penetrating oil, VV-P-216, to bolts (25 and/or 26) and allow sufficient time for penetrating oil to penetrate the threads.

JAN/91

12-17

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE NOTE Record location of long bolts for installation and liner supports. C. Remove bolts (25 and/or 26), igniter (29) and/or liner body support (30), steel embossed gasket (31), liner support (32), and copper clad gasket (33) from oute~ combustion case. Discard -all ”gaskets”.” 12-26.

Insr)ection. NOTE If liner support is worn on one side and not worn through, the liner support may be used again, but will have to be rotated 180 degrees on installation. A. Inspect liner support (32, Figure 12-4) for wear and/or burning. Wear over 0.03125 (1/32) inch (0.8 mm) deep on both sides or if liner support is worn through is cause for replacement of the liner support. NOTE During engine operation, the electrodes erode (or burn away) becoming rounded. This is a natural condition and does not affect igniter performance unless the electrode becomes shorter than the ceramic, when this condition occurs, replace the igniter. B. Inspect the igniter center electrode length. If electrode is shorter than the ceramic, replace the igniter. C. Inspect the igniter ceramic tips for cracks. If any cracks are visible through the carbon coating, replace the igniter. D. Clean igniter’s carbon deposits using a bristle brush or a clean dry cloth. E. Inspect igniter firing. WARNING NEVER HANDLE AN ENERGIZED IGNITER. SERIOUS PERSONAL INJURY MAY OCCUR FROM CONTACT WITHAN ENERGIZED IGNITER.

12-18

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

WARNING THE IGNITER TEST SHOULD NOT BE PERFORMED IN AN AREA WHERE THERE IS THE POSSIBILITY OF A FUEL LEAK OR ANY OTHER EXPLOSIVE NATERIAL WHICH COULD BE IGNITED. INJURY OR DAMAGE MAY OCCUR. 1. Connect a known good exciter (1, Figure 12-4) and a lead assembly (8) to the igniter (29) being “tested. 2. Clip a jumper from the igniter (29) case and to the ground of the power supply. CAUTION CONNECT 24 VOLT POSITIVE LEAD TO THE EXCITER INPUT PIN AND NEGATIVE LEAD TO EXCITER CASE. REVERSING POLARITY CAN CAUSE INTERNAL DAMAGE TO THE EXCITER. NOTE Difference “ n spark rate between the two igniters is not cause for replacement unless the spark rate is intermittent. 3. Apply 24 volts dc to the input terminal of the exciter, usinq minimum wire size of 16 gage, and observe the firing. ‘If sp~rk rate is intermittent, replace the igniter. F. Shut off 24 volts dc power to exciter, short the igniters with insulated tool. G. Remove igniter from test equipments. 12-27.

Installation. A. Apply Ablube, MIL-L-25681, to the bolts’ (25 and/or 26, Fiwre 12-4) threads. NOTE

●

The order of assemble must be the following order: copper clad gasket, liner support, steel embossed gasket, and then liner body support or igniter.

●

Make sure that no moisture, lubricant, or foreign material is in the igniter’s lead terminal insulator or the electrical connector wall of the igniter.

. If line support wear is 0.03125 (1/32) inch (0.8 mm) and not worn through rotate 180 degree and install. JAN/91

12-19

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE B. Install copper clad gasket (33), liner support (32), steel embossed gasket (31), and liner body support (30) or igniter (29), secure with Ablube threaded bolts (25 and/or 26). Torque bolts to 70-85 lb in. (8.0-9.6 Nom). CAUTION HOLD LEAD ASSEMBLY TO PREVENT TURNING WHEN TIGHTENING OR TOROUING NUT TO PREVENT DAMAGE TO THE LEAD ASSEMBLY. c. Connect a terminal assembly (17) to each igniter (29), while holding lead assembly (8), torque nut (24) to 100-120 lb in. (11.3-13.6 Nom). D. Lockwire terminal assembly (17) and/or bolts (25 and/or 26) as shown in Figure 12-5. E. Repeat Steps A. thru D. until all igniters (29) and liner body support (30) are installed. 12-28.

LEAD ASSEMBLIES.

12-29.

Removal. WARNING SERIOUS PERSONAL INJURY MAY OCCUR IF IGNITION SYSTEM IS ENERGIZED. A. Make sure 24 volts dc is removed from exciter (1, Figure 12-4). UARN ING THE IGNITION SYSTEM SHOULD BE OFFAT LEAST 5 MINUTES BEFORE HANDLING THE IGNITION SYSTEM COMPONENTS. SEVERE INJURY MAY OCCUR. B. Disconnect terminal assemblies (18, Figure 12-4) from exciter (1) while holding lead assembly (8) to prevent twisting. Remove terminal from exciter by pulling straight outward with no rotational movement. C. Disconnect terminal assemblies (17) from igniters (29) while holding lead assembly (8) to prevent twisting. Remove terminal from igniter by pulling straight outward with no rotational movement. NOTE Record location of clamps and long bolts for installation.

12-20

JAN/91

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE D. Remove bolts (9, 10, and 13), clamps (11 and 14), nuts (12 and 15), and lead flange(s) (16) as required. 12-30.

Inspection. A. Inspect lead assemblies for cuts, kinks, and damage. Replace as required. B. Inspect terminal assemblies (17 and 18, Figure 12-4) for damage. Replace washers (19 and 20), socket (21), connector (22), or spring assemblies (23) as required.

12-31.

Installation. A. Install lead assembly(ies) (8, Figure 12-4) to exciter (1) and igniter (29). Tighten terminal nuts (24) finger tight only. B. If required, install bolts (9, 10, and 13), clamp (11 and 14), nuts (12 and 15), and lead flange(s) (16) to positions record on removal, Torque all nuts to 37-42 lb in. (4.2-4.7 Nom). CAUTION HOLD LEAD ASSEMBLY TO PREVENT TURNING WHILE TIGHTENING OR TORQUING NUT TO PREVENT DAMAGE TO THE LEAD ASSEMBLY. C. Hold lead assembly (8) to prevent turning, torque nut (24) to 100-120 lb in. (11.3-13.6 N-m) and lockwire per Figure 12-5.

Figure 12-5. JAN/91

QHI031XE Lockwiring of Igniter, Igniter Lead, and Liner Support. 12-21

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE SECTION 13 TURBINE UNIT ASSEMBLY TABLE OF CONTENTS Description

Paraara~h

JAN/91

Paae No.

13-1

Description and Operation

13-5

13-2

Maintenance and Inspection

13-6

13-3

Turbine Unit Assembly Removal

13-6

13-4

Combustion Inner Casing and Combustion Inner Casing Liner Removal

13-18

13-5

Front Bearing, Front Bearing Support, Front Bearing Cage, and Front Bearing Labyrinth Seal Removal

13-19

13-6

Inlet Casing Removal

13-24

13-7

Vane Casing and 2nd, 3rd, and 4th Vanes Removal

13-27

13-8

Rotor Assembly Removal

13-29

13-9

Rear Bearing Support Disassemble

13-32

13-10

Cleaning

13-34

13-11

Diffuser Sump Area

13-34

13-12

Turbine Unit Assembly Components

13-37

13-13

Bearing (No. 3 and No. 4)

13-37

13-14

Inlet Casing, Vane Casing, Vanes, and Rear Bearing Support

13-38

13-15

Turbine Unit Assembly Inspection

13-39

13-16

Assemble Rear Bearing Support

13-40

13-17

Rotor Assembly and 2nd, 3rd, and 4th Vane Installation

13-42

13-18

Inlet Casing and 1st Stage Vane Installation

13-45

13-19

Front Bearing Support and Front Bearing Cage Installation

13-47

13-1

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE ParaqraDh

t)escri Dtion

Paqe No.

13-20

Front Labyrinth Seal, Bearing, Shaft Adapter, Shaft Coupling, and Turbine Coupling Clamp Nut Installation

13-48

13-21

Rear Bearing Clamp Nut Installation

13-50

13-22

Rotor Assembly Axial Clearance Measurement

13-51

13-23

Combustion Inner Casing, Combustion Inner Casing Liner, Scavenge Oil Tube, and Tube and Nozzle Assembly Installation

13-52

13-24

Combustion Liners Installation

13-53

13-25

Turbine Unit Assembly Installation

13-55

13-26

Engine Installation

13-60

INDEX TO FIGURES Fiqure No.

13-2

Paqe No.

13-1

Turbine Unit Assembly Cross Section

13-7

13-2

Compressor Holder, 3755

13-9

13-3

Turbine to Compressor Tie Bolt

13-10

13-4

Removal of Tie Bolt Retaining Nut

13-11

13-5

Removal of Tie Bolt

13-12

13-6

Loosening Rear Bearing Clamp Nut

13-12

13-7

Removal and Installation of Turbine Unit Assembly

13-14

13-8

Lifting Adapter, 6799620

13-16

13-9

Engine Turnover Stand, 6797352, and Stand Adapter, 6796644

13-16

13-10

Positioning Turbine Rotor Wrench, 6796569

13-17

13-11

Rotor Clearance Adjusting Jack, 6797484

13-17

13-12

Removing Combustion Liners

13-18

JAN/91

1 Allison Engine Company

501-KB5 DEC OPERATION-AND -~ INTENANCE INDEX TO FIGURES (CONT) . Fiqure No.

JAN/91

Title

Paqe No.

13-13

Combustion Inner Casing, Combustion Inner Casing Liner, and Front Bearing Support

13-20

13-14

Removing Combustion Liner Casing

13-22

13-15

Removing Combustion Liner Casing Liner

13-22

13-16

Removing Turbine Clamping Nut

13-23

13-17

Removing Bearing Inner Race and Rollers

13-23

13-18

Removing Front Bearing Support

13-24

13-19

Removing Front Bearing Outer Race

13-25

13-20

Removing Front Bearing Labyrinth Seal

13-26

13-21

Inlet Casing, Vane Casing, and Rear Bearing Support

13-28

13-22

Removing Front Bearing Labyrinth Seal

13-30

13-23

Removing Vane Casing

13-30

13-24

2nd, 3rd, and 4th Stage Vane Locations

13-31

13-25

Removal of Rotor Assembly

13-31

13-26

Removing Rear Bearing Inner Race and Labyrinth Seal

13-32

13-27

Rotor Assembly Installed in Rotor Transportation and Storage Stand

13-33

13-28

Removing Rear Bearing Cage

13-34

13-29

Removing Rear Bearing Outer Race

13-35

13-30

Removing Metallic O-ring Seals

13-35

13-31

Diffuser Sump Carbon Deposit Buildup Location

13-36

13-32

Rear Bearing Retainer Bolt Torque Sequence

13-43

13-33

Rear Bearing Rollers Retainer, 6798242

13-43

13-34

Installing Rotor Assembly

13-44

13-3

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE INDEX TO FIGURES (CONT) . Fiqure No.

Title

Pacie No.

13-35

1st Stage Vane and Saddle Positions

13-46

13-36

Seating Front Bearing and Labyrinth Seal

13-49

13-37

Rear Bearing Clamp Nut Installation

13-50

13-38

Rotor Assembly Axial Clearance Measurement

13-51

13-39

Combustion Liner Crossover Clamping

13-54

13-40

Scavenge Oil Tube and Tube and Nozzle Assembly Alignment

13-56

INDEX TO TABLES Table No. 13-1

13-4

Title Turbine Unit Assembly Inspection

Paqe No. 13-39

JAN/91

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE SECTION 13 TURBINE UNIT ASSEMBLY 13-1.

DESCRIPTION AND OPERATION. A. The turbine unit assembly converts the energy of the hot gases leaving the combustion liners into shaft horsepower (SHP) by the means of a four (4) stage turbine rotor assembly. The turbine unit assembly drives the compressor, accessory drive gearbox, power takeoff assembly, and driven equipment. B. The turbine unit assembly consists of the following components (Ref. Figure 13-1). 1. 2. 3. 4. 5. 6.

Combustion inlet casing. Combustion inlet casing liner. Inlet casing. Vane casing. Rear bearing support. Rotor assembly.

c. The combustion inlet casing and combustion inlet casing liner form a heat shield and enclose the scavenge and pressure oil tubes and the turbine shaft. The combustion inlet casing liner incorporates a bellows type expansion joint at the rear end to allow for expansion, contraction, and/or misalignment. D. The inlet casing encloses the 1st stage vane assembly, front bearing support, and bearing (No. 3). The inlet casing is bolted to the combustion outer casing, at the forward end, and to the vane casing at the rear end. E. The vane casing encloses the rotor assembly and the 2nd, 3rd, and 4th vane assemblies. The vane casing is bolted to the inlet casing, at the forward end, and to the rear bearing support, at the rear end. F. The rear bearing support houses the rear bearing (No. 4), rear bearing labyrinth seal, provides a mount flange for the rear scavenge oil pump, and for the turbine outlet temperature (TOT) thermocouples (T/C) . The rear bearing support provides an outlet duct for the hot exhaust gas. Go The rotor assembly consists of four turbine wheels supported by roller bearings at each end. The four stage turbine rotor assembly provides the horsepower (HP) to drive the components. H. Labyrinth seals are used at the front and rear bearing locat ens.

JAN/91

13-5

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE 13-2.

MAINTENANCE AND INSPECTION . A. Allison Gas Turbine recommends the turbine unit assembly be sent to a Major Repair Center after 30,000 operation hours for inspection, repair, and overhaul. B. Inspect for surface defects of the turbine rotor blades and turbine vane assemblies as outlined in Section 3, Engine Inspections and Maintenance Tasks. C. Surface defects of the turbine rotor blades and vane assemblies are classified as dents, nicks, cracks, erosion, and hot corrosion (sulfidation).

13-3.

TURBINE UNIT ASSEMBLY REMOVAL. NOTE Removal of the turbine unit assembly can be done at the Maintenance Service Level 1 (Operational Level) provided fully trained qualified personnel and the special tools and equipment are available. A. Reasons for local removal of the turbine unit assembly are: 1. To perform a hot section inspection (HSI). 2. To replace the turbine unit assembly and/or the rotor assembly. 3. To replace a damaged component of the turbine unit assembly. B. Have available suitable lifts, stands, working areas, and all special tools required to perform the task. c. Remove engine as outlined in Section 1, Engine Description. D. The following removal procedures are assumed that the engine is removed and mounted in a transportation and storage stand, 6799609. WARNING THE IGNITION SYSTEM SHOULD BE OFF AT LEAST 5 MINUTES BEFORE HANDLING THE IGNITION SYSTEM COMPONENTS. SEVERE INJURY MAY OCCUR. 1. Initiate external stripping. Leave ignition leads attached to the igniters to protect the lead ends and record or identify all removed items for installation. 2. Lubricate the liner support and igniter bolts with penetrating oil, VV-P-216, and remove liner supports and igniter as outlined in Section 12, Combustion Section and Ignition System.

13-6

JAN/91

Allison Engine Company 501-KB5 DEC OP‘ERATION AND MAINTENANCE COMPRESSOR SECT~N

mF ROTOF

I

COMBUSTION OUTERCASING

I +

- - - - >. t I— - - - 1 0 >

~+

— . . . . .,-,. . % . ~.,. .*T . ... . . .“ ,’.

3)

-’TT---Tyy COMBUSTION .#--

ST; STAGE S%E TURBINE TLK TURBINE II

.Ai

,-

A

-/7\–\

LKXIOiiEL DRAIN VALVE

Figure 13-1.

JAN/91

‘

Turbine Unit Assembly Cross Section Schematic (Sheet 1 of 2).

13-7

Allison Engine Com@my .!. . . 501-KB5 DEC OPERATION AND MAINltJWNLL TuRBINE UNIT ASSY

----+

COOLING AIR ~ VENTEDAIR ~ EXHAUSTAIR ‘“’’”O

106.8

RPM DEGF DEGF LBS/HR

Unitless

Page 1 Log OFF

GAS V DEMAND GAS V POSITION

124.6 VDC 142.4 VDC

LIQ V DEMAND LIQ V POSITION

160.2 VDC 178.0 VDC

LIQ=O

194.7 Unitless

GAS>O

FUEL OFF=O ON>O

212.4 Unitless

data fail 1

3.2

2Change 3Log

4NVinit

5

6

7SavePg 8Reset 91ndex OQuit

FUNCTION KEYS. A. The function key field shows the functions associated with them, i.e. F2 . . . . Change mode F3 . . . . Historical Data Log mode F4 . . . . NVM Initialization mode

Append x-8

JAN/91

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE F7 . . . . Save page data to file F8 . . . . Data fail reset Index to pages ;?0”::: Quit (terminate session) 3.3

PAGE SELECTION. A, The mode of operation we are currently operating in is the Monitoring mode, whereby parameters may be viewed (monitored) page by page, but no changes can be made to them. B. In order to view other pages, either page number may be entered directly followed by pressing the return key, - . or the Home, End, PgUp or PgDn-keys may be-used: Home . . . . . . . End . . . . . . . PgUp . . . . . . PgDn . . . . . . .

displays disp” ays . disp” ays disp” ays

the the the the

first page very last page previous page next page NOTE

Try out these page movement keys a few times to familiarize operation. In all cases, note that the page number display changes, and that the page title changes to reflect the newly selected display page. c. If pages are selected by page number, then the numbers appear in the header field as they are typed in, and are removed on pressing the return key. DCOMMS will limit you in a maximum number equivalent in the number of pages available. The Del key may be used to edit the page number in this direct page number entry mode. D. Obviously it would be a tedious process to scan throuah pages using the page selection keys until you came across the act~al page you are interested in. In this case, an Index to pages may be called up through use of function key F9. Press the F9 key. Immediately an index is shown, similar to Table 2, depicting page numbers and the associated page titles. (When more than 12 pages exist, the up and down cursor keys may be used to scroll through the list.) Having noted the page you are interested in, exit Index mode by pressing F1O, then enter the page number directly as outlined above (page number then Return). 3.4

SAVE PAGE. A. A facility is provided for saving a currently selected Monitoring mode display page to a logical file (e.g. disk).

JAN/91

Appendix-9

Allison Engine Company 501-KB5 DEC OPHWI1ON AND MAINltNANLt Test Mode Table 2. Station:Allison 501KB5

I

Mode Monitor Clock 01-18-89 09:17

TEST MODE

Page 1 Log OFF

Index to pages ENGINE PARAMETERS ; LIGHTOFF DETECTION 3 CONTROL MODES 4 CONTROL ADJUSTMENTS SELECTORS/TIMERS/SDs 2 METER ADJUSTMENTS 7 FLT LOG PREV STRT 7 8 FLT LOG PREV STRT 6 FLT LOG PREV STRT 5 1? FLT LOG PREV STRT 4 11 FLT LOG PREV STRT 3 12 FLT LOG PREV STRT 2 use cursor keys to scroll, F1O to quit data fail 1

2

3

Station:Allison 501KB5

4

5

6

7

8

9

Mode Monitor Clock 01-18-89 09:17

TEST MODE

OQuit Page 1 Log OFF

Index to pages LIGHTOFF DETECTION : CONTROL MODES 4 CONTROL ADJUSTMENTS 5 SELECTORS/TIMERS/SDs 6 METER ADJUSTMENTS 7 FLT LOG PREV STRT 7 8 FLT LOG PREV STRT 6 9 FLT LOG PREV STRT 5 10 FLT LOG PREV STRT 4 11 FLT LOG PREV STRT 3 12 FLT LOG PREV STRT 2 13 FAULT LOG-CURRENT use cursor keys to scroll, F1O to quit

I

data fail 1

2

3

4

5

6

7

8

9

OQuit

I Appendix-10

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE B. This is particularly useful for test recording purposes and data collection, where post system running analysis may be required. c. To save a Daae of information, use the SavePQ (F7) function kev. DCOMMS wili ~rompt for a valid filename (use-some~hing that la;er makes sense) and will then send the Mon. tor page information to that page. D. See Paragraph 6.2 for procedure to send save a page to printer. 4.0

FAULT LOG.

4.1

FORMAT . A. The DCOMMS Fault Log consists of two segments: warnings and shutdowns. Also, some engine parameters are included for easy monitoring convenience (Ref. Table 3). The fault log is viewed in the monitoring mode and consists of seven (7) pages. Each page contains information of one (1) start and is updated as the next start is made. Hence, the most recent seven (7) starts are always available. B. The seven (7) pages of fault log have been numbered backwards so that the most recent start is the last page of DCOMMS (Ref. Table 2). This configuration allows for the easiest access to the current start fault log from any other page in the monitoring mode by simply pressing the end key. Test Mode Table 3.

Station:Allison 501KB5

FAULT LOG-CURRENT TEST MODE

START NO. ALARMS/WARNINGS N1 DIFF. T/C T/C T/C CIT CIT CIT

687.5 0000001010110100 START O/TMP RUN O/TMP yes yes OVERSPEED

ENGINE SPEED T/C TOT CALCULATED TIT FUEL FLOW RQST

DIFF. 1 FAULT 2 FAULT yes DIFF yes 1 FAULT 2 FAULT yes

SHUTDOWN

Mode Monitor Clock 01-18-89 09:17

704.0 709.5 715.0 720.5

Page 16 Log OFF

RPM DEGF DEGF LBS/HR

LIQ, FUEL data fail

1

.

JAN/91

2Change 3Log

4NVinit 5

6

7SavePg

8Reset

91ndex OQuit

Appendix-n

Aliison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE 4.2

WARNINGS. A. The portion of the fault log for warnings is set up such that multiple warnings may be displayed as they occur in operation. When a warning signal is transmitted to the PC from the DCA, a YES will appear to the side of the warning designator.

4.3

SHUTDOWNS. A. The portion of the fault log for shutdowns is set up such that no message is given until a shutdown occurs. When a shutdown does occur, the cryptic response will be displayed near the bottom of the screen. B. Both the warnings and the shutdown messages are reset as a new start This moves the data to the next page of fault log for is attempted. later evaluation.

5.0

ADJUSTMENTS CHANGE MODE. A. This mode allows parameters to be altered in engineering units, with protection applied in terms of password entry and limited authority of adjustment. B. Parameters may be changed either by direct value entry or by trimming facilities. c. Parameters that are chanqed may be either RAM or NVM based: aenerallv RAM based parameters are-used ~or temporary changes while NVfi change: are made for permanent changes.

5.1

ADJUSTABLE PARAMETERS AND RANGES. Ad.iustment Parameter Liq. Ratio x 100 Gas Ratio x 100 K-Trim Load Share Gain Load Share Lag N Isoc Prop N Isoc Integral N Droop Prop TIT Prop TIT Integral KW Proportional KW Integral L=l, G=2, DF=3 Fuel-Conf. R=l, STCK=2, BT=3 Test-Conf.

Appendix-12

Maximum

Minimum

Nominal

120.000 120.000 50.000 560.000 5.000 3000.000 1251.800 3997.600 1014.910 607.630 871.880 707.480 3.000 3.000

0.391 0.391 -60.000 14.000 0.296 1500.000 751.100 1709.300 156.260 188.640 312.500 314.600 1.000 1.000

85.200 64.800 -8.700 140.000 3.432 2236.000 934.700 2465.700 600.000 400.000 500.000 499.700 3.000 1.000 JAN/91

Allison Engine Company !iO1-K135 DEC OPERATION AND MAINTENANCE Ad.iustment Parameter Fuel C/O Timer (seconds) Motoring Timer (seconds) Overspeed S/D (RPM) N Meter Gain (uV/RPM) N Meter Offset (mVDC) TOT Meter Gain (uV/Deg F) TOT Meter O/Set (mVDC) TIT Meter Gain (uV/Deg F) TIT Meter O/Set (mVDC) 5.2

Maximum

Minimum

Nominal

29.812 1800.000 15,800.000 636.380 1000.000 6396.500 1000.000 4529.500 1000.000

3.720 0.120 14,358.000 0.188 -100.000 12.207 -100.000 12.143 -100.000

11.200 180.000 15,800.000 625.000 0.000 6250.000 0.000 4444.000 0.000

ENTRY INTO CHANGE MODE. A. Entry into Change mode is via Monitoring mode (as indicated in the function key field) by pressing F2. B. DCOMMS will now prompt for entry of a valid password in the prompt field (Ref. Table 4). At this stage, the screen/parameter update is frozen ”(locked out); A valid password must nowbe entered, basswords NOT being echoed to the screen” for securit.v reasons. The Dassword is ALLIGT (in acronym for Allison Industrial Gas Turbines). ‘ Test Mode Table 4.

Station:Allison 501KB5

ENGINE PARAMETERS TEST MODE

ENGINE SPEEN 37.5 T/C TOT 75.0 CALCULATED TIT 112.5 FUEL FLOW RQST 150.0

ENGINE CIT ISOC=O DROOP>O

RPM DEGF DEGF LBS/HR

187.5 DEGF 225.0

Unitless

Mode Monitor Clock 01-18-89 09:17

Page 1 Log OFF

GAS V DEMAND GAS V POSITION

262.5 VDC 300.0 VDC

LIQ V DEMAND LIQ V POSITION

337.5 VDC 375.0 VDC

LIQ=O

412.5 Unitless

GAS>O

FUEL OFF=O ON>O

450.0 Unitless

password? data fail 1

.

dAN/91

2Change 3Log

4NVinit 5

6

7SavePg

8Reset

91ndex OQuit

Appendix-13

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE C. Either enter a valid password to continue, or enter an invalid password (or just press Return) to resume operation in Monitor mode. D. If an invalid password is entered, then the error message wrong p/w will be displayed and the DCOMMS revert back into Monitor mode automatically. To remove the error message, press the F8 key, and reattempt Change mode by repeating the above steps. E. As soon as a valid password is entered, the screen will resume its normal dynamic display. 5.3

SCREEN LAYOUT. A. The screen layout will be very similar to that of Monitor mode (Ref. Table 5) with the exceptions being that the mode displayed (in header field) will be CHANGE, and that the first parameter on the page will be highlighted. Test Mode Table 5.

Station:Allison 501KB5 ~ENGINE SPEED I T/C TOT CALCULATED TIT FUEL FLOW RQST

ENGINE CIT

46.1 92.2 138.3 184.4

RPM DEGF DEGF LBS/HR

230.5 DEGF

ISOC=O DROOP>O

276.6

Unitless

Page 1 Log OFF

Mode CHANGE Clock 01-18-89 09:17

ENGINE PARAMETERS TEST MODE

GAS V DEMAND GAS V POSITION

322.7 VDC 368.8 VDC

LIQ V DEMAND LIQ V POSITION

414.9 VDC 461.0 VDC

LIQ=O

507.1 Unitless

GAS>O

FUEL OFF=O ON>O

553.2

Unitless ~

data fail 1

5.4

2Mon

3Change

4Trim

5

6

7

8Reset

91ndex OQuit

PARAMETER SELECTION. A. To select the parameter required for changing, highlight that parameter using the cursor keys: (up-arrow) . . . . . . . . . . move to previous parameter (dn-arrow) . . . . . . . . . . move to next parameter

Appendix-14

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE (left-arrow) . . . . . . . . move to first parameter in page (right-arrow) . . . . . . . move to last parameter in page B. If the required parameter is not displayed on the current page, then select the required page either by using the page select keys or by direct page number entry. c. The page index is available in this mode via the F9 key as described in Par=graph 3.3. D. Use the page selection keys and the cursor control keys to familiarize yourself with operation. E. On determining the parameter YOU want to change, and highlighting t, then a change-may be applied either by direct-value entry oi trirnm ng via the following procedure. 5.5

DIRECT VALUE ENTRY. A. With the required parameter highlighted, press the F3 key. The parameter name and-value will now be transferred into the prompt field, and the associated NVM (default value) will also be displayed. In test mode, the statement: NVM value = ???? will be d splayed, as DIGICON is not on-line, and a communication error has been detected., ignore this. B. The screen and parameter update will now be frozen, awaiting a valid data entry for the parameter from the keyboard. c. Enter a valid data value at the prompt, in engineer ng units, without entering the units name, i.e., enter a valid decima” value terminating with pressing Return. D. Should a valid data value be entered, DCOMMS will now prompt you for RAM, NVM, or both RAM and NVM update (Ref. Table 6). Press the key associated with your selection (R, N, or B). Selecting R will update RAM based values only, N will update NVM base values only while B will update both RAM and NVM based values simultaneously. E. If either R or B is selected from above, then the IBM internal database will be updated together with the displayed screen value, if N is selected then the associated IBM internal default database is modified but not the screen displayed value (as the displayed parameters are RAM based). F. DCOMMS will revert back to a dynamic display, and remain in Change mode allowing further changes to be made as required. Experiment a few times to familiarize yourself.

JAN/91

Appendix-15

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE Test Mode Table 6. Station:All i son 501KB5

Mode CHANGE CONTROL ADJUSTMENTS Clock 01-18-89 09:17 TEST MODE

ENGINE SPEED T/C TOT CALCULATED TIT FUEL FLOW RQST

418.5 434.0 449.5 465.0

RPM DEGF DEGF LBS/HR

Page 4 Log OFF

N ISOC PROP

36.0 ---

N ISOC INTEGRAL

37.0 ---

LIQ RATIO X 100

31.0 Unitless

N DROOP PROP

38.0 ---

GAS RATIO X 100

32.0 Unitless

TIT PROP

39.0 ---

LOAD SHARE GAIN

33.0 Unitless

TIT INTEGRAL

40.0 ---

LOAD SHARE LAG

34.0 Unitless

KW PROPORTIONAL

41.0 ---

KW INTEGRAL

42.0 ---

I

IK-TRIM

35.0 DEGF

K-TRIM NVM value = ????= 1

5.6

2Mon

3Change

Ram/Nvm/Both

40.0

? data fail

4Trim

5

6

7

8Reset

91ndex OQuit

TRIMMING. A. Sometimes it is necessary to alter a value in small continuous finite steps analogous to a potentiometer adjustment, while observing the effects on other parameters without having to repeatedly enter exact values on the keyboard. For example, it may be required to establish a control loop gain term by continuous adjustment while observing the measured input value, such as changing speed loop proportional gain and observing the stability effects on speed. This may be achieved via the Trim function selected by function key F4 from Change mode. B. With the required parameter highlighted, press the F4 key. The parameter name and value will now be transferred into the prompt field, and the associated NVM (default value) will also be displayed. In test mode the statement: NVM value = ???? will be displayed, as the DCA is not on-line, and a communication error has been detected, ignore this. C. The display will continue to be a dynamically updating screen.

Appendix-16

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE D. The parameter (RAM based only) may now be adjusted by use of one of the trimming keys, these being (from the cursor movement keys on the keyboard): Home . . . . . . . . . . . . . . . . . . . . (up-arrow) . . . . . . . . . . . . . . PgUp . . . . . . . . . . . . . . . . . . . . (shift) PgUp . . . . . . . . . . . . End . . . . . . . . . . . . . . . . . . . . . (Down-arrow) . . . . . . . . . . . . PgDn . . . . . . . . . . . . . . . . . . . . (shift) PgDn . . . . . . . . . . . .

very slow speed trim up slow speed trim up medium speed trim up fast trim up very slow speed trim down slow speed trim down medium speed trim down fast trim down

E. Experiment with these keys to get a feel of response. It is acceptable to keep the desired cursor key pressed to trim the parameter as much as it is to just inch it with stabs on the appropriate key. F. Note that DCOMMS will limit adjustment to upper or lower limits as defined in the DCOMMS Configuration file. The rates of adjustment are not adjustable. Some parameters require larger steps than others and must be trimmed using the medium or fast trim keys. G. On achieving the required value, press the Return key to remain in Change mode and change/trim other parameters, or press the Quit (F1O) key to exit back to Monitor mode. 5.6.1 Enterinq a Trimmed Value to NVM. CAUTION DURING ENGINE OPERATION, ALL ADJUSTMENTS MUST BE MADE USING THE TRIM FEATURE. INSTANTANEOUSLY INSERTING A SPECIFIC VALUE WITH THE CHANGE FEATURE MAY CAUSE ENGINE DAMAGE. A. The trim feature only changes the RAM based parameters (temporary changes). At this time, if a permanent change to the NVM based parameter is desired, the change feature can be used during engine operation to insert the new trimmed value without consequence. This is possible because the engine is operating at the current trimmed RAM value. 1. Enter Change Mode. 2. Use trim feature to make desired adjustment (RAM temporary; small incremental changes safe during engine operation). 3. Use change feature to insert new trimmed value. When asked for NVM, RAM, or BOTH, either NVM or BOTH are appropriate selections. JAN/91

Appendix-17

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE 4. Verify that the NVM value now matches the RAM value. Use the change feature again and compare the value in the parameter field (RAM) with that in the prompt field (NVM). If they match, simply push return; if they do not, try the procedure again. 5. Continue with other adjustments or exit Change Mode. 5.7

ERROR MESSAGES. A. It may become apparent through experimentation that several different types of error messages can be displayed, these being described as follows.

5.7.1 Wronq Password. A. This message is d splayed if an incorrect password is entered at the keyboard. At the same time DCOMMS will revert back to Monitor mode. B. To remove the error message, press the Reset (F8) key, and if desired, repeat the required operation. 5.7.2 Guarded Access. A. This message will be displayed if unauthorized access (to change) is attempted on a parameter. This may occur if, for example, operator access is attempted on a parameter that has been defined as a monitoring only within the DCOMMS configuration file, or if an attempt has been made (at any level) to change the value of a parameter defined as a status/flag parameter. Operator access is restricted solely to parameters defined as adjustable setpoints. B. To remove the error message, press the Reset (F8) key, and if desired repeat the required operation”. 5.7.3 Ranqe Error. A. This message will be displayed if an attempt has been made to alter a value out of prescribed limits (as defined in the DCOMMS configuration file). B. The selected parameter value will not be altered. C. To remove the error message, press the Reset (F8) key and if desired, repeat the required operation.

Appendix-18

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 5.8

ABORT AND CANCEL FUNCTIONS . A. If at any time during the Change mode you want to quit back to Monitoring mode, then either press the Quit (F” O) key or the Monitor mode (F2) key.

5.9

CAUTIONS. A. It is not wise to leave the system unattended while operating in Change mode as it would be possible for unauthorized changes to be made. Until Monitor mode is reestablished, the system remains in an unlocked state, as password entry is required only to change mode, not for each and every discrete alteration.

6.0

DATA RECORDING LOG MODE. A. This mode allows selected parameters to be logged at discrete time intervals, with associated data being saved to an external medium (e.g., disk file or printer) for later analysis or for information recording reasons. B. Up to 8 parameters may be selected for logging at any one time, these parameters being independent of screen and parameter layout. The logging function is performed within DCOMMS during Monitor mode operation, such that parameters may be displayed on one screen page while parameters from that and/or other pages may be logged at the same time. c. Parameters are logged as records, where a record is one block of parameter information as selected. Up to a limit of 1000 records may be selected for logging, thus if 8 parameters and 1000 records are selected, then a total of 1000 lines of data associated with 8 parameters will be logged. D. The data logged is time tagged, per record, in units of hours, minutes and seconds. E. The resolution of data logging largely depends on the speed/power of the IBM (or compatible) personal computer system used, as well as the number of parameters being displayed on a Monitoring mode display page (as the communication process to the DCA and subsequent data conversion/display processes are increased, due to the fact that both Monitoring and Logging functions are interleaved within DCOMMS). However, generally the minimum update time may be of the order of 1 second for XT compatible com~uters and 0.5 seconds for AT compatibles. ‘ F. The data logging function w“ 11 terminate naturally after all records have been logged, or may be terminated prematurely by operator demand.

JAN/91

Appendix-19

Allison Engine Company 501-KB5 DEC OPERATION AND MAINTENANCE G. Those ~arameters currently beinq loqqed are identified on the Monitoring mode display b~ blinking-~sterisk characters in the associated data field for that parameter. 6.1

ENTRY INTO LOG MODE. A. Entry into Log mode for selection of parameters and logging functions is via Monitoring mode. B. Select Log mode by pressing F3 key from Monitor. ng mode.

6.2

INITIAL SETUP. A. Enter the required password as prompted. The password is ALLIGT (an acronym for Allison Industrial Gas Turbines). B. Enter the time interval You want subseauentl.y selected parameters to be logged against, in units of seconds: For-example, enter 5 (for every 5 seconds) or 120 (for every 2 minutes) or 3600 (for every hour) (Ref. Table 7). Test Mode Table 7.

Station:Allison 501KB5

CONTROL ADJUSTMENTS Mode Log set_up TEST MODE Clock 01-18-89 09:17

ENGINE SPEED T/C TOT CALCULATED TIT FUEL FLOW RQST

526.5 546.0 565.5 585.0

RPM DEGF DEGF LBS/HR

Page 4 Log OFF

N ISOC PROP

36.0 ---

N ISOC INTEGRAL

37.0 ---

LIQ RATIOX 100

31.0 Unitless

N DROOP PROP

38.0 ---

GAS RATIO X 100

32.0 Unitless

TIT PROP

39.0 ---

LOAD SHARE ’GAIN

33.0 Unitless

TIT INTEGRAL

40.0 ---

LOAD SHARE LAG

34.0 Unitless

KW PROPORTIONAL

41.0 ---

K-TRIM

40.0 DEGF

KW INTEGRAL

42.0 ---

Enter time interval (sec.) 5. data fail

I 1

2Mon

Appendix-20

3

4

5

6

7

8Reset 9

OQuit

I

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE C. The next prompt is for the number of log records (Ref. Table 8). The number you enter must be between 1 and 1000. So if you want to log t)arameters everv 5 seconds for 10 minutes, then enter 120 (10x60/5). ~f”you want to log for an unspecified period and will terminate the log manually at a later time, then enter the maximum of 1000. Test Mode Table 8. Station:Allison 501KB5

Mode Log set_up CONTROL ADJUSTMENTS Clock 01-18-89 09:17 TEST MODE

ENGINE SPEED T/C TOT CALCULATED TIT FUEL FLOW RQST

526.5 546.0 565.5 585.0

LIQ RATIO X 100

Page 4 Log OFF

RPM DEGF DEGF LBS/HR

N ISOC PROP

36.0 ---

N ISOC INTEGRAL

37.0 ---

31.0

Unitless

N DROOP PROP

38.0 ---

GAS RATIOX 100

32.0

Unitless

TIT PROP

39.0 ---

LOAD SHARE GAIN

33.0

Unitless

TIT INTEGRAL

40.0 ---

LOAD SHARE LAG

34.0

Unitless

KW PROPORTIONAL

41.0 ---

K-TRIM

40.0

DEGF

KW INTEGRAL

42.0 ---

Enter no of records 20 data fail 1

2Mon

3

4

5

6

7

8Reset 9

OQuit

D. The next DromDt is for the filename of the lociical device that YOU want the iogged data to be sent (stored) (Ref~ Table 9). This must be a valid DOS filename, but cannot be the screen display. It may typically be a disk filename or perhaps a connected printer (in which case enter PRN:). If the selected filename already exists, then this will be over-written with new data, else a new file will be opened. Be careful in that if a printer is selected (i.e., PRN:) and a printer is not actually connected to the computer, then the system will fail (due to DOS). E. Having entered valid responses to the above prompts, the mode automatically changes to Log set-up in the header field, and parameter names associated with the current page appear on the display; parameter values and units are not shown as they are not relevant to parameter selection for logging. F. To abort log mode at any of the above points, enter a non-valid response (which will be followed by associated error message) or use the quit (F1O) function, returning back to Monitor mode. JAN/91

Appendix-21

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE Test Mode Table 9. Station:Allison 501KB5

Mode Log set_up CONTROL ADJUSTMENTS Clock 01-18-89 09:17 TEST MODE

ENGINE SPEED T/C TOT CALCULATED TIT FUEL FLOW RQST

526.5 546.0 565.5 585.0

RPM DEGF DEGF LBS/HR

Page 4 Log OFF

N ISOC PROP

36.0 ---

N ISOC INTEGRAL

37.0 ---

N DROOP PROP

38.0 ---

GAS RATIO X 100 32.0 Unitless

TIT PROP

39.0 ---

LOAD SHARE GAIN 33.0 Unitless

TIT INTEGRAL

40.0 ---

LOAD SHARE LAG

34.0 Unitless

KW PROPORTIONAL

41.0 ---

K-TRIM

40.0 DEGF

KW INTEGRAL

42.0 ---

LIQ RATIO X 100

31.0 Unitless

Enter filename record.001 data fail 1

6.3

2Mon

3

4

5

6

7

8Reset 9

OQuit

LOG PARAMETER SELECTION. A. The prompt field will now indicate the total number of Parameters already selected for logging, out of a maximum of 8. 0 B. Select parameters for logging by moving the highlighted cursor to the appropriate parameter (using cursor and page movement keys). co The page index feature (via F9) is available in this mode. D. On highlighting the required parameter, give this parameter the LOG attribute by either pressing the ON (F2) key or the + key; the text LOG will then be shown against that parameter indicating selection, and the log counter in the prompt field will be incremented (Ref. Table 10). E. If you want to de-select a parameter from being logged, move the highlighted cursor to that parameter and press the OFF (F3) key or the - key; the LOG attribute will be then removed, and the log counter in the prompt field decremented. F. If you want to clear (cancel) all currently selected logging parameters, then press F6.

Append x-22

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE Test Mode Table 10. Station:Allison 501KB5

ENGINE PARAMETERS TEST MODE

ENGINE SPEED T/C TOT CALCULATED TIT FUEL FLOW RQST

LOG LOG LOG LOG

Mode Log set_up Clock 01-18-89 09:17 GAS V DEMAND GAS V POSITION

LIQ=O

ISOC=O

FUEL OFF=O ON>O

DROOP>O

GAS>O

Select log parameters No of parameters selected = 6/8 20N

30FF

4

LOG LOG

LIQ V DEMAND KIQ V POSITION

ENGINE CIT

1

Page 1 Log OFF

5

6CANCEL 7

data fail 8Reset

91ndex OQuit

G. Continue selecting parameters as required by using the above techniques. Have a go at selecting and de-selecting several parameters across several pages until you get accustomed to it. 6.4

RETURN KEY. A. On having finalized your log selection, press the Return key. This signifies to DCOMMS that you have completed the log selection. B. Now a summary of your chosen parameters will be displayed (Ref. Table 11). If you are not happy with this, then press the N key, in which case you will be prompted for all parameters again, else DCOMMS will quit Log set-up mode with”the parameters that you have chosen. C. Familiarize yourself with operation by entering N (for No) to the above summary response, and changing your selection. DCOMMS will re-prompt you for time, record and file information and re-display the current parameter page with the associated log attributes.

6.5

LOGGING. A. On exiting Log, set up mode with valid selections, DCOMMS will return to Monitor mode with the Log status in the header field initially

JAN/91

Appendix-23

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE Test Mode Table 11. Station:Allison 501KB5

Mode Log set_up Clock 01-18-89 09:17

TEST MODE

Page 1 Log OFF

Parameters selected for log../ ENGINE SPEED T/C TOT CALCULATED TIT FUEL FLOW RQST GAS V DEMAND GAS V POSITION

Sampling time = 5 sec Number of Log Records = 20 use these parameters? No of parameters selected = 6/8 1

2

3

4

5

data fail 6

7

8

9

OQuit

showing ON, soon followed by a count of the number of records currently Logged (i.e., O, 1, 2, and so on until the Log terminates). This is initiated by entering Y (for Yes) at the prompt described in 6.4. B. It will also be seen that any parameter that has been selected for Logging has a blinking asterisk (*) to the right of the parameter data field (Ref. Table 12). C. Normal monitoring mode is in operation, with Logging occurring in the background (actually interleaved with Monitoring mode functions). D. If another mode is selected from Monitoring mode, however, for example Change or NVinit, then the Logging function will be suspended until Monitor mode is re-invoked. 6.6

TERMINATING LOGGING. A. Unless otherwise demanded, the Logging function will carry on until its natural termination; that is, when the selected number of records have been logged.

Appendix-24

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE Test Mode Table 12. Station:Allison 501KB5

ENGINE PARAMETERS TEST MODE

ENGINE SPEED T/C TOT CALCULATED TIT FUEL FLOW RQST

61.3 122.6 183.9 245.2

ENGINE CIT

306.5 DEGF

ISOC=O DROOP>O

367.8

*RPM *DEGF *DEGF *LBS/HR

Unitless

Mode Monitor Clock 01-18-89 09:17

Page 1 Log 5

GAS V DEMAND GAS V POSITION

429.1 *VDC 490.4 *VDC

LIQ V DEMAND LIQ V POSITION

551.7 VDC 613.0 VDC

LIQ=O

674.3 Unitless

GAS>O

FUEL OFF=O ON>O

735.6 Unitless

data fail 1

2Change 3Log

4NVinit

5

6

7SavePg

8Reset

91ndex OQuit

B. If it is desired to prematurely terminate the Log function, for whatever reason, then this may be accomplished by selecting Log mode (F3) from Monitor mode, whereupon DCOMMS (knowing that a Log is currently in progress) will prompt you whether or not you wish to terminate, after entering the valid password. Enter a Y to terminate or N to continue (the Return key is not required). C. On final Log termination, the Log attributes (*) as shown on the Monitor mode display pages will disappear. 6.7

LOG MODE RE-INVOCATION. A. Should you have previously performed a Logging function in the current DCOMMS session, and invoke Log mode (F3) again after entering the valid password, DCOMMS will give the summary (as in Paragraph 6.4) of the previous Log parameter selection to allow you to repeat the previous Log or use some of those parameters from that previous Log . Go to Paragraph 6.3 above to change parameters after entering N (for No) to the prompt.

6.8

FORMAT AND LIMITATIONS. A. Table 13 depicts an example historical data log file printout.

JAN/91

Appendix-25

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE Test Mode Table 13. Station: Allison 501KB5 Date=O1-18-89 Parameters selected for Tag identity P1 ENGINE SPEED P2 T/C TOT P3 CALCULATED TIT P4 FUEL FLOW RQST GAS V DEMAND ;: GAS V POSITION

logging . . . units RPM DEGF DEGF LBS/HR VDC VDC

Time

P2

09:37:58 09:38:03 09:38:09 09:38:14 09:38:19 09:39:01 09:39:06 09:39:11 09:39:16 09:39:21 09:39:26 09:39:32 09:39:37 09:39:42 09:39:47 09:39:52 09:39:57 09:40:02 09:40:07 09:40:12

PI 59.5 59.5 59.5 59.6 61.1 61.5 63.0 64.5 66.0 67.5 69.0 70.5 72.0 73.5 75.0 76.6 78.1 79.6 81.1 82.6

119.0 119.0 119.0 119.2 122.2 123.0 126.0 129.0 132.0 135.0 138.0 141.0 144.0 147.0 150.0 153.2 156.2 159.2 162.2 165.2

P3 178.5 178.5 178.5 178.8 183.3 184.5 189.0 193.5 198.0 202.5 207.0 211.5 216.0 220.5 225.0 229.8 234.3 238.8 243.3 247.8

P4 238.0 238.0 238.0 238.4 244.4 246.0 252.0 258.0 264.0 270.0 276.0 282.0 288.0 294.0 300.0 306.4 312.4 318.4 324.4 330.4

P5 416.5 416.5 416.5 417.2 427.7 430.5 441.0 451.5 462.0 472.5 483.0 493.5 504.0 514.5 525.0 536.2 546.7 557.2 567.7 578.2

P6 476.0 476.0 476.0 476.8 488.8 492.0 504.0 516.0 528.0 540.0 552.0 564.0 576.0 588.0 600.0 612.8 624.8 636.8 648.8 660.8

og terminated 01-18-89 at 09:40:12

B. The log file will show engineering unit information for the following monitoring parameters. (All found on page 1 of the DCOMMS program. ) ENGINE SPEED T/C TOT CALCULATED TIT FUEL FLOW RQST

Appendix-26

GAS V DEMAND GAS V POSITION

JAN/91

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE 6.9

ERROR MESSAGES . A. The following error messages may be encountered in Log set-up mode:

6.9.1 Wronq Password. A. This message is displayed if an incorrect password is entered at the keyboard. At the same time DCOMMS will revert back to Monitor mode. B. To remove the error message, press the Reset (F8) key, and if desired repeat the required operation. 6.9.2 Invalid File O~eration. A. This message will be displayed if an illegal filename has been entered when one has been prompted for, or if the selected file is a read only device, or some other illegal file operation has occurred. B. DCOMMS will allow you to re-enter a valid filename and continue. 7.0

DIGICON NON VOLATILE MEMORY (NVM) ACCESS NVM MODE.

7.1

GENERAL. A. The DCOMMS package allows access to the DCA’S NVM based parameters, these generally being used for default settings of adjustments. The operations described in this section refer to the adjustable parameters as defined in Paragraph 5.1. Where the phrase DIGICON NVM parameters is used, the adjustable parameters are inferred. This function allows block transfer of information from one memory station to another. B. While the Change mode allows discrete alteration of NVM based parameters, the NVinit mode allows block transfer of all DCA NVM parameters to and from the personal computer (PC). C. This mode allows block read and write of the DCA NVM values as well as examination of both the DCA based parameters and the internal IBM default values (as defined in the DCOMMS configuration file). D. The block read and write functions are particularly useful in: 1. (Block read) Keeping a record of currently stored information within the DCA system. 2. (Block write) Performing a complete default value initialization on the DCA system.

JAN/91

Appendix-27

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 3. (Block read and write) In commissioning several DCA systems of the same application, the first system may be adjusted and trimmed extensively using the normal Change mode operations, then to transfer the same information to the other DCAS without repeating the lengthy discrete changes to each, download all data from the first to the IBM and subsequently disk file, then upload that data from IBM to the other DCAS using the block write function. This saves considerable time and minimizes risk of forgetting to set some parameters up or entering incorrect date. 7.2

ENTRY INTO NVINIT MODE. A. Entry into NVM initialization (NVinit) mode is via Monitoring mode (as indicated in the function key field) by pressing F4. B. DCOMMS will now prompt for entry of a valid password in the prompt field. At this stage, the screen and parameter update is frozen. A valid password must now be entered. The password is ALLIGT; an acronym for Allison Industrial Gas Turbines. c. Either enter a valid password to continue, else enter a non-valid password to abort the-function to revert back to Monitor mode; if the latter is performed, then reset the password error message using the reset (F8) key.

7.3

NVINIT MENU. A. The screen layout will now appear as shown in Table 14. B. The menu shown depicts the functions that are supported, i.e.: 1. F3 Read all DCA based NVM values into IBM internal default database. This will overwrite the default settings that were previously present and loaded in via the DCOMMS configuration file. This is the inverse function to F4 below. 2. F4 Write all default settings as currently stored in the IBM internal default database to DCA NVM. This will overwrite all DCA NVM parameters associated with those parameters declared in the DCOMMS configuration file. This is the inverse function of F3 above. 3. F5 Examine (view) the current DCA NVM based parameter values. This reads the DCA NVM parameters into the IBM, page by page as required, and allows examination only of those parameters. 4. F6 Examine (view) the IBM current default database settings, page by page as required. These values will reflect the DCOMMS configuration file default settings plus any subsequent changes

~

Appendix-28

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE Test Mode Table 14. ENGINE PARAMETERS TEST MODE

Station: Allison 501KB5

Mode NVM init Clock 01-18-89 09:17

Page 1 Log OFF

Selection Menu Read NVM values into IBM memory . . . . . . . . . . . . Download Configuration file values to NVM . . View NVM values page by page . . . . . . . . . . . . . . . View IBM default values page by page . . . . . . Return to Monitor mode . . . . . . . . . . . . . . . . . . . . .

F3 F4 . ;: F1O

enter function selection data fail 1

2

3Rd NVM 4Wr NVM 5SeeNVM 6SeeDef 7

8Reset

91ndex OQuit

that were applied to NVM ~ n Change mode operations (if any), or reflect the DCA values if the F3 b“ock read operation above has recently been performed. 7.4

OPERATION. A. Any of the aforementioned operations may be performed from the NVinit menu. To return to the menu from any of these operations, use the Quit (F1O) key, and to return back to Monitoring-mode, do this from the NVinit menu using again the Quit (F1O) key.

7.4.1 Read DIGICON. A. From the NVinit menu select F3. B. The DCA based NVM values are read into IBM internal default database. This will overwrite the default settings that were previously present and loaded in via the DCOMMS configuration file. c. Progress of the block read function is indicated in the prompt field by a parameter counter. D. Should a communication failure occur (other than test mode) then this JAN/91

Appendix-29

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE will be indicated, allowing the operator to retry the data transfer (and continue if successful), else ignore the communication failure for this parameter (go on to next one, this is a bit dodgy - you should either retry or abort and ascertain the cause of the problem) or else abort the block read function (return to NVinit menu). 7.4.2 Write DIGICON. A. From the NVinit menu, select F4. B. The DCA based NVM values are written to form IBM internal default database. This will overwrite the default settings that were previously present in the DCA. c. Progress of the block write function is indicated in the prompt field by a parameter counter. D. Should a communication failure occur (other than test mode), then this will be indicated, allowing the operator to retry the data transfer (and continue if successful), else ignore the communication failure for this parameter (go on to next one, this is a bit dodgy you should either retry or abort and ascertain the cause of the problem) or else abort the block read function (return to NVinit menu). 7.4.3 View DIGICON. A. From the NVinit menu, select function F5. B. The screen layout will follow that of the Monitor mode display, see Table 1 (with mode set at NVMinit). c. Parameters are read in from the DCA on a page by page basis as required (as each page is selected). The values displayed are the NVM values as opposed to the Monitor mode RAM based values. D. The normal page selection facilities are available, as is the page index facility. E. To return to the NVinit menu, use the Quit (F1O) key. F. No modification to NVM values is permitted in this mode (this is performed on a discrete basis using Change mode). 7.4.4 View IBM Default Settinas. A. From the NVinit menu, select function F6. B. The screen layout will follow. that of the Monitor mode display, see Table 1 (with-mode set at NVinit). Appendix-30

JAN/91

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE C. Parameters displayed are the default settings as existing in the IBM internal default database as opposed to the Monitor mode RAM based values. These values will reflect the DCOMMS configuration file default settings plus any subsequent changes that were applied to NVM in Change mode operations (if any), or reflect the DCA values if the F3 block read operation (above) has recently been performed. D. The normal page selection facilities are available, as is the page index facility. E. To return to the NVinit menu, use the Quit (F1O) key. F. No modification to default values is permitted in this mode (this is performed on a discrete basis using Change mode, or off line using a suitable text editor). 8.0

USE OF DCOMMS.

8.1

BRIEF SYSTEM SUMMARY.

8.1.1

Monitoring Mode. A. Monitoring mode is the primary operating mode, and it is from this mode that others (e.g. Historical data logging, Change) are entered. B. DisDlay r)aqes may be selected either via the page selection keys (Horne,-End~ PgUp~ PgDn) or direct entry. c. An Index facility (F8) provides a list of display pages available within the system. D. A Save Paqe facility (F7) stores the currently selected Pa9e to a selected logical file:

8.1.2

Chanae Mode. A. Change mode is entered via Monitoring mode, after entry of a valid password. The password is ALLIGT (an acronym for Allison Industrial Gas Turbines). B. Operator password access is to operator definable adjustable parameters, and subsequent parameter changes are limit protected. c. The required parameter for adjustment is selected through use of page selection and cursor movement keys. D. Page Indexing (via F9) is available.

JAN/91

Appendix-31

I

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE E. Parameters may be either adjusted via direct value entry (F3) or trimming (F4) methods. F. Various error messages may appear should incorrect procedures be attempted. G. Termination of Change mode is via use of Quit (F1O) key reverting operation back to normal Monitoring mode. 8.1.3 Loq Mode. A. This mode allows selected parameters to be logged at discrete time intervals, with associated data being saved to an external medium (e.g., disk file or printer) for later analysis or for information recording reasons. B. Historical data logging is set up through F3 from Monitor mode and is password protected. The password is ALLIGT. C. Data logging is in records, time tagged, with logging interval operator definable. D. From 1 to 1000 records may be logged in a single log session. Each log record contains data for each parameter selected fore logging. E. Parameters required for logging are selected using page and cursor movement keys and toggling Log status with on/off function keys or + - keyboard keys. F. Logging will terminate naturally when all records are complete, or prematurely on demand. G. A blinking asterisk in the data field of parameter display in Monitor mode indicates that that parameter is currently being logged. 8.1.4 NVinit Mode. A. The DCOMMS package allows access to the DCA’S NVM based parameters, these generally being used for default settings of adjustments and the like. NVinit Mode is password protected. The password is ALLIGT. B. NVinit mode is entered via function F4 from Monitor mode. C. Facilities are provided for: 1. 2. 3. 4. Appendix-32

F3 . F4 . F5 . F6 .

. . . .

. . . .

Block Read of DCA NVM into IBM memory Block Write of DCA NVM from IBM memory Examine DCA NVM page by page Examine IBM default settings page by page JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE D. While the Change mode allows discrete alteration of NVM based parameters, the NVinit mode allows -block transfer of all DCA NVM parameters to/from the personal computer (PC). 8.2

DCOMMS WITH AND WITHOUT THE DCA. A, For initiation into the use of DCOMMS, it is recommended that the system summary be reviewed. Also, use of the test mode provided is advised. The test mode is automatically engaged when DCOMMS is run without the PC connected to the DCA. This mode is also useful for testing a new configuration file before exposing to a real control atmosphere. Remember, in the test mode the values will be changing on the screen with no true meaning or reflection of interrelationship. B. Now that the operator is familiar with DCOMMS and the configuration file is verified, the package is ready for operation with the 13CA.

8.2.1 Startinq DCOMMS Without The DCA. A. Turn the PC ON. the prompt C.

The PC will go through initial sequence and display

B. Type DCOMMS and the program should operate correctly. C. Enter the numeral 1 at the comport prompt. Ref. Table 15. Test Mode Table 15. DIGICON IBM PC Communications facility DCOMMS V2.03 Designed by: Bill Harlow Copyright (C) 1987 Hawker Siddeley Dynamics Engineering Inc 2869 Higgins Road Elk Grove Chicago Illinois 60007 tel 312-956-6302 fax 312-956-6304 Enter comm port number [1-4]

D. Enter the configuration file name 501KB5 at the station prompt. Table 16,

JAN/91

Ref.

Appendix-33

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE Test Mode Table 16. DIGICON (DCA) IBM PC Communications facility DCOMMS V2.03 Designed by: Bill Harlow Copyright (C) 1987 Hawker Siddeley Dynamics Engineering Inc 2869 Higgins Road Elk Grove Chicago Illinois 60007 tel 312-956-6302 fax 312-956-6304 Enter comm port number [1-4] 1 enter station

E. The prompt will now appear abort, retry, test mode. Ref. Table 17. Abort returns to normal DOS system, retry may be used if a configuration file was on a floppy disk not inserted and a wrong name error message was given. Test will display the DCOMMS package in Monitoring mode. Test Mode Table 17. DIGICON (DCA) IBM PC Communications facility DCOMMS V2.03 Designed by: Bill Harlow Copyright (C) 1987 Hawker Siddeley Dynamics Engineering Inc 2869 Higgins Road Elk Grove Chicago Illinois 60007 tel 312-956-6302 fax 312-956-6304 Enter comm port number [1-4] 1 enter station a:xxxxxxxx.kb5 downloading configuration file. ..wait lines read = 562 all lines read Digicon not on line, abort, retry, or test mode?

Appendix-34

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE 8.2.2 Startinq DCOMMS With DCA. A. The DCA may or may not be ON.

The PC computer should be OFF.

B. Install the RS232 (P/N EX-157395) cable to the rear serial port of the PC. Do not install this cable to the DCA until later. c. Turn the PC ON. The computer will go through it’s initial sequence and display the prompt C. D. Change the PC’s CPU speed from 12 to 8 MHz. E. Install the RS232 cable to the front CPU’s V24 connector of the DCA. F. Type MODE COM1 9600,N,8,1 at the C prompt. Follow this by a RETURN. This command establishes the communication parameters, i.e., baud rate, parity, etc. G. If the DCA is not turned ON yet, do so. H. Type DCOMMS and the program should operate correctly. I. Enter the numeral 1 at the comport prompt (Ref. Table 15). J. .-. Enter the configuration file name at the station prompt (Ref. Table lb).

8.2.3 Terminating DCOMMS. A. When terminating the DCOMMS communications session, do this from Monitor mode of operation by selecting Quit (F1O). B. DCOMMS will prompt you to be sure that you really do want to terminate the session. Enter Y (yes) if required to quit, else N (no) to remain in DCOMMS or if you accidentally pressed F1O to begin with (Ref. Table 18). c. DCOMMS will then prompt you as to Save the updated configuration file (Ref. Table 19): 1. If you have carried out any changes to the either through Change mode or NVinit mode) settings in the IBM internal database will modified. Thus, it is a good idea to keep changes on disk file.

system (NVM parameters, then the default be correspondingly a record of these

2. If you enter N to the prompt, then DCOMMS will abort to DOS without saving the information (this can later be retrieved by using NVinit function F3, and terminating session using the save configuration file option).

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Appendix-35

Allison Engine Company

501 -KB5 DEC OPERATION AND MAINTENANCE Test Mode Table 18. Station:Al 1 i son 501KB5

ENGINE PARAMETERS TEST MODE

ENGINE SPEED T/C TOT CALCULATED TIT FUEL FLOW RQST

100.9 201.8 302.7 403.6

ENGINE CIT

504.5 DEGF

ISOC=O DROOP>O

605.4

RPM DEGF DEGF LBS/HR

Mode Monitor Clock O1-18-89 09:17

Page 1 Log OFF

GAS V DEMAND GAS V POSITION

706.3 VDC 807.2 VDC

LIQ V DEMAND LIQ V POSITION

908.1 VDC 1009.0 VDC

LIQ=O

1109.9 Unitless

GAS>O

FUEL OFF=O ON>O 1210.8 Unitless

Unitless

Terminate session ? data fail

I 1

2Change 3Log

4NVinit

5

6

7SavePg

8Reset

91ndex OQuit

3. If YOU enter Y to the ~rom~t, then DCOMMS will prompt YOU for a con~iguration filename; At this point, you should enter a different filename to the one entered at the very start of DCOMMS invocation (from the Enter station prompt) if you want to maintain the previous configuration; else if you do want to overwrite the existing configuration file then enter the same filename as the one you started with. 4. In response to entering a valid filename, DCOMMS will reconstruct a configuration file, writing to it all parameter and screen information. This file can at a subsequent time be used as the starting filename for DCOMMS at the Enter station prompt. As the file is written, an indication of progress is indicated by a parameter counter in the prompt field. This may take a little time, as DCOMMS will be performing quite a bit of data manipulation, data conversion and file manipulation, be patient. 5. DCOMMS will then prompt, “Do You want another run?”. An Y response will return you to the DCOMMS-monitor mode. An N response will abort DCOMMS and return the system to DOS prompt (see Table 20). dcomms aborted c> CAUTION DO NOT TERMINATE DCOMMS BY ANY OTHER TECHNIQUE (E.G., Ctrl-C OR CtrlBreak OR Ctrl-Alt-Del) AS DCOMMS DATA (internal to IBM) WILL BE LOST. Appendix-36

JAN/91

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE Test Mode Table 19. Station:Allison 501KB5

ENGINE PARAMETERS TEST MODE

100.9 RPM ENGINE SPEED T/C TOT 201.8 DEGF CALCULATED TIT 302.7 DEGF FUEL FLOW RQST 403.6 LBS/HR

504.5 DEGF

ENGINE CIT ISOC=O DROOP>O

605.4

Mode Monitor Clock O1-18-89 09:17 GAS V DEMAND GAS V POSITION

706.3 VDC 807.2 VDC

LIQ V DEMAND LIQ V POSITION

908.1 VDC 1009.0 VDC

LIQ=O

1109.9 Unitless

FUEL

Unitless

Page 1 Log OFF

GAS>O

OFF=O ON>O 1210.8 Unitless

Save updated configuration file ? data fail 1

2Change 3Log

4NVinit 5

6

7SavePg

8Reset

91ndex OQuit

I

Test Mode Table 20. Station:Allison 501KB5

ENGINE PARAMETERS TEST MODE

ENGINE SPEED T/C TOT CALCULATED TIT FUEL FLOW RQST

100.9 201.8 302.7 403.6

ENGINE CIT

504.5 DEGF

ISOC=O DROOP>O

605.4

RPM DEGF DEGF LBS/HR

Mode Monitor Clock O1-18-89 09:17

Page 1 Log OFF

GAS V DEMAND GAS V POSITION

706.3 VDC 807.2 VDC

LIQ V DEMAND LIQ V POSITION

908.1 VDC 1009.0 VDC

LIQ=O

GAS>O

1109.9 Unitless

FUEL OFF=O ON>O 1210.8 Unitless

Unitless

Do you want another run? data fail 1

JAN/91

2Change 3Log

4NVinit

5

6

7SavePg 8Reset 91ndex OQuit

Appendix-37

1, .-

Allison Engine Company

501-KB5 DEC OPERATION AND MAINTENANCE

9.0

CAUTIONS. A. The following is a list of CAUTIONS that may tend to interfere with the system operation: 1. Depressing Ctrl-Alt-Del resets the computer and aborts everything (standard IBM/DOS). 2. Pressing Ctrl-S suspends screen update (standard DOS). 3. Pressing Ctrl-P sends subsequent screen data to assigned printer port until Ctrl-P is pressed again. Note that if printer is not connected then standard DOS will print screen error message and ruin the DCOMMS display. 4. Ctrl-NumLock suspends system operation until any other character key is pressed (standard DOS). Thus, if used, this will freeze the DCOMMS operation. 5. Shift-PrtSc sends a copy of what is currently displayed on the screen to the printer. If printer is not attached, the system will eventually (many seconds) timeout and resume operation, though in intervening period, all system activity is suspended.

Appendix-38

JAN/91