PW100 Large - Training Manual Up [PDF]

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LARGE PW100

TRAINING MANUAL

INTRODUCTION 1 ENGINE OVERVIEW

7 ENGINE INDICATING SYSTEM

2 COLD SECTION

8 IGNITION

3 HOT SECTION

9 PERFORMANCE

4 GEARBOX

10 FUEL SYSTEM

5 OIL SYSTEM

11 ELECTRONIC SYSTEM

6 SECONDARY AIR SYSTEM

12 PROPELLER SYSTEM

INTRODUCTION

TABLE OF CONTENTS INTRODUCTION Scope .....................................................................IV Table of contents ...................................................V Engine models covered .........................................VIII PW100 series commonality...................................IX Genealogy chart.....................................................X Publications ...........................................................XII Service Bulletins ...................................................XIII

CHAPTER 3: Hot Section Hot section.............................................................3.2 Combustion chamber area.....................................3.4 HP vane ring..........................................................3.6 Trim balancing ......................................................3.8 LP vane ring ..........................................................3.10 Interstage turbine case...........................................3.12 Hot section performance .......................................3.14

CHAPTER 1: Engine Overview Features .................................................................1.2 Abbreviations ........................................................1.4 Engine cross-section..............................................1.5 Engine bearings .....................................................1.6 Engine flanges .......................................................1.8 General turboprop operation .................................1.10 Engine stations ......................................................1.12 Externals (illustrations) .........................................1.14

CHAPTER 4: Gearboxes Reduction gearbox.................................................4.2 Propeller brake ......................................................4.6 Accessory gearbox ................................................4.8

CHAPTER 2 Cold Section Air inlet & Compressor section.............................2.2 Handling bleed valve.............................................2.8 Environmental control system (PW123AF)..........2.14 P2.5 check valve....................................................2.16 Compressor wash ..................................................2.18 Cold section troubleshooting.................................2.20

FOR TRAINING USE ONLY

CHAPTER 5: Oil System Turbomachinery oil system...................................5.2 Components description........................................5.4 Main oil system limitations ...................................5.8 Turbomachinery oil system (PW126) ...................5.10 Reduction gearbox oil system ...............................5.12 Oil system troubleshooting ...................................5.17 CHAPTER 6: Secondary Air System Airflow ..................................................................6.2 Air switching valve ...............................................6.4 Secondary air system.............................................6.6 Rear inlet case .......................................................6.7 No. 3 & 4 bearing airflow .....................................6.9 No. 5,6 & 7 bearing airflow ..................................6.11 No. 5,6 & 7 bearing airflow (Post SB)..................6.13

INTRODUCTION V

CHAPTER 7: Engine Indicating System Speed indicating ....................................................7.2 Inter-turbine temperature.......................................7.4 Total inlet temperature (T1.8) ...............................7.7 Torque measurement system (PW123) .................7.8 Torque measurement system (others)....................7.12 CHAPTER 8: Ignition Ignition system ......................................................8.2 CHAPTER 9: Performance Turbine engine disk life.........................................9.2 Time between restoration ......................................9.3 Engine condition trend monitoring .......................9.4 Main engine operating limits.................................9.6 CHAPTER 10: Fuel System General overview ..................................................10.2 Description ............................................................10.4 Fuel heater assembly .............................................10.8 Fuel cooled oil cooler............................................10.10 Fuel pump..............................................................10.12 Mechanical fuel control features ...........................10.14 MFC, (MFCU), Hydraulic section ........................10.16 MFC (MFCU), Pneumatic system ........................10.18 MFC operation in EEC mode................................10.20 MFC operation in manual mode............................10.22 MFC pneumatic system (PW123AF only)............10.24 Manual mode operation.........................................10.28 Flow divider and dump valve................................10.30 Fuel manifold adapters and nozzles ......................10.32 Starting problems troubleshooting ........................10.35 Fuel system troubleshooting .................................10.38

FOR TRAINING USE ONLY

CHAPTER 11: Engine Electronic Control ATP/ATR/FOKKER...........................................11.1 EEC Main Features ...............................................11.2 General Overview..................................................11.4 EEC inputs ............................................................11.8 EEC outputs ..........................................................11.9 Engine Rating (ATP).............................................11.12 Engine Rating (ATR) ............................................11.14 Engine Rating (FOKKER) ....................................11.16 EEC Operation ......................................................11.18 NP Governing........................................................11.20 NH Governing .......................................................11.22 Transient Logic Operation ....................................11.23 Fault Detection ......................................................11.24 Fault Indication .....................................................11.28 Autofeather Unit....................................................11.32 Autofeather System (ATP)....................................11.34 Autofeather System (ATR) ...................................11.36 Autofeather System (FOKKER) ...........................11.38 DASH 8.................................................................11.41 EEC Main Features ...............................................11.42 General Overview..................................................11.44 EEC inputs & outputs............................................11.46 EEC Operation ......................................................11.48 SHP & NP Governing ...........................................11.50 Fault Detection ......................................................11.52 Fault Indication .....................................................11.54 Torque Signal Conditioning Unit..........................11.56 Autofeather System ...............................................11.58 Autofeather Test....................................................11.60

INTRODUCTION VI

CANADAIR .........................................................11.61 AFC Main Features ...............................................11.62 AFC Inputs ............................................................11.64 AFC Outputs .........................................................11.66 Autofeather System ...............................................11.68 Fault Detection and Fault Indication.....................11.70

CHAPTER 12: Propeller Overspeed Governor and Hydraulic Pump ATP, ATR, DASH8, CANADAIR......................12.1 Overview ...............................................................12.2 Hydraulic Section..................................................12.4 Pneumatic Section .................................................12.6 Overspeed Governor Test......................................12.8 FOKKER .............................................................12.11 Overview ...............................................................12.12 Hydraulic and Pneumatic section..........................12.14 Overspeed Governor Test......................................12.16 Troubleshooting...................................................12.18

FOR TRAINING USE ONLY

INTRODUCTION VII

PW100 ENGINE MODELS COVERED IN THIS MANUAL

ENGINE MODELS BUILD SPEC. AIRCRAFT MODEL

121A ATR42

123 707 DASH 8

123B 785 DASH 8

123C 838 DASH 8

AIRCRAFT SERIES New Engine S/N series

400 AD

300 AE

300 AR

200 AT

ENGINE MODELS BUILD SPEC. AIRCRAFT MODEL AIRCRAFT SERIES New Engine S/N series

126 691 ATP

126A 743 ATP

127 774 ATR72 210 AK

127B 812 or 813 F50 300 AS

123D 123E 123AF 124B 125B 839 869 723 724 or 726 647 or 761 DASH 8 DASH 8 CL215T ATR72 F50 CL415 200 300 200 100 AG AF AH AJ 127C 799 CATIC 200A AL

127D 823 J-61

127E 850 ATR42 500 AM

127F ATR72 210A

Aircraft model abbreviation description: ATP: .................................................. Jetstream Aircraft ATP ATR:.................................................. Aerospatiale/Alenia CATIC:.............................................. CATIC/XAC Y7-200A Dash 8................................................ Dehavilland Dash 8 F50: ................................................... Fokker 50 J-61:................................................... Jetstream 61

FOR TRAINING USE ONLY

VIII

COMMON TURBOMACHINE PW118/120 SERIES 1800-2150 SHP

COMMON TURBOMACHINE PW124 SERIES 2380-2662 SHP

EMB 120

COMMON TURBOMACHINE PW127 SERIES 2180-2750 SHP

DORNIER 328

DASH 8-300

1300 RPM

1200 RPM

1300 RPM FOKKER 50 ATR 72 JETSTREAM ATP

DASH 8-100 ATR 42

ATR 72-210 ATR 42-500 FOKKER 50 SERIES 300

JETSTREAM 61 1200 RPM

1200 RPM

1200 RPM

PW100 SERIES COMMONALITY FOR TRAINING USE ONLY

IX

PW118 B DERIVED FROM PW118A BUT HAVING INCREASED RATING.

PW118

PW118 A

MECHANICALLY SIMILAR TO PW115 BUT HAVING INCREASED RATINGS.

PW121

PW120 PW115 ORIGINAL MODEL INCORPORATING AN ELECTRONIC FUEL CONTROL SYSTEM (HMU) AND A HAMILTON STANDARD PROPELLER SYSTEM 1300 PROP SHAFT RPM.

DERIVED FROM PW118 WITH A PW124 HOT SECTION FOR HOT AND HIGH OPERATION.

DERIVED FROM PW115 MECHANICALLY HAVING NEW REDUCTION SIMILAR TO PW120 GEARBOX, 1200 PROP. BUT HAVING INCREASED SHAFT RPM AND INCREASED RATINGS. RATING.

PW120A

PW119A

PW119 DERIVED FROM PW118A WITH INCREASED SHAFT HORSEPOWER AND A NEW HARTZEL PROPELLER SYSTEM.

PW119C

DERIVED FROM PW119 DERIVED FROM PW119A MECHANICALLY WITH A PW123 WITH A PW127 SIMILAR TO PW119B TURBO MACHINERY. TURBO MACHINERY. BUT HAVING HOT AND HIGH PREFORMANCE.

PW121 A MECHANICALLY SIMILAR TO PW121 WITH NEW PROPELLER SYSTEM AND FUEL CONTROL SYSTEM. (MFCU IN LIEU OF HMU).

PW121

MECHANICALLY SIMILAR TO PW120 BUT HAVING INCREASED MAX. CONTINUOUS AND CRUISE RATING.

PW119B

TO PW124

MECHANICALLY SIMILAR TO PW120A BUT HAVING INCREASED RATINGS.

GENEALOGY CHART FOR TRAINING USE ONLY

X

PW123AF MECHANICALLY SIMILAR TO PW123 BUT INCORPORATING A MECHANICAL GOVERNING SYSTEM IN LIEU OF EEC.

PW123B

PW123C

MECHANICALLY SIMILAR TO PW123 BUT HAVING INCREASED MAX. AND NORMAL TAKE OFF RATINGS.

MECHANICALLY SIMILAR TO PW123 BUT HAVING DECREASED RATINGS.

PW123D MECHANICALLY SIMILAR TO PW123C BUT HAVING HOT AND HIGH PERFORMANCE

PW123E MECHANICALLY SIMILAR TO PW123C BUT HAVING HOT AND HIGH PERFORMANCE

PW123 DERIVED FROM PW124 TURBO MACHINERY BUT HAVINGA PW120A REDUCTION GEARBOX

PW124 DERIVED FROM PW121 BUT HAVING A NEW REDUCTION GEARBOX, A NEW LP IMPELLER INCREASING AIR MASS FLOW, AN INTER-COMPRESSOR BLEED VALVE, A COOLED LP VANE AND A NEW FUEL CONTROL SYSTEM (MFC IN LIEU OF HMU)

PW125B DERIVED FROM PW124 BUT HAVING INCREASED MAX. AND NORMAL TAKE OFF RATINGS WITH A DOWTY PROPELLER SYSTEM.

PW124B MECHANICALLY SIMILAR TO THE PW124 BUT HAVING INCREASED MAX. CONTINUOUS RATING

PW127B

MECHANICALLY SIMILAR TO THE PW127 BUT HAVING THE PW125B PROPELLER SYSTEM.

MECHANICALLY SIMILAR TO THE PW127A BUT HAVING INCREASED RATINGS. PW127C MECHANICALLY SIMILAR TO THE PW127.

PW127 DERIVED FROM PW124 BUT HAVING INCREASED RATINGS, A NEW LP IMPELLER INCREASING AIR MAS FLOW AND A NEW LP TURBINE WITH SINGLE CRYSTAL BLADE

PW127E MECHANICALLY SIMILAR TO PW127 BUT HAVING DECREASED RATINGS.

PW124A

PW126A

PW127D

MECHANICALLY SIMILAR TO PW124 BUT HAVING INCREASED MAX. CONTINUOUS RATING.

MECHANICALLY SIMILAR TO PW124A BUT HAVING INCREASED RATINGS.

MECHANICALLY SIMILAR TO PW127.

PW125A

PW126

PW125

GENEALOGY CHART

PW127A

MECHANICALLY SIMILAR TO PW124 BUT RE-RATED PER CAA RULES (CONTENGENCY).

MECHANICALLY SIMILAR TO PW125 BUT HAVING INCREASED MAX. AND CONTINUOUS RATING.

FOR TRAINING USE ONLY

MECHANICALLY SIMILAR TO THE PW125A BUT HAVING INCREASED RATINGS.

XI

PUBLICATIONS

( P&WC ) •

ILLUSTRATED PARTS CATALOG ( IPC) • LISTS AND ILLUSTRATES PARTS AND ASSEMBLIES • MAINTENANCE MANUAL SUPPLEMENT, NOT A SUBSTITUTE • FEATURES NUMERICAL INDEX MAINTENANCE MANUAL • DESCRIPTION OF THE ENGINE • RECOMMENDED MAINTENANCE PROCEDURES • LINE: ENGINE INSTALLED IN AIRCRAFT • HEAVY: NECESSARY TO REMOVE ENGINE FROM AIRCRAFT

• • •

COMPLIES WITH AIR TRANSPORT ASSOCIATION SPECIFICATION ATA100 ORGANIZED IN CHAPTER/SECTION/SUBJECT, EX: 72-01-60 TRANSPORT CANADA APPROVED

Organization • INTRODUCTION • TOOLING • CONSUMABLE MATERIALS • AIRWORTHINESS LIMITATIONS • 05-00: TIME LIMITS • 05-10: OPERATING LIMITS • 05-20: SCHEDULED MAINTENANCE CHECK • 05-50: UNSCHEDULED MAINTENANCE CHECK

FOR TRAINING USE ONLY

• • • • • • •

72-00-00: ENGINE • 72-00-0X FAULT ISOLATION 72-01-00: EXTERNALS AND ACCESSORIES • 72-01-10: ELECTRICAL SYSTEM • 72-01-20: IGNITION SYSTEM • 72-01-30: AIR SYSTEM • 72-01-40: FUEL SYSTEM • 72-01-50: OIL SYSTEM • 72-01-60: PERFORMANCE INDICATING SYSTEM 72-02-00: ENGINE MODULES 72-03-00: TURBOMACHINERY 72-10-00: REDUCTION GEARBOX 72-20-00: AIR INLET SECTION 72-30-00: COMPRESSOR SECTION 72-40-00: COMBUSTION SECTION 72-50-00: TURBINE SECTION

• • • • • • • • • •

Subjects’ Page Layout 1-99: DESCRIPTION AND OPERATION 100: FAULT ISOLATION ( TROUBLESHOOTING ) 200: MAINTENANCE PRACTICES 300: SERVICING 400: REMOVAL / INSTALLATION 500: ADJUSTMENT / TEST 600: INSPECTION / CHECK 700: CLEANING / PAINTING 800: APPROVED REPAIRS

•

XII

SERVICE BULLETINS ( SB’S) AND SPARE PARTS BULLETINS • INFORMATION FOR MODIFICATION OF THE ENGINE OR PARTS • ACTION DOCUMENT • REQUIRES RECORD OF ACCOMPLISHMENT Compliance Codes 1. DO BEFORE THE NEXT FLIGHT. 2. DO THE FIRST TIME THE AIRCRAFT IS AT A LINE STATION OR MAINTENANCE BASE THAT CAN DO THE PROCEDURE. 3. DO BEFORE .......HOURS OR ....... CYCLES. 4. DO THIS S.B. THE FIRST TIME THE ENGINE OR MODULE IS AT A MAINTENANCE BASE THAT CAN DO THE PROCEDURES, REGARDLESS OF THE SCHEDULED MAINTENANCE ACTION OR REASON FOR ENGINE REMOVAL. 5. DO THIS S.B. WHEN THE ENGINE IS DISASSEMBLED AND ACCESS IS AVAILABLE TO THE NECESSARY SUB-ASSEMBLIES. DO ALL SPARE PART ASSEMBLIES. 6. DO THIS S.B. WHEN THE SUB-ASSEMBLY IS DISASSEMBLED AND ACCESS IS AVAILABLE TO THE NECESSARY PART. 7. DO THIS S.B. WHEN THE SUPPLY OF SUPERSEDED PARTS IS FULLY USED. 8. DO THIS S.B. IF THE OPERATOR THINKS THE CHANGE IS NECESSARY BECAUSE OF WHAT HE KNOWS OF THE PARTS HISTORY. 9. SPARE PARTS INFORMATION ONLY. OLD AND NEW PARTS ARE DIRECTLY INTERCHANGEABLE AND OPERATORS CAN MIX OLD AND NEW PARTS. CSU: OPERATORS WHO PARTICIPATE SHOULD INCLUDE THIS S.B. AT THE NEXT MAINTENANCE OR OVERHAUL OF THE ENGINE.

FOR TRAINING USE ONLY

SERVICE INFORMATION LETTERS (SILs) • INFORMATION ONLY OF A NON-CRITICAL NATURE. • RECENT DEVELOPMENTS, IMPROVEMENTS, RECOMMENDATIONS, SCHEDULES, AND COMMERCIAL SUPPORT PROGRAMS. • NOT AN ADVANCE OR TEMPORARY REVISION TO ANY OFFICIAL TECHNICAL PUBLICATION, NO TECHNICAL VALIDITY. • NORMALLY VALID FOR ONE YEAR FROM DATE OF ISSUE OR UNTIL SUPERSEDED OR CANCELED BY REVISION.

AIRWORTHINESS DIRECTIVES ( AD’S ) • ISSUED BY GOVERNMENT AVIATION REGULATORY BODY • REQUIRED COMPLIANCE TO RECTIFY POTENTIAL PROBLEMS AFFECTING THE AIRWORTHINESS OF THE AIRCRAFT. AD’S REFER TO APPLICABLE SERVICE BULLETINS FOR ACCOMPLISHMENT INSTRUCTIONS.

XIII

ENGINE OVERVIEW

ROTORS

HP SPOOL

LP SPOOL

PT SHAFT

PW123E CROSS-SECTION FOR TRAINING USE ONLY

1.3

ROTORS

HP SPOOL

LP SPOOL

PT SHAFT

PW124/125/126/127 CROSS-SECTION FOR TRAINING USE ONLY

1.5&1.11

1

2

3

4

5

6

7

BEARINGS FOR TRAINING USE ONLY

1.7

INTERCOMPRESSOR CASE GAS GENERATOR CASE

B

FRONT INLET CASE

C

REAR INLET CASE

D

E

F

K

TURBINE SUPPORT CASE

FLANGES FOR TRAINING USE ONLY

1.9

PW123 CROSS-SECTION FOR TRAINING USE ONLY

1.11

TEMP C 1200 1100 1000 900 800 700 600 500 400 300 200 100 0

PW100 TAKEOFF CONDITION STANDARD DAY

1.8

2

2.5

34

5

6

7

PRESS. PSI 300 275 250 225 200 175 150 125 100 75 50 25 0

STATIONS FOR TRAINING USE ONLY

1.12

1.8

2

2.5

3

4

5

6

7

STATIONS FOR TRAINING USE ONLY

1.13

51

36

52

30

31

48

13

63

10

14

6

15

27

43

39

28

29

42

38

47

34

PW123 LEFT FRONT VIEW FOR TRAINING USE ONLY

1.16

59

35

45

19

4

20

46

32

56

1

22

44

50

11

64

58

23

16

17

33

26

41

40

24

60

25

PW123 RIGHT REAR VIEW FOR TRAINING USE ONLY

1.17

36

51

11

52

30

31

62

48

5

21

6

13

10

27

43

28

14

15

20

19

39

42

38

29

34

PW124B/127 LEFT FRONT VIEW FOR TRAINING USE ONLY

1.18

3

59

35

58

4

23

16

17

46

33

32

26

41

40

11

55

24

25

50

54

64

62

44

31

9

PW124B/127 RIGHT REAR VIEW FOR TRAINING USE ONLY

1.19

51

52

12

36

8

31

30

62

40

21

5

13

6

14

10

15

43

39

27

42

28

34

38

PW125B/127B LEFT FRONT VIEW FOR TRAINING USE ONLY

1.20

35

20

59

58

46

23

16

32

3

17

26

56

41

22

40

44

11

24

25

64

62

PW125B/127B RIGHT REAR VIEW FOR TRAINING USE ONLY

1.21

30

36

51

52

31

13

21

5

6

10

18

14

15

43

27

39

20

28

34

38

29

PW126A LEFT FRONT VIEW FOR TRAINING USE ONLY

1.22

35

19

59

20

58

45

23

4

17

46

16

33

32

26

56

41

1

40

50

24

22

44

25

11

64

62

PW126A RIGHT REAR VIEW FOR TRAINING USE ONLY

1.23

COLD SECTION

HANDLING BLEED VALVE P2.5 CHECK VALVE LP DIFFUSER PIPE LP SHROUD HOUSING

REAR VIEW

GAS GENERATOR CASE

AGB

HP IMPELLER

REAR INLET CASE

HP SHROUD HOUSING

FRONT VIEW

INTERCOMPRESSOR CASE

FRONT INLET CASE

LP DIFFUSER CASE LP IMPELLER OIL TANK

AIR INLET & COMPRESSOR SECTION FOR TRAINING USE ONLY

2.3

HP IMPELLER

GAS GEN. FRONT VIEW

GAS GEN. REAR VIEW

SHROUD BLEED

AIR INLET AND COMPRESSOR SECTION FOR TRAINING USE ONLY

2.5

PW123 INSTALLATION

PW124B/127 INSTALLATION

PW125B/127B INSTALLATION

PW126A INSTALLATION

HANDLING BLEED VALVE

FINE SCREEN

COARSE SCREEN

TO ECS P2.4 FROM LP DIFFUSER PIPE SERVO VALVE SERVO VALVE

PREFORMED PACKINGS INTERCOMPRESSOR CASE (REF.)

HANDLING BLEED VALVE FOR TRAINING USE ONLY

2.7

VALVE INSTALLATION

COVER

HOUSING

P2..5

DUCT

PISTON P2..4

SCREEN

P2..5

RESTRICTOR

SERVO VALVE

MANIFOLD

SERVO CONTROLLED P2..4 BLEED

TUBE P2..4

ELECTRICAL HARNESS CONNECTION

FROM EEC/AFCU OPEN POSITION

SCREEN CLOSED POSITION

HANDLING BLEED VALVE FOR TRAINING USE ONLY

2.9

OPEN

70

MA

60

HBOV OPEN

65

50 40 30 20 10 CLOSED 0 -10 30 40 50 60 70 80 90 100 PLA (DEGREES) FIGURE 1 - EEC MODE, HBOV VS PLA STEADY STATE MAP 0

10

20

100

73

77

86 89 92

Nh/R THETA (%) FIGURE 2

HANDLING BLEED VALVE LOGIC FOR TRAINING USE ONLY

2.11

EEC/AFCU

PLA T1.8 NH PAMB

{

ADC PALT TAMB

HBV

HANDLING BLEED VALVE LOGIC

FOR TRAINING USE ONLY

2.13

TO DEICING SYSTEM P3 SHUTOFF VALVE PW123AF ONLY

P2.4 FROM LP DIFFUSER PIPE P2.5 CHECK VALVE SERVO VALVE HANDLING BLEED VALVE

P3 FLOW LIMITING VENTURI HP SHUTOFF VALVE TO ECS

HBV

CONTROL PRESSURE SWITCH

P2.5 SHUTOFF & CHECK VALVES

ENVIRONMENTAL CONTROL SYSTEM FOR TRAINING USE ONLY

2.15

CHECK VALVE INSTALLATION

BUTTERFLY VALVE

TO ECS

HOUSING ASSY

O P E N

SEAT PISTON

P3

P3

C L O S E D

P2.5

P2.5 CHECK VALVE FOR TRAINING USE ONLY

2.17

MECHANICAL AGITATOR

AIR SUPPLY VALVE PRESSURE GAGE

CLEANING SOLUTIONS/STEEL TANK 5 U.S. GALS. (19 LITERS) CAPACITY WORKING PR. 50 P.S.I. (345 kPa)

VALVE

MAIN OIL FILTER

SHUT OFF VALVE

VALVE RELIEF VALVE TO WASH NOZZLE

RECIRCULATION PUMP

AIR/NITROGEN PRESSURE SOURCE REGULATED UP TO 50 P.S.I. (345 kPa)

RINSE SOLUTION TANK 5 U.S. GALS. (19 LITERS) CAPACITY WORKING PR. 50 P.S.I. (345 kPa) S/STEEL AIR SUPPLY VALVE

SHUT OFF VALVE

COVER

OIL LEVEL SIGHT GLASS

COMPRESSOR WASH

FOR TRAINING USE ONLY

WASH NOZZLE

2.19

COLD SECTION TROUBLESHOOTING SYMPTOMS ITT/T6 NH ↑

↑

NL ↑

PROBABLE CAUSE

ACTION

Aircraft/engine torque indicating system

Inspect/repair

Air inlet obstructed

Remove obstruction

LP/HP impellers FOD, rub or erosion

Borescope inspection Carry out compressor wash Inspect/repair Inspect/repair

WF ↑

↓

↓

↓

↓

LP/HP impellers contamination Aircraft/engine torque indicating system Cracked LP Diffuser pipe

↑

↑

↓

↑

P2.5 air leaks from engine/airframe systems Inspect/Repair Handling bleed valve stays open or closes too late. Inspect/clean/replace/adjust HBV, servo valve, servo valve screen and restrictor, wiring harness or EEC.

↑

↓=

↓=

Gas generator case cracked at fuel manifold boss or P3 boss

Inspect

P3 air leaks from engine/airframe system

Inspect

Leaking gas generator drain valves or fuel manifold gaskets.

Inspect/clean/replace

↑

Very noisy engine or surging during acceleration Torque surge

P2.5/P3 air switching valve completely or partially stuck in P3 position HBV does not open or closes too soon HBV unstable

FOR TRAINING USE ONLY

Inspect/clean/repair Inspect/clean/replace/adjust HBV, servo valve, servo valve screen and restrictor, wiring harness or EEC. Inspect/clean/replace/adjust HBV, servo valve, servo valve screen and restrictor, wiring harness or EEC.

COLD SECTION

2.21

HOT SECTION

HOT SECTION AREA FOR TRAINING USE ONLY

3.3

INNER LINER

OUTER LINER COOLINGS RINGS

P3

P3

IGNITER PLUG SLEEVE

FUEL NOZZLE PORT

COMBUSTION CHAMBER LINER

FOR TRAINING USE ONLY

3.5

TURBINE SUPPORT CASE WITH SEGMENT HP TURBINE INSTALLED

TRIPLE VANES

HP VANE FRONT VIEW

HP VANE REAR VIEW HP VANE ASSY

HP TURBINE VANE RING

POWER TURBINES HP TURBINE HP TURBINE PARTS HP BLADES

HP SEGMENT

LP TURBINE SHAFT

NO. 6 BEARING

NO. 7 BEARING

HOT SECTION FOR TRAINING USE ONLY

3.7

DATA PLATE

TRIM WEIGHTS INSTALLED

HIGH & LOW PRESSURE TURBINES TRIM BALANCE WEIGHT INSTALLATION Une société de United Technologies / A United Technologies Company

FOR TRAINING USE ONLY

3.9

LPT VANE REAR VIEW

LP TURBINE VANE RING

INTER STAGE TURBINE CASE

HP TURBINE VANE RING

POWER TURBINES HP TURBINE

LP TURBINE LP SEGMENT

LP TURBINE SHAFT

NO. 6 BEARING

NO. 7 BEARING

HOT SECTION FOR TRAINING USE ONLY

3.11

LP TURBINE VANE RING

LOW PRESSURE TURBINE HOUSING OIL TUBES

INTER STAGE TURBINE CASE

1 ST PT VANE RING 1 ST PT 2 ST PT VANE RING

HP TURBINE VANE RING PT ASSY

HP TURBINE

2 ND PT

LP TURBINE

LP TURBINE SHAFT

PT SHAFT

NO. 6 BEARING

NO. 7 BEARING

HOT SECTION FOR TRAINING USE ONLY

3.13

HOT SECTION PERFORMANCE COMPONENTS:

SYMPTOMS: AT CONSTANT SHP

HP VANE RING – INCREASE AREA......................................................................................................................................................NL → Nh ↓ WF ↑ T6 ↑ LP VANE RING – INCREASE AREA......................................................................................................................................................NL ↓ Nh ↑ WF ↑ T6 ↑ PT VANE RING – INCREASE AREA......................................................................................................................................................NL ↑ Nh → WF ↑ T6 ↓ HP TURBINE – INCREASE TIP CLEARANCE ...................................................................................................................................NL ↑ Nh ↓ WF ↑ T6 ↑ LP TURBINE – INCREASE TIP CLEARANCE ...................................................................................................................................NL ↓ Nh ↑ WF ↑ T6 ↑ PT TURBINE – INCREASE TIP CLEARANCE ................................................................................................................................... NL ↑ Nh ↑ WF ↑ T6 ↑ HP VANE SEALING RING – LEAKAGE ....................................................................................................................................................................NL ↑ Nh ↓ WF ↑ T6 ↑ LP VANE SEALING RINGS – LEAKAGE OF FIRST SEALING RING.....................................................................................................................NL ↑ Nh ↓ WF ↑ T6 ↑ LP VANE SEALING RINGS – LEAKAGE OF SECOND SEALING RING ...............................................................................................................NL ↓ Nh ↓ WF ↑ T6 ↑ LP VANE SEALING RINGS INTERSTAGE TURBINE CASE SEALING RING – LEAKAGE .................................................................................................................................................................... NL ↑ Nh ↑ WF ↑ T6 ↑ LP VANE SEALING RINGS SECOND PT VANE SEALING RING – LEAKAGE .................................................................................................................................................................... NL ↑ Nh ↑ WF ↑ T6 ↑ LP VANE SEALING RINGS ↑: UP ↓: DOWN →: SAME FOR TRAINING USE ONLY

3.14

GEARBOX

PROP. SHAFT SEAL:

RGB EXTERNAL VIEW

HYDRAULIC PUMP NP PROBE

PRE-SB

PRE PROP SEAL

POST-SB

POST PROP SEAL

FRONT HOUSING

REAR HOUSING

PCU PUMP & PROP. O/S GOV.

INPUT DRIVE HOUSING

PROPELLER SHAFT IDLER GEAR AC GENERATOR (IDG FOR FOKKER) PCU DRIVE COUPLING FIRST STAGE HELICAL GEAR HELICAL INPUT DRIVE SHAFT

SECOND STAGE BULL GEAR

TORQUE SHAFT SECOND STAGE PINION GEARS FIRST STAGE HELICAL GEAR

PW123 REDUCTION GEARBOX (FLOATING) FOR TRAINING USE ONLY

4.3

RGB EXTERNAL VIEW

PROP. SHAFT SEAL:

PRE-SB

PRE PROP SEAL

POST-SB

POST PROP SEAL

HYDRAULIC PUMP GEAR (N/A FOR ATR) NP PROBE

REAR HOUSING

FRONT HOUSING

PCU PUMP & PROP. O/S GOV.

PCU COUPLING

PROPELLER SHAFT

INPUT DRIVE HOUSING IDLER GEAR AC GENERATOR PCU COUPLING

TORQUE SENSOR

BULL GEAR

FIRST STAGE HELICAL GEAR COUPLING SHAFT

PROP. BRAKE (ATR ONLY) SECOND STAGE PINION GEARS

TORQUE SENSOR

HELICAL INPUT DRIVE SHAFT TORQUE SHAFT FIRST STAGE HELICAL GEAR

PW124/125/126/127 REDUCTION GEARBOX (FLOATING) FOR TRAINING USE ONLY

4.5

SPRING WASHER MICROSWITCH

FIXED DISC UNLOCK RELEASE CHAMBER

DRIVE SHAFT

ROTOR DISK

BRAKE OFF

BRAKE ON

MANUAL CONTROL

PROPELLER BRAKE (CROSS-SECTION) FOR TRAINING USE ONLY

4.7

LIP SEAL

VIEW LOOKING FORWARD

CENTRIFUGAL BREATHER IMPELLER CENTRIFUGAL BREATHER IMPELLER

STARTER MOTOR DRIVE SHAFT ANGLE DRIVE GEARBOX

HORIZONTAL SHAFT

FUEL PUMP DRIVE SHAFT

CARBON SEAL LIP SEALS

TOWER SHAFT OIL PUMP DRIVE SHAFT CARBON SEAL BEVEL GEAR HP IMPELLER

ACCESSORY GEARBOX & ANGLE DRIVE GEARBOX FOR TRAINING USE ONLY

4.9

FRONT CARBON 21 311 SPACER

POST SB 20768

DRIVE COVER

HORIZONTAL SHAFT

SHAFT STOP

AGB

COUPLING SHAFT

PLUG SPACER

SPACER POST SB 21311 CARBON SEAL ADAPTOR

CARBON SEAL ADAPTOR TRANSFER TUBE

GASKET PRE SB

VIEW LOOKING FORWARD ANGLE DRIVE GEARBOX "O" RING POST SB COVER 3/8" DRIVE

ACCESSORY GEARBOX FOR TRAINING USE ONLY

4.10

OIL SYSTEM

TEMP.SENSING OIL PRESSURIZING VALVE FUEL HEATER

REF. OIL PRESSURE

TO REDUCTION GEARBOX

T BLEED LINE

FILTER

ACCESSORY GEARBOX

PRESSURE REGULATING VALVE

OIL PRESSURE GAGE

IDG COOLER

IDG (FOKKER INST.)

NO.1 & 2 BRG CAVITY

RESTRICTOR

REF. AIR PRESSURE

ANGLE DRIVE GEARBOX

NO.5 BRG CAVITY

NO.3 & 4 BRG CAVITY

NO.6&7 BRG CAVITY

*

PRESSURE RELIEF VALVE

BLOWNDOWN OIL TANK

AIRCRAFT OIL COOLER

PRESSURE OIL SCAVENGE OIL CAVITY PRESSURE

PRESSURE OIL PUMP

STRAINER BLOWNDOWN

SCAVENGE FROM RED. GEARBOX PUMP EXTERNAL VIEW

TURBOMACHINERY OIL SYSTEM PRE SB 20849*

FOR TRAINING USE ONLY

NO.6 & 7 BRG CAVITY SCAVENGE PUMP

5.3

TEMP.SENSING

TO REDUCTION GEARBOX

FUEL HEATER

REF. OIL PRESSURE

OIL PRESSURIZING VALVE T BLEED LINE

FILTER

ACCESSORY GEARBOX

PRESSURE REGULATING VALVE

IDG COOLER

IDG (FOKKER INST.)

ANGLE DRIVE GEARBOX

NO.1 & 2 BRG CAVITY

OIL PRESSURE GAGE PRESSURE RELIEF VALVE

PRESSURE OIL SCAVENGE OIL CAVITY PRESSURE

NO.5 BRG CAVITY

NO.3 & 4 BRG CAVITY

NO.6 & 7 BRG CAVITY

* BLOWNDOWN OIL TANK

AIRCRAFT OIL COOLER

RESTRICTOR

REF. AIR PRESSURE

PRESSURE OIL PUMP

STRAINER BLOWNDOWN

SCAVENGE FROM RED. GEARBOX PUMP EXTERNAL VIEW

TURBOMACHINERY OIL SYSTEM POST SB 20849*

FOR TRAINING USE ONLY

NO.6 & 7 BRG CAVITY SCAVENGE PUMP

5.5

IMPENDING BYPASS INDICATOR MECHANICAL POP OUT OR ELECTRICAL SWITCH BYPASS VALVE PRESSURE FILTER

CHECK VALVE SPRING

COVER

PISTON

COVER

WASHERS

OIL FILTER & CHECK VALVE

FOR TRAINING USE ONLY

5.7

MAIN OIL SYSTEM LIMITATIONS Engine

Oil Temperature

Model

Starting

Max.

Min.

Transient

°C

°C

°C

-40 -54

115 115

0 0

°C 125 125

-40 -54 -54 -40 -40 -40 -40 -40 -40 -40

115 115 115 115 115 125 125 125 125 125

0 0 0 0 0 0 0 0 0 0

125 125 125 125 125 140 140 140 140 140

PW121A PW123/A/B/ C/D/E PW123AF PW124B PW125B PW126 PW126A PW127 PW127B PW127C PW127D PW127E

Oil Pressure

FOR TRAINING

Normal PSID

Min. PSID

Oil Consumption Max. lb/hr

55-65 55-65

40 40

.3 .4

36.0 38.3

55-65 55-65 55-65 55-65 55-65 55-65 55-65 55-65 55-65 55-65

40 40 40 40 40 40 40 40 40 40

.5 .5 .5 .5 .5 .5 .5 .5 .5 .5

38.3 38.3 45.0 38.3 38.3 38.3 36.4

X X X X X X X

38.3 38.3

X

USE ONLY

Oil Tank Capacity lbs

Impending Bypass Indicator Electrical Switch

Mechanical Popout X

X

5. 8

OUT TO ACC. G/BOX & ANGLE DRIVE GEARBOX

PRV EXTERNAL VIEW

PRESSURE REGULATING VALVE

OIL SUPPLY # 1-2 BRG

T6 TRIM PROBE LOCATION OIL TANK REAR INLET CASE (LOOKING REARWARD) PISTON ASSEMBLY

WASHERS SPRING

ATM

AGB

14.70

17.10

15

59

134 273 # 1-2 BRGS #3-4 BRGS

17.31

OIL PRESSURE REGULATING VALVE

# 5 BRG

# 6-7 BRGS

17.27

50

51

30

127 260

130 267

146 295

129 264

PRESSURE PSIA

138 281

TEMP TEMP ˚C ˚F

OIL TANK

BEARING CAVITY

CAVITY PRESSURE & TEMPERATURE (2000 SHP 15˚C SEA LEVEL)

FOR TRAINING USE ONLY

5.9

RED. G/B FUEL HEATER

BOOST PUMP

TEMP.SENSING T

STARTER DRIVE

PRESSURE OIL SCAVENGE OIL CAVITY PRESSURE BOOST PRESSURE

OIL PRESSURE VALVE

REF. AIR PRESSURE

REF. OIL PRES. ACCESSORY GEARBOX

PRESSURE REGULATING VALVE

RESTRICTOR

FILTER

ANGLE DRIVE GEARBOX

(FOKKER INST.)

OIL PRESSURE GAGE

NO.1 & 2 BRG CAVITY IDG COOLER PRESSURE RELIEF VALVE

IDG

NO.3 & 4 BRG CAVITY

NO.7 BRG CAVITY

* BLOWNDOWN OIL TANK

AIRCRAFT OIL COOLER PUMP EXTERNAL VIEW

NO.5 BRG CAVITY

PRESSURE OIL PUMP

STRAINER BLOWNDOWN

SCAVENGE FROM RED. G/B

SIGHT GLASS

TURBOMACHINERY OIL SYSTEM PW126 ONLY

FOR TRAINING USE ONLY

NO.3,4,5 CAVITY SCAVENGE PUMP

BLOWNDOWN DRAIN TANK

NO.6 & 7 BRG CAVITY SCAVENGE PUMP

5.11

ELECTRIC FEATHERING PUMP PROPELLER CONTROL UNIT PUMP

MAIN OIL PRESSURE FROM TURBOMACHINE

RGB SIDE VIEW

FUEL COOLED OIL COOLER

AUXILIARY TANK

OVERSPEED GOVERNOR

MAIN OILTANK

CHIP DETECTOR BYPASS VALVE

PROPELLER CONTROL UNIT

IMPENDING BYPASS INDICATOR RGB GEAR TRAIN

ANTI SYPHON LINE

SUMP CHIP DETECTOR

ENGINE OIL (PRESSURE) PROPELLER CONTROL OIL SCAVENGE OIL

RED. G/B SCAVENGE REDUCTION GEARBOX FILTER SCAVENGE PUMP

SCREEN ANTI ICING OF FRONT INLET CASE

REDUCTION GEARBOX OIL SYSTEM

FOR TRAINING USE ONLY

5.13

RGB SIDE VIEW

ELECTRIC FEATHERING PUMP PROPELLER CONTROL UNIT PUMP

RGB SIDE VIEW

MAIN OIL PRESSURE FROM TURBOMACHINE FUEL COOLED OIL COOLER MAIN OILTANK

AUXILIARY TANK

OVERSPEED GOVERNOR

OIL COOLED AC GENERATOR

PROPELLER CONTROL UNIT

AC GENERATOR SCAVENGE CAVITY RGB GEAR TRAIN

PROPELLER ACTUATOR

CHIP DETECTOR

SUMP

CHIP DETECTOR

ENGINE OIL (PRESSURE) PROPELLER CONTROL OIL SCAVENGE OIL

CHIP DETECTOR BYPASS VALVE IMPENDING BYPASS INDICATOR RED. G/B SCAVENGE FILTER AC GENERATOR SCAVENGE PUMP

ANTI SYPHON LINE

SCREEN

ANTI ICING OF FRONT INLET CASE

REDUCTION GEARBOX SCAVENGE PUMP

TURBOMACHINERY OIL SYSTEM DASH 8, ATP & JETSTREAM

FOR TRAINING USE ONLY

5.15

IMPENDING BYPASS INDICATOR (ELECTRICAL SWITCH OR MECHANICAL POP OUT)

BYPASS VALVE

FILTER

COVER PUMP ASSY

OIL FILTER

FOR TRAINING USE ONLY

5.16

OIL SYSTEM TROUBLESHOOTING SYMPTOM

PROBABLE CAUSE

ACTION

Oil tank level too high

Over servicing

Drain excess oil from tank

Oil level is checked overnight

Run engine, check engine oil level within 30 minutes from shutdown Analyze concentration of fuel in oil Check/replace fuel-cooled oil cooler Flush engine oil system and airframe oil cooler Check chip detectors and oil filters, recheck after 10 hrs or 1 day of operation, 25 hrs and 50 hrs.

Fuel cooled oil cooler internal leakage

Low oil pressure

Check/replace fuel heater Flush engine oil system and airframe oil cooler Check/top-up engine oil tank level

Fuel heater internal leak Low oil level Pressure indicating system (transducers, gage, cables, and connections.

Rectify/replace

Pressure regulating valve

Adjust/replace

Pressure blockage

regulating

valve

elbow

restrictor

Remove and clean/replace restrictor

Oil pressure check valve

Clean/adjust/replace oil pressure check valve

Oil pump pressure relief valve

Replace oil pump pressure relief valve assembly

Oil supply from tank to pressure oil pump

Rectify/remove blockage

Oil pressure pump Inspect pump for erosion/distress

FOR TRAINING

USE ONLY

5. 17

SYMPTOM

PROBABLE CAUSE

ACTION

High oil pressure

Pressure indicating system (gage, transducers, cables and connections).

Rectify/replace

Pressure regulating valve not opening correctly Airframe air-cooled oil cooler

Adjust/replace Rectify/replace

Temperature indicating system (temperature transmitter, gage, cables and connections)

Rectify/replace

Low oil temperature

Engine fuel-cooled oil cooler High oil temperature

Low oil Level

Replace Check/top-up engine oil tank level

Airframe air-cooled oil cooler

Rectify/replace

Temperature indicating system (temperature transmitter, gage, cables and connections)

Rectify/replace

Engine fuel-cooled oil cooler Replace

FOR TRAINING

USE ONLY

5. 18

SYMPTOM

PROBABLE CAUSE

ACTION

Oil pressure fluctuation

Low oil level

Check/top-up engine oil tank level

Fuel in oil system, fuel cooled oil cooler internal leakage

See oil tank level too high troubleshooting, caused be fuel cooled oil cooler internal leakage.

Pressure regulating valve sticking

Clean/replace

Pressure indicating system (gage, transducers, cables and connections)

Rectify/replace

Pressure regulating missing Oil tank level too high

Install missing elbow restrictor

Excessive oil coming out of AGB breather

valve

elbow

restrictor

See oil tank level too high troubleshooting

AGB front/rear impeller carbon seals

Replace front/rear impeller carbon seals.

P2.5/P3 air switching valve stuck to P3

Rectify/replace

FOR TRAINING

USE ONLY

5. 19

SYMPTOM

PROBABLE CAUSE

ACTION

Engine oil odor in cockpit

Prolonged or repetitive motoring cycles carried out with oil pressure indication

Check for oil accumulation in inter compressor Case (Pre SB 20957 or Pre SB 20962) and No. 5 bearing vent (Pre SB 21053) Run engine at ground idle 5 minutes

Oil pressure check valve (if oil pressure

Adjust/replace

indication at NH

< 25%)

P2.5/P3 air switching valve

Adjust/check for proper assembly/replace

AGB breather blocked/restricted

Rectify cause of blockage (horizontal shaft plug moving)

Pressure regulating valve (if oil pressure too high)

Adjust/replace

Airframe air cycle machine (if oil lubricated)

Run engine with maximum heating selected; - if oil odor stops check airframe air cycle machine, - if oil odor persists check engine.

External oil leak to engine intake

Check propeller blade seal, etc. For leakage

Damaged NL speed sensor/plug “0” ring

Inspect/replace “0” ring

Internal engine damage/oil leakage

Remove engine for investigation

FOR TRAINING

USE ONLY

5. 20

SYMPTOM

PROBABLE CAUSE

ACTION

Smoke from exhaust

Oil pressure check valve (if oil pressure

Adjust/replace

indication at NH

< 25%)

Pressure regulating valve (if oil pressure is too high)

Adjust/replace

P2.5/P3 air switching valve

Adjust/check for proper assembly/replace

No. 6 & 7 bearing vent/scavenge transfer tubes or lines restricted

Clean/replace

No. 6 & 7 bearing scavenge pump or strainer

Clean/inspect/replace

Turbine interstage case retaining bolts fracture

High oil consumption

Any of the symptoms mentioned in the oil system troubleshooting. Causing oil not to return to tank.

Borescope first-stage PT blades for impact damage at leading edges or/and tips. If damage found remove engine for investigation. See appropriate oil system troubleshooting section

External oil leakage

Rectify as necessary

Fuel heater internal leak

Check/replace

Internal leak into propeller hub

Replace propeller actuator seals or propeller

FOR TRAINING

USE ONLY

5. 21

SECONDARY AIR SYSTEM

BEARING COMPARTMENT SEALING AND TURBINE COOLING FOR TRAINING USE ONLY

6.3

REAR INLET CASE

EXTERNAL VIEW

INTERCOMPRESSOR CASE CAVITY

COVER WASHERS SPRING THRUST WASHER

P3 TO REAR INLET CASE

GUIDE PIN SPRING RETAINING RING SLEEVE INTERCOMPRESSOR

PISTON RING PISTON

AT INITIAL START UP P2.5 INNER HOUSING

TO REAR INLET CASE

VALVE

SEAT OUTER HOUSING

AIR SWITCHING VALVE FOR TRAINING USE ONLY

AT 40-45% NH

6.5

ENGINE SIDE VIEW

ACCESSORY GEARBOX

CARBON SEAL

BREATHER AIR

P2.5 OR P3 AIR FROM SWITCHING VALVE

CARBON SEAL

AIR TRANSFER TUBE

PT SHAFT AIRFLOW CARBON SEAL

REAR INLET CASE FOR TRAINING USE ONLY

6.7

P3 FROM GAS GENERATOR

LP IMPELLER HP IMPELLER P2.5

NO.4 (BALL) BEARING

NO.3 (BALL) BEARING

NO.3 & NO.4 BEARING AIRFLOW Une société de United Technologies / A United Technologies Company

FOR TRAINING USE ONLY

6.9

SEALING RINGS

POWER TURBINES

HP TURBINE

LP TURBINE

NO.5 (ROLLER) BEARING

PT SHAFT

NO.6 (ROLLER) BEARING

NO.7 (ROLLER) BEARING

NO.5, 6 & 7 BEARING AIRFLOW FOR TRAINING USE ONLY

6.11

SEALING RINGS

POWER TURBINES

HP TURBINE

LP TURBINE

PT SHAFT

NO.6 (ROLLER) BEARING

NO.5 (ROLLER) BEARING

NO.7 (ROLLER) BEARING

NO.5, 6 & 7 BEARING AIRFLOW POST SB 21425 PW124 ONLY

FOR TRAINING USE ONLY

6.13

INDICATING SYSTEM

NH SENSOR

NH2 PULSE PICK-UP PROBE REAR INLET CASE STARTER GENERATOR DRIVE PAD

NH1 PULSE PICK-UP PROBE

NL PULSE PICK-UP PROBE

INTERCOMPRESSOR CASE

NP PULSE PICK-UP PROBE

REDUCTION GEARBOX REAR HOUSING

PICK-UP PROBES LOCATIONS

FOR TRAINING USE ONLY

7.3

POST T6 PRE T6 TRIM RESISTOR

ENGINE REFERENCE DATA AT 59˚F AT T/M TRIM SCU TRIM

T6 TEMPERATURE SYSTEM

FOR TRAINING USE ONLY

H H L L

SAMPLE SERIAL NO. 707 ENGINE BUILD SPEC SHP 2380 T TRIM 6 d ∆ CL2 32950

25.0

Q2G8660

715

NH ∆

CL27 27250

W Q2B 6260

NH ∆

FA5 RA5 FD2 RD2

FE7 RE7

7.5

KN

KP TRIM THERMOCOUPLE 8 6

ITT ˚C X 100

4 2

10

0

12

TRIM RESISTOR

BUS BARS & THERMOCOUPLES

TERMINAL HOUSING

T6 TEMPERATURE SYSTEM ELECTRICAL SCHEMATIC

FOR TRAINING USE ONLY

7.6

T1.8 SENSOR

TOTAL INLET TEMPERATURE (T1.8) FOR TRAINING USE ONLY

7.7

EXTERNAL VIEW

TORQUE SENSOR

TORQUE SENSOR

SPACER

PREFORMED PACKING

ENGINE AT REST

VIEW LOOKING FORWARD

ENGINE RUNNING

REAR FLANGE

ROTATION

POST SB

TORQUE REFERENCE SHAFT SHAFT

TORQUE SHAFT PW123 ONLY

FOR TRAINING USE ONLY

7.9

TORQUE SENSOR TORQUE SHAFT

(TSC) SCU 60

TSC

40

80

TORQUE

%

20

100

ACTUAL TORQUE (Q)

P11

0

P10

120

TORQUE GAGE

TORQUE SHAFT PW123 SERIES

FOR TRAINING USE ONLY

7.11

TORQUE TUBE REFERENCE TUBE

TORQUE SENSORS

AFU & EEC

Q2

EEC AUTO FEATHER UNIT (AFU)

Q1

TORQUE MEASUREMENT SYSTEM FOR TRAINING USE ONLY

TORQUE SHAFT CARACTERIZATION PLUG

7.13

A

AFTER TRIMMING

IND. Q

B

GAIN (SLOPE) BEFORE TRIMMING

{

TORQUE TUBE

REF.TUBE

LOW TORQUE A

B

BIAS (OFFSET)

DYNO Q

HIGH TORQUE

ENGINE REFERENCE DATA AT 59˚F SAMPLE SERIAL NO. 707 ENGINE BUILD SPEC SHP 2380 T TRIM 6 d ∆

AT EEC TRIM

715

SCU TRIM H H L L

FA5 RA5 FD2 RD2

CL2 32950

25.0

Q2G8660

NH ∆

CL27 27250

PRATT & WHITNEY CANADA W Q2B6260

NH ∆

FE7 RE7

LONGUEUIL, QUEBEC, CANADA

TURBOPROP ENGINE REDUCTION GEARBOX MODULE ENGINE MODELE

PW124B

MODULE SERIAL NO.

RGB

T/M TRIM

TORQUE TRIM

FOR TRAINING USE ONLY

AFU TRIM

Q2B 11320 Q2G 6260 CL 1249

7.15

NL

NL COCKPIT GAGE NH COCKPIT GAGE

NH

NH (1) EEC (ATR/ATP/FOKKER/DASH-8)

(N/A FOR CANADAIR) DUAL COIL FOR PW127

BACK-UP FOR PW127 Q2 (NP DERIVED) TQ2

AFCU (CANADAIR)

N.B.: COMBINED IN ONE PROBE FOR DASH-8

Q1

AFU (ATR/ATP/FOKKER) SCU (DASH-8)

TQ1

(NONE FOR CANADAIR)

DUAL COIL FOR PW127 TORQUE (1)

ATP/FOKKER RATED TORQUE (Q BUG) N.B.: ATR: Q BUG FROM FDAU ACTUAL TORQUE ATR:DIGITAL INDICATION ATP:DIGITAL AND IN EEC MODE= ALSO ANALOG DASH-8/FOKKER/CANADAIR= DIGITAL AND ANALOG INDICATION ACTUAL Q ANALOG ATR ATP:IN MANUAL MODE ONLY AUTOFEATHER LOGIC

(N/A FOR CANADAIR) NP COCKPIT GAGE

NP T6 (ITT)

T6 COCKPIT GAGE

INDICATING SYSTEM SUMMARY FOR TRAINING USE ONLY

7.16

IGNITION SYSTEM

IGNITER

CENTRAL ELECTRODE

COMBUSTION CHAMBER

TURBINE SUPPORT CASE

IGNITION EXCITERS

COOLING AIR

GAS GENERATOR CASE

SPARK IGNITER CENTRAL ELECTRODE IGNITION PLUG POST-SB

PRE-SB

IGNITION CABLES

IGNITION SYSTEM FOR TRAINING USE ONLY

8.3

PERFORMANCE

TURBINE ENGINE DISK LIFE One of the most important aspects of turbine engine operation and maintenance and perhaps the one least understood is the requirement to control disk life. Very serious damage can result from the failure of a rotor disk. For this reason, it is of extreme importance to maintain disks integrity by replacing them before they reach their life limit. Without going into the details of the many parameters used to design disks, it is important to have an understanding of the major considerations facing engineering. These are: burst margin (ultimate strength), yield strength, creep strength, high frequency fatigue strength, metallurgical deterioration, and low cycle fatigue strength. Through highly developed methods, disks are designed so that the first four factors do not generally limit disk life. The fifth factor, metallurgical deterioration, may require disk life limitations, but is often overridden by the sixth factor, low cycle fatigue (LCF). LCF dictates life limitations and retirement of disks which physically appear to be quite satisfactory. At the same time, large thermal gradients can be imposed on the disk. Rims which are relatively thin and exposed to the hot gases heat up much more rapidly than the thick hubs. The result of this is high tensile stresses in the disk bore. Through analytical and actual rig tests we establish carpet plots. Based on minimum material specification properties, we determined that a typical turbine disk can be cycled from zero rpm to the maximum allowable engine compressor speed 15,000 times (typical).

Airworthiness regulations require the operator to log engine starts and aircraft flights. It is also the responsibility of the operator to calculate the accumulated total cycles. Operators having missions which include many touch-and-go flights, or a frequency of scheduled in-flight shutdowns, such as used within training missions; or which include more than 10 flights per hour must submit their mission profiles to Pratt & Whitney Canada for life cycle analysis. Reference: Engine Maintenance Manual Accomplishment Instructions: Accumulated total cycles, all flights and starts must be recorded in the appropriate engine logbook. Turbine disk assemblies removed for repair must be suitably tagged, stating the total number of flights, engine starts and/or the calculated total cycles. Rotor components with lives greater than the limits shown in engine maintenance manual, or rotor components not supported with proper documentation, are to be removed from service. Abbreviated Cycles: Aircraft operation often includes abbreviated engine cycles. The definition of an abbreviated cycle is: idle - take-off - flightlanding - idle; whereas a normal or full cycle includes the foregoing plus an engine start and shutdown. The limits specified in engine maintenance manual are in terms of full cycles. Accumulated abbreviated cycles are summated in terms of full cycles by means of a formula and tabulated factors. Life determination: At repair and overhaul, component life is calculated in accordance with the following formula: No. of starts + no. of flight - no. of starts abbreviated cycle factor

FOR TRAINING USE ONLY

X Flight count factor

9.2

TIME BETWEEN RESTORATION AND HOT SECTION INSPECTION FREQUENCY Time between restoration takes into consideration the average effect of the many variables affecting engine life, such as average flight duration, percentage of time at any given power level, climatic conditions and environment maintenance practices, utilization and engine modification standard. Under extreme conditions of very low utilization coupled with continuous operation in salt water atmosphere or heavy sand or dust environment, periodic inspections in accordance with h e applicable maintenance instructions may indicate maintenance action prior to the recommended restoration life. A. Time between restoration Initial: hours (Ref. Engine maintenance manual) -

On Condition Program (OCP) The On Condition Program (OCP) has been prepared by Pratt & Whitney Canada to establish the engine maintenance intervals, practices and standards necessary to enable the engine to be maintained on a continuous basis as an alternative to the hard time threshold sampling programs covered by P&WC Engine Maintenance Manual. Aircraft Gas Turbine Operating Information Letter (AGTOIL) No. 28 is used in conjunction with the applicable Engine Maintenance Manual. AGTOIL Nos. 24 and 31 define On Condition Program for the PW100 engine series.

Operators desiring T.B.R. extension should submit a formal request with details of sample engine numbers and name and address of overhaul facility to Pratt & Whitney Canada.

B. Hot Section Inspection Frequency Recommendations -

Scheduled hot section inspection method (ref.: engine maintenance manual)

FOR TRAINING USE ONLY

9.3

ENGINE CONDITION TREND MONITORING (ECTM) Purpose: ECTM allows the user to monitor the engine performance and:

The data will be valid if you apply the following restrictions:

-

•

Permit early detection of engine deterioration Help determine problem area Increase dispatch reliability Perform repairs at the most economical time Allow to be on (soft time) for hot section inspection

• •

Description: ECTM is a process of periodically recording engine and aircraft instrument parameters ( Q, ITT, Wf, Nh, NL, ALT, OAT, NP, IAS and comparing them to a computer reference model. Under specific ambient conditions, engine parameters such as compressor speeds (NL-Nh), interturbine temperature (ITT) and fuel flow (Wf) are predictable. The difference between the actual engine parameters and the computer model values will be plotted as 3 deltas (four if NL is used) using a graphical chart method as illustrated below. Once a trend is established by the plotting of these deltas, any deviation would indicate some engine deterioration. Analysis of the trend reveals extent of deviation and possible need for corrective action.

•

Once per day, or every 6 hours if flown more often, select the flight with the longest cruise that is at a representative altitude and airspeed. Allow the engine to stabilize 3 to 5 minutes without ANY power lever movements. The same flight configuration must be repeated (i.e. electrical load, bleed air extraction). Record data within a reasonable time frame.

Data entry and calculation: ECTM data can be processed using an IBM PC or compatible, with PWC supplied ECTM IV program Plotting and Trend Analysis: Once the deltas are calculated, the computer (PC or mainframe) does the plotting and displays the result on the screen or sends it to a printer. Analysis of the trend reveals extent of deviation and possible need for corrective action. Note: Aircraft Gas Turbine Operation Information Letter (AGTOIL) no. 24 provides generic information in regard to engine trend analysis .

Data acquisition: The accuracy of the ECTM process depends on the quality of the data entered in computer system. There is only one flight configuration where engine reaction can be predictable. FOR TRAINING USE ONLY

9.4

PLOTTING Guidelines Following computation, DELTA Nh, DELTA ITT, and DELTA Wf should be plotted on a continuous sheet. Flight log number may be used as the abscissa, although the trend could also be recorded as a function of date or, preferably, as a function of engine running time in hours.

Delta ITT: •

Net change of 10 to 15°C: Early signal of some deterioration that should be investigated when convenient.

Definition of Terms:

•

1Base Line: Delta values, for a particular engine with known conditions. Known conditions include a recently completed HSI, inspection of compressors and a compressor wash. New or newly overhauled engines also meet these conditions.

Net change of 20 to 25°C: Deterioration becoming more serious. Further running could result in high cost component replacement (Ex: High pressure turbine vane ring or turbine blades, etc.). Action should be taken as soon as possible.

•

Net change of 30°C: At this level, whether or not ITT is redlined, deterioration has progressed to a point where serious engine damage is imminent.

2Net Change: The change from the base line to a line passing through a delta point at a specific location on the graph.

DELTA Nh: 3Revision of Base Line: In the event the position of the initial base line is improperly estimated (this is often caused by a fault or change in the calibration of instrumentation), a revision of the base line values needs to be carried out.

•

Net change of 0.75%: Early signal of some deterioration.

•

4Analysis: The analysis of the trend graph should be carried-out on a daily basis if possible, but not deferred for more than five days.

Net change of 1.0% : Action should be taken as soon as possible.

NOTE: Courses on ECTM are available, please contact P&WC Training department for the schedule.

FOR TRAINING USE ONLY

9.5

TAKE OFF

P. 9.8

MAIN ENGINE OPERATING LIMITS ENGINE MODELS BUILD SPEC.

121A 707

123 707

123B 785

123C 838

123D 839

123E 869

123AF 723

ATR42 400

DH8 300

DH8 300

DH8 200

DH8 200

DH8 300

CL215

124B 724 726 ATR72 200

BUILD SPEC. AIRCRAFT MODEL AIRCRAFT SERIES

Max.

SHP

take-off

Flat rated at (°C)

(MTOP)

ESHP

OR

Max SFC (lb/ESHP/hr)

* Reserve

Max. ITT (°C)

Take-off

Max NH (RPM) Max NH (%)

2200 25 2304 0.474 816 34380 103.2

1212 101

2380 35 2502 0.47 800 34200 102.7 28800 104 1212 101

2500 30.3 2626 0.463 800 34200 102.7 28800 104 1212 101

2150 25.5 2262 0.483 800 34200 102.7 28800 104 1212 101

2150 45 2262 0.483 800 34200 102.7 28800 104 1212 101

2380 40.6 2502 0.47 800 34200 102.7 28800 104 1212 101

2380 35 2502 0.47 800 34200 102.7 28800 104 1200 100

2400 34.4 2522 0.468 800 34200 102.7 28800 104 1212 101

2500 30 2626 0.463 800 34200 102.7 28800 104 1212 101

1980 25 2075 0.487 Ref: chart 1212 101

2142 35 2253 0.484 Ref: chart 1212 101

2261 30.3 2378 0.476 Ref: chart 1212 101

1950 25.5 2054 0.498 Ref: chart 1212 101

1950 45 2054 0.498 Ref: chart 1212 101

2142 41 2253 0.484 Ref: chart 1212 101

N/A N/A N/A N/A N/A N/A N/A

2160 34.4 2272 0.482 800 1212 101

2250 30 2367 0.477 800 1212 101

1900 30.2 1992 0.493

2150 45 2261 0.483

2150 45 2262 0.483

1950 34.4 2054 0.498

1950 53.3 2054 0.498

2150 45 2261 0.483

2150 45 2261 0.483

2230 45 2345 0.483

2150 45 2261 0.483

1700 26.1 1784 0.51

2088 28.3 2197 0.487

2089 28.4 2198 0.487

1950 34.4 2054 0.498

1950 34.4 2054 0.498

2088 28.3 2197 0.487

2088 28.3 2197 0.487

2088 28.3 2197 0.487

2088 28.3 2197 0.487

1700 15 1784 0.51

2030 22.2 2136 0.492

2030 22.6 2136 0.492

1950 26.1 2054 0.498

1950 26.1 2054 0.498

2030 22.2 2136 0.492

2030 22.2 2136 0.492

2030 22.2 2136 0.492

2030 22.2 2136 0.492

Max. NL(RPM) Max. NL (%) Max. NP (RPM) Max. NP (%) Normal

SHP

Take-off

Flat rated at (°C) ESHP Max SFC (lb/ESHP/hr) Max. ITT (°C) Max. NP (RPM) Max. NP (%)

Max.

SHP

Continuous Flat rated at (°C) ESHP Max SFC (lb/ESHP/hr) Max.

SHP

Climb

Flat rated at (°C) ESHP Max SFC (lb/ESHP/hr)

Max.

SHP

Cruise

Flat rated at (°C) ESHP Max SFC (lb/ESHP/hr)

125B 647 761 F50 100

FOR TRAINING USE ONLY

9.6

P. 9.8

MAIN ENGINE OPERATING LIMITS ENGINE MODELS BUILD SPEC.

126 691

126A 743

127 774

ATP

ATP

ATR72 210

BUILD SPEC. AIRCRAFT MODEL AIRCRAFT SERIES

Max.

SHP

take-off

Flat rated at (°C)

(MTOP) OR

ESHP Max SFC (lb/ESHP/hr)

* Reserve

Max. ITT (°C)

Take-off

Max NH (RPM) Max NH (%) Max. NL(RPM) Max. NL (%) Max. NP (RPM) Max. NP (%)

Normal

SHP

Take-off

Flat rated at (°C) ESHP Max SFC (lb/ESHP/hr) Max. ITT (°C) Max. NP (RPM) Max. NP (%)

Max.

SHP

Continuous Flat rated at (°C) ESHP Max SFC (lb/ESHP/hr) Max.

SHP

Climb

Flat rated at (°C) ESHP Max SFC (lb/ESHP/hr)

Max.

SHP

Cruise

Flat rated at (°C) ESHP Max SFC (lb/ESHP/hr)

127B 812 813 F50 300

127C 799

127D 823

127E 850

127F 918

CATIC 200A

J-61

ATR42 500

ATR72 210A

2653(1) 32.4 2739 0.463 830 34550 103.7 28900 104.3 1212 101

2662 29.4 2795 0.462 800 34190 102.7 28900 104.3 1212 101

2750 31.6 2880 0.459 800 34360 103.2 28870 104.2 1212 101

2750 30 2880 0.459 800 34360 103.2 28870 104.2 1212 101

2750 31.6 2880 0.459 800 34250 103 28600 103.2 1200 100

2750 33 2880 0.459 800 34360 103.2 28870 104.2 1212 101

2400 45 2516 0.474 800 34360 103.2 28870 104.2 1212 101

2750 34.9 2880 0.459 800 34360 103.2 28870 104.2 1212 101

2210 27.9 2296 0.486 830 1212 101

2381 29.4 2503 0.474 Ref: chart 1212 101

2475 31.6 2593 0.47 Ref: chart 1212 101

2475 30 2594 0.47 Ref: chart 1212 101

2475 31.6 2593 0.47 765 1200 100

2475 33 2594 0.47 Ref: chart 1212 101

2160 45 2266 0.489 Ref: chart 1212 101

2475 34.9 2593 0.47 Ref: chart 1212 101

2210 27.9 2296 0.486

2372 40.5 2493 0.475

2500 41.4 2619 0.469

2500 40.5 2620 0.469

2500 31.6 2619 0.469

2750 33 2880 0.459

2400 45 2516 0.474

2500 44.4 2619 0.469

2148 28.7 2230 0.49

2145 27.2 2257 0.482

2192 28.4 2299 0.486

2192 27.5 2299 0.487

2192 28.4 2299 0.486

2192 24.7 2299 0.487

2160 25 2266 0.489

2192 22.6 2299 0.486

2083 26.3 2168 0.494

2081 25 2190 0.493

2132 22.8 2237 0.491

2132 20.5 2237 0.491

2132 22.8 2237 0.490

2132 24.7 2237 0.491

2132 25.5 2237 0.491

2132 22.6 2237 0.491

FOR TRAINING USE ONLY

9.7

BORESCOPE ACCESS PORT FOR 2ND ST. POWER TURBINE BLADES INSPECTION

FUEL NOZZLE ADAPTER PORT OR IGNITER PORT FOR HP VANE RING AND HP TURBINE BLADES INSPECTION

REAR INLET CASE PORT FOR LP IMPELLER INSPECTION LOW PRESSURE DIFFUSER PIPE PORT FOR HP IMPELLER INSPECTION

T6 THERMOCOUPLE PORT FOR LP TURBINE, LP VANE RING & 1ST STAGE POWER TURBINE, 1ST STAGE POWER TURBINE VANE RING INSPECTION

BORESCOPE INSPECTION FOR TRAINING USE ONLY

9.9

FUEL SYSTEM

CLA

PLA

CLA

PCU PUMP

MFCU FUEL MOTIVE FLOW OUTLET Py AIR OUTLET Q2

NPT T1.8

PLA

PAMB

PALT SAT

CAS

{

NH

P1.8

ADC P3 AIR INLET

ENGINE CONTROL SYSTEM FOR TRAINING USE ONLY

FUEL OUTLET

10.3

AIRFRAME/ENGINE FUEL CONNECTION FUEL HEATER OIL IN OUT

MECHANICAL FUEL CONTROL UNIT

HEATED OIL OUTLET FILTER FUEL PUMP

MOTIVE FLOW VALVE

MOTIVE SELF FLOW RELIEVING PUMP STRAINER

IMPENDING BYPASS SWITCH

BYPASS VALVE

FUEL TEMPERATURE SENSING PORT

FLOW METER (AIRFRAME) FCOC IMPENDING BYPASS SWITCH

OIL IN

TO FUEL CELL #4 & 5 (CANADAIR)

INLET PRESURE PUMP DELIVERY PRESURE METERED FUEL FLOW BYPASS FUEL DRAIN FUEL

TO AIRFRAME FUEL TANK (DASH 8)

OIL OUT

CHECK VALVE

FUEL SYSTEM PW123 DASH 8/CANADAIR

FOR TRAINING USE ONLY

TO AIRFRAME EJECTOR PUMP

FLOW DIVIDER & DUMP VALVE FUEL MANIFOLD ADAPTER AND NOZZLE OVERBOARD DRAIN

10.5

AIRFRAME/ENGINE FUEL CONNECTION FUEL HEATER OIL IN OUT

MECHANICAL FUEL CONTROL UNIT

HEATED OIL OUTLET FILTER

MOTIVE FLOW VALVE

FUEL PUMP

MOTIVE SELF FLOW RELIEVING PUMP STRAINER

IMPENDING BYPASS SWITCH

CHECK VALVE

TO AIRFRAME EJECTOR PUMP

FLOW METER (AIRFRAME) FCOC

BYPASS VALVE

FUEL TEMPERATURE SENSING PORT

ATR

IMPENDING BYPASS SWITCH

OIL IN OIL OUT

FLOW DIVIDER & DUMP VALVE

FOKKER VENT RETUR TO TANK ATP

ATP INLET PRESURE PUMP DELIVERY PRESURE METERED FUEL FLOW BYPASS FUEL DRAIN FUEL

FUEL MANIFOLD ATR & FOKKER ADAPTER AND NOZZLE

FUEL SYSTEM ATP/ ATR /FOKKER

FOR TRAINING USE ONLY

OVERBOARD DRAIN

10.7

PRE-SB POST-SB

FUEL IN FROM FUEL TANK

FUEL HEATER

FUEL IN

FUEL OUT TO FUEL PUMP

FUEL OUT CONTROL VALVE OIL IN FROM MAIN FILTER

IMPENDING BYPASS VALVE THERMAL SENSOR

OIL IN OIL OUT

MAX HEATING POSITION

FUEL FILTER

OIL OUT TO FCOC

BYPASS POSITION NO HEATING

FUEL HEATER FOR TRAINING USE ONLY

10.9

PW123 FCOC INSTALLATION PW124B/127 INSTALLATION

OIL IN FROM FUEL HEATER

OIL OUT TO RGB

FUEL IN FROM MFC

OIL IN

FUEL IN

FUEL OUT

OIL OUT

THERMOSTATIC BYPASS VALVE

FUEL COOLED OIL COOLER FOR TRAINING USE ONLY

10.11

INLET SCREEN

PUMP & MFC SIDE VIEW

OUTLET FILTER IMPENDING BYPASS SWITCH

FUEL OUTLET TO MFC

FUEL INLET FROM FUEL HEATER INPUT DRIVE

BYPASS FUEL FROM MFC BYPASS VALVE

EJECTOR NOZZLE

INLET STRAINER (SELF RELIEVING)

FUEL PUMP FOR TRAINING USE ONLY

10.13

MFCU REAR VIEW

TO ELECTRICAL HARNESS

FUEL CONTROL RIGGING HOLE

FUEL MOTIVE FLOW OUTLET

POWER LEVER

PY AIR OUTLET P3 AIR INLET

FUEL CONTROL RIGGING HOLE

FUEL OUTLET FUEL SHUTOFF LEVER MANIFOLD PRESSURE REGULATOR DRAIN

MECHANICAL FUEL CONTROL

FOR TRAINING USE ONLY

10.15

MANIFOLD PRESSURE REGULATOR

METERED FUEL OUT P2 ON

FUEL SHUT OFF LEVER MIN Wf STOP OFF BYPASS VALVE

P0 MINIMUM PRESSURIZING VALVE

BYPASS RETURN TO PUMP

FUEL SHUT OFF VALVE METERING VALVE

P1 PUMP DELIVERY PRESSURE P2 METERED FUEL P0 BYPASS FUEL DRAIN FUEL P3 AIR PRESSURE MOTIVE FLOW

PRESSURE RELIEF VALVE MOTIVE FLOW VALVE

MAX STOP TORQUE TUBE FUEL INLET MOTIVE FROM PUMP FLOW

MECHANICAL FUEL CONTROL MAIN FLOW FOR TRAINING USE ONLY

10.17

P. 10.18

P. 10.20

BASIC OPERATION

P1 PUMP DELIVERY PRESSURE P2 METERED FUEL P3 AIR PRESSURE Px ACCEL. PRESSURE Py GOVERNING PRESSURE

METERING VALVE

BELLOWS ASSY

IDLE MAX REVERSE MAX FORWARD

EVACUATED BELLOWS

Py ORIFICE Px ORIFICE

POWER LEVER RVDT PIVOT POINT TORQUE TUBE P3 Pa P3 AIR INLET

STEPPER MOTOR Py ORIFICE

DRAIN (Pa)

STEPPER MOTOR

Py TO PROPELLER OVERSPEED GOVERNOR

FACE CAM TO ELECTRICAL HARNESS

MFC PNEUMATIC SYSTEM DRAINS

FOR TRAINING USE ONLY

EEC MODE

10.19

BASIC OPERATION

P1 PUMP DELIVERY PRESSURE P2 METERED FUEL P3 AIR PRESSURE Px ACCEL. PRESSURE Py GOVERNING PRESSURE

METERING VALVE

IDLE MAX REVERSE MAX FORWARD POWER LEVER RVDT OVERSPEED MODE CAM MANUAL MODE CAM NH SPEED GOVERNOR GOVERNOR LEVER

FOLLOWER LEVERS

TORQUE TUBE P3 Pa P3 AIR INLET MODE CAM SELECT SOLENOID VALVE STEPPER MOTOR LEVER

GOVERNOR ORIFICE STEPPER MOTOR Py ORIFICE TO ELECTRICAL HARNESS

SERVO PISTON

MFC MECHANICAL BACK-UP EEC MODE DRAINS

FOR TRAINING USE ONLY

10.21

P. 10.22

BASIC OPERATION

P1 PUMP DELIVERY PRESSURE P2 METERED FUEL P3 AIR PRESSURE Px ACCEL. PRESSURE Py GOVERNING PRESSURE

METERING VALVE

IDLE MAX REVERSE MAX FORWARD POWER LEVER RVDT OVERSPEED MODE CAM MANUAL MODE CAM NH SPEED GOVERNOR GOVERNOR LEVER

FOLLOWER LEVERS

TORQUE TUBE P3 Pa P3 AIR INLET MODE CAM SELECT SOLENOID VALVE STEPPER MOTOR LEVER

GOVERNOR ORIFICE STEPPER MOTOR Py ORIFICE TO ELECTRICAL HARNESS

SERVO PISTON

MFC PNEUMATIC SYSTEM MANUAL MODE DRAINS

FOR TRAINING USE ONLY

10.23

P1 PUMP DELIVERY PRESSURE P2 METERED FUEL P3 AIR PRESSURE Px ACCEL. PRESSURE Py GOVERNING PRESSURE

METERING VALVE

IDLE MAX REVERSE MAX FORWARD POWER LEVER RVDT HIGH CAM

FOLLOWER LEVERS

TORQUE TUBE

NORMAL CAM

P3 Pa P3 AIR INLET

NH SPEED GOVERNOR GOVERNOR LEVER

MODE CAM SELECT SOLENOID VALVE ENERGIZED TO CLOSE

GOVERNOR ORIFICE

SERVO PISTON TO ELECTRICAL HARNESS

DRAINS

FOR TRAINING USE ONLY

MFC PNEUMATIC SYSTEM HIGH CAM PW123AF 10.25

P1 PUMP DELIVERY PRESSURE P2 METERED FUEL P3 AIR PRESSURE Px ACCEL. PRESSURE Py GOVERNING PRESSURE

METERING VALVE

IDLE MAX REVERSE MAX FORWARD POWER LEVER RVDT HIGH CAM

FOLLOWER LEVERS

TORQUE TUBE

NORMAL CAM

P3 Pa P3 AIR INLET

NH SPEED GOVERNOR GOVERNOR LEVER

MODE CAM SELECT SOLENOID VALVE DE-ENERGIZED TO OPEN

GOVERNOR ORIFICE

SERVO PISTON TO ELECTRICAL HARNESS

DRAINS

FOR TRAINING USE ONLY

MFC PNEUMATIC SYSTEM NORMAL CAM PW123AF 10.27

FLOW DIVIDER INSTALLATION

PRIMARY MANIFOLD PORT

PRIMARY VALVE

SECONDARY MANIFOLD PORT

DUMP POSITION

SECONDARY VALVE

DUMP POSITION

TRANSFER VALVE

PRIMARY FLOW POSITION

PRIMARY FLOW POSITION

PRIMARY & SECONDARY FLOW POSITION POST SB

PRIMARY & SECONDARY FLOW POSITION PRE SB

FLOW DIVIDER FOR TRAINING USE ONLY

10.31

NOZZLE ADAPTER

GAS GENERATOR FLANGE

FUEL NOZZLE

FUEL NOZZLE SHEATH

PRIMARY FUEL SECONDARY FUEL DRAIN FUEL P3 AIR

GAS GENERATOR CASE ASSEMBLY

SECONDARY FUEL MANIFOLD ADAPTER ASSEMBLY

PRIMARY - SECONDARY FUEL MANIFOLD ADAPTER ASSEMBLY

BRACKET SB 21373 SECONDARY ADAPTER

PRIMARY - SECONDARY ADAPTER

FUEL MANIFOLD ADAPTERS & NOZZLES FOR TRAINING USE ONLY

10.33

FUEL DRAIN TANK ATR/ATP/FOKKER

FOR TRAINING USE ONLY

10.35

STARTING PROBLEMS TROUBLESHOOTING SYMPTOM PROBABLE CAUSE ACTION No NH increase after start NH indicating system (gage, cables and Rectify/replace selection (starter motor can connections) be heard. NH sensor (upper) Check/replace Sheared Starter motor drive shaft No NH increase after start No 28 VDC at starter connector selection (starter motor cannot be heard) Starter motor seizure

Replace Check for 28 VDC at starter connection. Rectify aircraft system Remove starter drive cover and rotate HP spool, if seize remove starter. Rotate HP spool, if still seized remove fuel pump

Fuel pump seizure Rotate HP spool, if still seized remove engine for investigation. HP spool seizure No light-up within 10 seconds Ignition system after fuel "on". Fuel flow indication is normal. Fuel flow divider Fuel nozzle transfer tube "O" ring leakage

FOR TRAINING USE ONLY

Check ignition system, rectify as necessary Clean/inspect (pre SB21128) or replace Check fuel drain manifold for leaks, rectify as necessary

10.37

STARTING PROBLEMS TROUBLESHOOTING SYMPTOM PROBABLE CAUSE No light-up within 10 seconds No fuel supply to engine after fuel "on". No fuel flow indication HMU/MFC (MFCU) fuel condition lever rigging

ACTION Rectify as necessary (check for fuel in tanks, fuel shut-off valve, etc..) Check rigging, rectify as necessary

Flow divider

Disconnect flow divider and carry out a wet motoring cycle, if fuel flow is normal, clean/inspect (pre SB21128) or replace.

Fuel pump

Remove fuel pump and check for sheared drive shaft or spline wear. Rectify as necessary.

HMU/MFC (MFCU) Hot start, when time to light Excessive tail wind is normal Inlet obstructed

Check/replace HMU/MFC (MFCU) Reposition aircraft with nose in wind. Check and rectify

Cranking RPM too low

Check/rectify for low battery, overload, GPU

Bleed air system open or leaking

Ensure air bleed if "off", check for leaks, rectify as necessary

Early starter disengagement

Rectify aircraft system

PLA position too high

Reposition PLA

EEC

If start is normal in manual check/replace EEC

HMU/MFC (MFCU)

Check/replace HMU/MFC (MFCU)

T6 indicating system

Check T6 system rectify as necessary

FOR TRAINING USE ONLY

10.38

STARTING PROBLEMS TROUBLESHOOTING SYMPTOM PROBABLE CAUSE Hot start when time to light is Ignition system long Fuel flow divider

ACTION Check ignition system, rectify as necessary Clean/inspect (pre SB21128) or replace

Fuel nozzles Check/replace Engine fails to accelerate to P3 leakage/blockage to HMU/MFC Check/replace P3/Py lines idle (MFCU) or P3/Py leakage to overspeed governor. Overspeed governor

Replace overspeed governor

Fuel nozzle transfer tube "O" ring leakage

Check fuel drain manifold for leaks, rectify as necessary

Fuel flow divider Clean/inspect (pre SB21128) or replace EEC If start is normal in manual check/replace EEC HMU/MFC (MFCU) Check/replace HMU/MFC (MFCU)

FOR TRAINING USE ONLY

10.39

FUEL SYSTEM TROUBLESHOOTING SYMPTOM PROBABLE CAUSE NP, Q, NH, T6 and Wf Loose or contaminated connectors fluctuations with EEC "on" only

ACTION Check for tightness and/or moisture and/or contamination at EEC, harness, MFC/HMU (MFCU), T1.8 connectors, AFU, Q sensor. If fluctuation stops with air bleed "off" check bleed system

Air bleed system Check/replace T1.8 sensor Low inlet fuel pressure (motive flow)

If fluctuation stops when fuel boost pump selected "on" check motive flow system Check/replace P3/Py lines

P3 leak to HMU/MFC (MFCU) or P3/Py leak to overspeed governor Check/replace fuel filters Fuel filters Fuel pump

Check fuel pump for spline wear Ensure post SB 20946 or SB21060 pumps are installed

MFC (MFCU) governor bearing wash out

Check for blue stain at bottom of MFC (MFCU), if found Replace MFC (MFCU) and fuel pump

HMU/MFC (MFCU)

Check/replace

EEC

Check/replace

Fuel pump/MFC (MFCU) drive coupling

Check coupling for proper installation and/or wear

HBV Inspect/clean servomotor screen/adjust closing point

FOR TRAINING USE ONLY

10.40

FUEL SYSTEM TROUBLESHOOTING SYMPTOM PROBABLE CAUSE NP, Q, NH, T6 AND Wf Air bleed system fluctuations with EEC "on" or "off" Low inlet fuel pressure (motive flow)

ACTION If fluctuation stops with air bleed "off" check bleed system If fluctuation stops when fuel boost pump selected "on" check motive flow system

P3 leak to HMU/MFC (MFCU) or P3/Py Check/replace P3/Py lines leak to overspeed governor Fuel filters

Check/replace fuel filters

Fuel pump

Check fuel pump for spline wear Ensure post SB 20946 or SB21060 pumps are installed

HMU/MFC (MFCU)

Check/replace

Fuel pump/MFC (MFCU) drive coupling

Check coupling for proper installation and/or wear

Water in fuel Check/rectify as necessary HBV Inspect/clean servomotor screen/adjust closing point

FOR TRAINING USE ONLY

10.41

FUEL SYSTEM TROUBLESHOOTING SYMPTOM PROBABLE CAUSE ACTION Power limitation caused by P3 supply to MFC (MFCU), HMU leaking Check P3 line for leakage or restriction. Fuel flow (Wf) limitation or restricted. P3 line between HMU and overspeed Check P3/Py line for leakage. governor or Py line between MFC (MFCU) and overspeed governor. Overspeed governor

Refer to propeller system troubleshooting.

Rigging

Check MFC (MFCU), HMU rigging check airframe to engine rigging

EEC

Check for max power in manual mode

MFC (MFCU), HMU

Check/replace as necessary

Fuel Pump

Inspect/clean filters, replace pump

Fuel Heater

Core or filter blockage replace as necessary

Flow divider

Inspect/clean/replace flow divider

FOR TRAINING USE ONLY

10.42

ELECTRONIC SYSTEM

ENGINE ELECTRONIC CONTROL ATP INSTALLATION PW126/ PW126A ATR42-400/500 AND ATR72 INSTALLATION PW121A/124B/127/127E/127F FOKKER F50-100/F50-300 INSTALLATION PW125B/127B DASH 8 INSTALLATION (page 41) PW123/PW123B/PW123C/PW123D/PW123E CANADAIR INSTALLATION (page 61) FOR CL215T AND CL415 PW123AF

FOR TRAINING USE ONLY

11.1

RP

M

FU EL

RE VE RS E MA X

X.

F O F EA TH F ER

IDLE GROUN D

RP M

MA

FEATHER FUEL ON

. MIN

FF

O (RE VER SE TRA RV VE EP L OW E

LE FLIGHT ID

-O KE TA

RATING CODES, DISCRETES & ADC AMBIENT CONDITIONS

R)

POWER LEVER

AUTOFEATHER CONTROL UNIT (AFU)

ENGINE ELECTRONIC CONTROL (EEC)

FOR TRAINING USE ONLY

R

CONDITION LEVE

ENGINE CONTROL SYSTEM INTERFACE

11.3

CLA

PLA MICROSWITCHES:

PLA

ROLL OVER LEVER

RE V

ER SE

CONDITION LEVER MAX NP 85% NP MIN NP FEATHER

E

D UN

IDL

O NT GR RT (MI STA T IDLE FLIGH

MAX CONTINGENCY TAKE OFF

1: - EEC AUTOFEATHER ) - TAKE OFF CONFIGURATION

UE ORQ

2: - AFU AUTOFEATHER ARM

POWER LEVER

FUEL OFF

FLIGHT IDLE

MECHANICAL FUEL CONTROL (MFC)

CLA MICROSWITCHES: 1: - INHIBITS OPPOSITE ENGINE AUTOFEATHER - DISABLES UNDERSPEED GOVERNING - INHIBITS TORQUE BUG ON ENGINE SHUTDOWN

EEC

2: - TAKE OFF CONFIGURATION - RESCHEDULE Np GOVERNING

AUTOFEATHER (AFU)

ATP- AIRCRAFT ENGINE CONTROL SYSTEM INTERFACE

MANUAL MODE

EEC MODE

RATED TORQUE (ANALOGUE & DIGITAL)

TORQUE (DIGITAL) ANALOGUE TORQUE

FOR TRAINING USE ONLY

80

TORQUE

%

20

0

MAXCNTGY

MAXCNTGY

MAXCNTGY

MAXCNTGY

INTCNTGY

MAXCONT

INTCNTGY

MAXCONT

TAKE OFF

TAKE OFF

TAKE OFF

TAKE OFF

CLIMB

CLIMB

CLIMB

CLIMB

CRUISE

CRUISE

CRUISE

CRUISE

CAA JAR RATINGS

60 40

POWER SELECTION P.B.S. I.' s

100

120

INHIBIT UPTRIM

FAA FAR RATINGS

11.5

(TQ COMPUTATION) RATED TORQUE BUG

FDAU 60

80

40

TORQUE

100

20

%

PWR MGT

120

0

CLB

MCT

CRZ

TO

STEPPER MOTOR PLA

EEC (TQ COMPUTATION)

IDLE

SE ER

POWER LEVER

STEPPER MOTOR

MECHANICAL LINK MAX TAK RATE D ERA MP OFF

UND

FLIGHT IDLE

GRO EV XR MA

NOTCH

AFU

RVDT

OP

MFCU

T

S WD

F

RIGHT HAND SIDE

LEFT HAND SIDE

AIRCRAFT ENGINE CONTROL INTERFACE FOR TRAINING USE ONLY

11.6

GA

FLX

CLB

CRZ

MCT

FLX TEMP + 88° C

SH

MA X

TO

UT

RE VE RS E

IDLE GROUN D

START

N

OPE

FF

LE FLIGHT ID

ASC

-O KE TA

O (RE VER SE TRA RV VE EP L OW E

ERSP FOR CONFIGURATION FA

R)

POWER LEVER

R

CONDITION LEVE

MFC ERSP CONFIGURATIONS

HANDLING BLEED OFF VALVE

PMP CONFIGURATIONS AUTOFEATHER CONTROL UNIT (AFU)

POWER MANAGEMENT PANEL FOR CONFIGURATIONS FD, FF AND FG

ENGINE ELECTRONIC CONTROL (EEC) TRIM PLUG 120

80 60

FOKKER AIRCRAFT ENGINE CONTROL INTERFACE

40 20 0 % TORQUE

MAN

ACTUAL TORQUE

100

RATED TORQUE (BUG)

APPROACH SPEED

130 kts SPEED

ASC ARMED ARMED

ENGINE RATING TO

CLB

CRZ

GA

MCT

DER

TAT

+ 88° C 1 2 3

SELECT DERATE

BUG

FOR TRAINING USE ONLY

11.7

INPUTS

OUTPUTS

28 VDC ADC AUTO-IGNITION SWITCH (ATP ONLY) BLEED CLA ARM PROPELLER SWITCH (ATP ONLY) CLA FEATHER MICROSWITCH EEC ON (INH/RESET) ENGINE MODEL IMPENDING STALL (PW121A/127E/127F ONLY) MFC IDENTIFICATION (ALL PW127) Nh1 & Nh2 Np OVERSPEED TEST (FOKKER) P1.8 PAMB PLA PROPELLER BRAKE (HOTEL) (ATR ONLY) Q-HI (FOKKER) RATING SELECTION T1.8 TORQUE INPUT (Q) TORQUE SHAFT CHARACTERIZATION PLUG TQ2 TRIM/RESET UPTRIM

ADC AUTO-IGNITION SWITCH (ATR & ATP) ENGINE EEC DEGRADED LAMP (FOKKER ONLY) ENG 1 CONTROL LAMP (ATP ONLY) FAULT CODES FAULT LAMP (ATR & FOKKER) FAULT MAGNETIC INDICATOR (ATR ONLY) FROZEN LAMP (ATP ONLY) SERVO VALVE (HBV) STEPPER MOTOR (MFC OR MFCU)

TORQUE OUTPUT

ATR : DIGITAL SIGNAL

FOKKER & ATP : ANALOG & DIGITAL SIGNALS TORQUE BUG (ATP & FOKKER) UPTRIM LAMP (ATP: GREEN LIGHT ON TORQUE GAUGE)

EEC INPUTS/OUTPUTS

FOR TRAINING USE ONLY

11.11

ENGINE ELECTRONIC CONTROL (EEC)

NP UPTRIM * P 1.8 * T 1.8 * PAMB SAT MACH NO. ALT

60 40 RATING

20

0

NH/NL

FF

TORQUE

NP

MAX CNTGY MAX CNTGY

MAX CNTGY MAX CNTGY

MAX CNTGY MAX CNTGY

MAX CNTGY MAX CNTGY

TAKE OFF TAKE OFF

TAKE OFF TAKE OFF

CLIMB

CLIMB

CLIMB

CLIMB

CRUISE

CRUISE

CRUISE

CRUISE INHIBIT

FUEL

UPTRIM

80

100

TORQUE

120

%

GREEN LIGHT UPTRIM CONDITION

TORQUE GAGE

*: BACKUP FOR PW126A : FROM ADC (N/A TO PW126)

ITT OIL

POWER RATING ATP

FOR TRAINING USE ONLY

11.13

FLIGHT DATA ACQUISITION UNIT

PWR MGT CLB

MCT

CRZ

TO

RATED TORQUE ( Q BUG )

F

UPTRIM

ADC

{

T AMB

60

D

40

80

TORQUE

ALT

%

20

IAS

A

0

100

120

PAMB

U BLEED NP

POWER RATING ATR

FOR TRAINING USE ONLY

11.15

PEC

TO

GA

FLX

CLB

CRZ

MCT

SELECTOR KNOB

FLX TEMP + 25° C

RATED TORQUE (Q BUG) APPROACH SPED CONTROL APPROACH SPEED KT SPEED

FAULT

ENGINE ECONOMY DERATE SELECTION ENGINE RATING TO

GA

ECON

CLB

CRZ

MCT

1

ARM

100 80

2

60

3

ARMED

SELECT

120

ECON LEVEL

+25

40

TAT °C

20

OPTIONAL POWER MANAGEMENT PANEL POWER MANAGEMENT PANEL

0 % TORQUE

MAN

ENGINE RATING

PEC

TO

GA

CLB

CRZ

TAT IAS PALT FROM ADC

POWER RATING

BUG

TORQUE GAGE MCT

+25

TAT °C

T1.8 P1.8 PAMB NP UPTRIM

MFC

ENGINE ELECTRONIC CONTROL (EEC)

FOKKER

FOR TRAINING USE ONLY

11.17

S H P

TO MCT ATO

MCL MCR

0°

35°

80° (75° ATR)

100°

TAKE-OFF PLA

TYPICAL = POWER VS PLA CONTROL FOR TRAINING USE ONLY

11.19

NP%

NP% 80

95

TAXI

91.67 90

LANDING @50 Knt

85

@90 Knt

70

80

75

70

60

60 0

10

20

30

40

50

60

70

80

90

100

0

10

20

30

40

50

60

PLA (DEGREES)

PLA (DEGREES)

ATR

ATP (PW126)

70

NP% 80

NP% 100

80

TAXI

TAXI LANDING

FOKKER

APPROACH

70

80

60

ATP (PW126A)

0

5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 PLA

60

0

10

20

30

40 50 60 PLA (DEGREES)

70

80

PROPELLER SPEED GOVERNING FOR TRAINING USE ONLY

11.21

ATR

The EEC will limit the minimum and maximum NH which the engine control power loop will try to control. The logic provides the following functions:

Nh maximum and minimum logic: If the engine is in Hotel mode, the NH hotel mode limit will be used.

·

NH GOVERNING

·

·

·

Idle speed governing Limit the power loop authority at low powers. Limit the maximum NH speed at the engine high end. Provide smooth transition between power loop and idle speed governing.

The NH minimum logic provides an increasing schedule to maintain EEC authority above the MFC schedule, to maintain good engine control at altitude. The NH maximum limit matches the NH minimum limit until a specific PLA where it begins to diverge from the NH minimum maps as a function of the power lever position. The Nh maximum logic also provides a fixed high limit at higher power lever positions. ATP

Under feather condition, the logic will limit NH to FI to avoid exceeding the propeller overtorque limit in feather. Impending stall Logic for PW121A, PW127E and PW127F: This logic, which is triggered by the aircraft, will increase NH enough to obtain a close to zero thrust condition. NH control vs PLA: between 25% to 103.9% at 80° Ground idle (GI): 66%Nh Flight idle (FI): 74% Nh Max. altitude flight idle: 81 %* * Note: Depending of ambient condition, Np governing may override FI. FOKKER:

NH control vs PLA: between 25% to 103.9% at 80° Ground idle (GI): 66%Nh Flight idle (FI): 74% Nh Max. altitude flight idle: 81 %*

NH control vs PLA: between 30% to 103.6% at 80° Ground idle (GI): 70%Nh Flight idle (FI): 74% Nh Max. altitude flight idle: 76 %* Flight idle GA selected: 74.5 to 86% Nh.* (to maintain 200 SHP for better handling).

* Note: Depending of ambient condition, Np governing may override FI.

* Note: Depending of ambient condition, Np governing may override FI.

FOR TRAINING USE ONLY

11.22

TRANSIENT LIMIT LOGIC OPERATION The EEC ensures that this logic is not invoked during steady state operation, during slam deceleration's or PLA manoeuvers to high power which have power overshoots or slams into the over travel range.

Acceleration Limit Logic The engine acceleration rate in EEC mode is limited by the NH Acceleration Limit logic. The acceleration schedule logic calculates the allowable engine acceleration as a function of NH and corrected total engine inlet pressure. In reverse mode the acceleration limit increases as a function of PLA. Deceleration Limit Logic

As the torque level approaches the reference overtorque level it commands a deceleration rate to pull back on the fuel flow command to the MFC (MFCU). As the torque approaches the overtorque reference, then the request to decelerate from this limit loop increases proportionally.

The engine is limited in rate of deceleration by the NH Deceleration Limit logic. The deceleration schedule logic calculates the rate of allowable deceleration for the engine. This rate is a function of the high pressure turbine speed (NH) and corrected total engine inlet pressure. In reverse mode the deceleration schedule is a function of PLA.

Engine Trimming

·

The engine trim function is used to:

·

Match the two PLA's to insure proper relationship between the MFC (MFCU) power lever and cockpit power lever. Match indicated torque to the rated torque at a given PLA.

Transient Torque Limit Logic (N/A for PW124B) The transient torque limit logic was designed to limit the level of propeller overtorque after an uncommanded inflight feather. It is activated only during transients allowing the torque limit set in the rating logic to control in steady state. A rapid deceleration is commanded during propeller overtorque so that the MFC (MFCU) is commanded to reduce fuel flow as fast as possible.

Trim Procedure Refer to appropriate Aircraft Maintenance Manual.

Une société de United Technologies / A United Technologies Company

FOR TRAINING USE ONLY

11.23

EEC

INHIBIT RESET FAIL FIXED

MANUAL FROZEN

SOLENOID

EEC MODE

MANUAL MODE MFC

FAULT DETECTION

ENG 1 CONTROL

FAULT DETECTION ATP

FOR TRAINING USE ONLY

11.25

ENG. 2

ENG. 1

LO PITCH

UP TRIM

EEC1

ATPCS

EEC2

FAULT

ARM

FAULT

OFF

OFF

FAIL FIXED

OFF

LO PITCH

UP TRIM

FAULT

MAN. MODE SOL.

OFF

INHIBIT RESET

MFCU FAULT MAGNETIC INDICATOR

EEC MFC MULTI FUNCTION COMPUTER

FAULT DETECTION

FAULT DETECTION ATR

FOR TRAINING USE ONLY

11.26

L ENG EC

R ENG EC

EEC ENGINE

FAIL FIXED INHIBIT RESET

IGNITION

FAULT

ON

ON

START

ON

ENG FAULT EEC MAN

MAN. MODE SOL.

MFCU FAULT DETECTION

IGNITION FAULT ON L

R

FAULT MAN

ENG EEC

ENG EC DEGRADED

ENG EC DEGRADED

FUEL FILTER

FUEL FILTER

FUEL TEMP FUEL TEMP HIGH LOW

FUEL TEMP FUEL TEMP LOW HIGH

ENGINE EEC DEGRADED

FAULT DETECTION FOKKER

FOR TRAINING USE ONLY

11.27

UART PORT

FAULT CLEARING

ENG TRIM

FAULT INDICATION

RESET

PL EEC

DATA TRANSFER UNIT

FAULT INDICATION ATP

FOR TRAINING USE ONLY

11.29

FLIGHT DATA ENTRY PANEL ENG. 2

LO PITCH

UP TRIM

EEC1

ATPCS

EEC2

FAULT

ARM

FAULT

OFF

OFF

OFF

FLIGHT NUMBER LO PITCH

8

UP TRIM

7

0

1

{ {

ENG. 1

HOURS MINUTES

STATUS

EVENTS

INITIATE TIME

SYST. FDAU

TRIM SWITCHES ENG 1

TRIM

FAULT CODE

ENG 2

FAULT DETECTION

ACARS INDEX 1/2NXT

HH : MM Collins

RESET

< PREFLIGHT

WX REQUEST >

< 0001 D A T A

< DELAYS

L I N K

< FLT PROLOG

IN RANGE > POST FLIGHT >

< T/O DATA

MENU

PLA

MESSAGES >

MISC >

CLR

ALPHA

NUM

EEC ACARS

FAULT INDICATION ATR

FOR TRAINING USE ONLY

11.30

TORQUE GAGE EEC FAULT

120 100

FAULT DISPLAY

80 60

LH

RH

40 20 0

EEC TRIM RESET

% TORQUE

MAN

RESET LH

BUG

RH

PLA

EEC

FAULT CODE

FAULT INDICATION FOKKER

FOR TRAINING USE ONLY

11.31

TORQUE SHAFT CARACTERIZATION PLUG AFU INPUTS

AFU OUTPUTS

28 VDC ARM LIGHT

A/F TEST ATPCS SWITCH (ATR ONLY)

AUTOFEATHER

CLA MICROSWITCH (ATP) ENGINE OUT (L OR R) (FOKKER ONLY)

PLA-HI PWR MGT (ATR ONLY)

TORQUE ANALOG SIGNAL FOR ATR (ATP: IN MANUAL MODE ONLY)

RATING SELECTION PANEL (ATP) UPTRIM

Q-HI Q1 ELECTRICAL CONNECTOR

TQ1 W.O.W. (WEIGHT ON WHEEL) SWITCH (ATR ONLY)

AUTOFEATHER UNIT ENGINE NO.1

FOR TRAINING USE ONLY

11.33

CONDITION LEVER MAX NP 85% NP MIN NP FEATHER FUEL OFF

TORQUE SENSOR

CONDITION LEVER

PLA

PLA

MAX NP 85% NP MIN NP FEATHER FUEL OFF

TORQUE SENSOR

PL-HI TAKE OFF TAKE OFF

POWER LEVER SWITCH HIGH TORQUE

EEC & AFU 1

A/F ARM A/F ARM (TORQUE HI )

AIRFRAME

A/F TEST

PCU

EEC & AFU 2

FEATHERING PUMP

EEC 1

NP G O V

TAKE OFF TAKE OFF

POWER LEVER SWITCH HIGH TORQUE

A/F TEST

NP G O V

EEC 2

FEATHERING PUMP

PCU

AUTOFEATHER ATP

FOR TRAINING USE ONLY

11.35

PWR MGT

PWR MGT

CLB

MCT

CLA AT MAX CRZ

TO

MCT

CLA AT MAX

CLB CRZ

TO

POWER LEVER SWITCH POWER LEVER SWITCH

TORQUE SENSOR

TORQUE SENSOR PL-HI POWER LEVER SWITCH HIGH TORQUE

ATPCS ARMED OFF

AFU 1

AFU 2

POWER LEVER SWITCH HIGH TORQUE

(TORQUE HI 53 %) ARM ENG 1

ATPCS

ENG TEST PCU

ARM ENG 2

AIRFRAME 2.15 SEC. DELAY

NO DELAY

ARM ENG 1

NO DELAY

UP TRIM

ATPCS

ARM ENG 2

UP TRIM

FEATHERING PUMP

EEC 1

NP G O V

NP G O V

EEC 2

FEATHERING PUMP

ENG TEST PCU

AUTOFEATHER ATR

FOR TRAINING USE ONLY

11.37

FUEL LEVER

FUEL LEVER PLA

PLA

OPEN

TORQUE SENSOR

OPEN

TORQUE SENSOR

PL-HI TO

GA

FLX

POWER LEVER SWITCH HIGH TORQUE

EEC & AFU 1

EEC & AFU 2

ARMED ST BY

TO

FLX

POWER LEVER SWITCH HIGH TORQUE

(TORQUE HI )

A/F TEST

GA

A/F TEST

AIRFRAME

AIRFRAME OUTPUTS - AUTO-IGNITION INHIBITED - OIL COOLER DOOR - FUEL SHUT-OFF VALVE - FUEL LEVER LIGHT

PCU

FEATHERING PUMP

EEC 1

NP G O V

NP G O V

EEC 2

FEATHERING PUMP

PCU

AUTOFEATHER FOKKER

FOR TRAINING USE ONLY

11.39

ELECTRONIC MODULE ENGINE ELECTRONIC CONTROL (EEC) TORQUE SIGNAL CONDITIONER UNIT (TSC) DASH 8 INSTALLATION PW123/PW123B/PW123C/PW123D/PW123E ENGINE MODELS

FOR TRAINING USE ONLY

11.41

M

OF F

RP

EL

X.

FU

RE VE RS E MA X

DISC

RP M

MA

START FEATHER

. MIN

FF

O (RE VER SE TRA RV VE EP L OW E

LE FLIGHT ID

-O KE TA

RATING CODES, DISCRETES & ADC AMBIENT CONDITIONS

R)

POWER LEVER

R

CONDITION LEVE

TORQUE SIGNAL CONDITIONING UNIT (TSCU) ENGINE ELECTRONIC CONTROL (EEC)

FOR TRAINING USE ONLY

ENGINE CONTROL SYSTEM INTERFACE

11.43

CONTROL SYSTEM HARDWARE SCHEMATIC PW123

FOR TRAINING USE ONLY

11.45

INPUTS

OUTPUTS

28 VDC ADC (AIR DATA COMPUTER) -ALT -SAT -CAS

PAMB TRANSDUCER

ADC SWITCH OVER ADC

BLEED

ENGINE MANUAL LAMP

CLA ARM PROPELLER FAULT CODES

CLA MICROSWITCH ENGINE TRIM SWITCH

FAULT FLAG

FEATHER SOLENOID VALVE (PCU) REVERSION SOLENOID (MFC)

MANUAL EEC Nh1 & Nh2

SERVO VALVE (HBOV)

Np & Q2 STEPPER MOTOR (MFC)

PLA RATING SELECTOR (TOP, MCP, MCL, MCR). T1.8

P1.8 TRANSDUCER

TORQUE SHAFT CARACTERIZATION PLUG

[

TQ2 UPTRIM

TORQUE BIAIS TORQUE GAIN ENGINE MODEL

]

TORQUE (OUTPUT) TORQUE BUG UPTRIM LAMP

EEC PW123/DASH 8

FOR TRAINING USE ONLY

11.47

ENGINE CONTROL & ELECTRONIC INTERFACE FOR TRAINING USE ONLY

11.49

TAXI

1200 1140

LANDING

1000

Np RPM

785

800

600 0

10

30

50

70

90

PLA DEGREES

PROPELLER SPEED GOVERNING FOR TRAINING USE ONLY

11.51

ENGINE ECU

PWR UPTRIM

MCP

MCL ENGINE

TOP

1

2

ECU FAULT

MCR

ENG 1 ECU MODE

ENG 2 ECU MODE

ON

ON

MANUAL

MANUAL

G/BOX OIL CHIP DET.

77-31 JR

OILTANK CHIP DET. MAIN OIL FILTER FUEL FILTER

FAULT DETECTION

SCAVENGE OIL FILTER RESET AC GEN CHIP DET

INHIBIT RESET

TEST ENGINE CONDITION

REVERSION RELAY

MAN MODE SOL

ECU

MANUAL

FAULT DETECTION FOR TRAINING USE ONLY

11.53

TORQUE GAGE 60 40

ENG 1 PLA/ MAINT TRIM SELECT

80

TORQUE

%

20

0

100

120

POWER LEVER

ENG 2 PLA/ MAINT TRIM SELECT

FAULT DISPLAY FAULT CODE

ON DISPLAY ONLY

INHIBIT RESET ECU

FAULT INDICATION FOR TRAINING USE ONLY

11.55

AUTOFEATHER SELECT ARM ALTERNATE FEATHER TEST OFF

NORM UNFEATHER

INPUTS

ELECTRICAL CONNECTORS

OUTPUTS Q-H1

28 VDC A/F SWITCH

ARM

A/F TEST

TSC

AUTOFEATHER CONTROLLER

AUTOFEATHER

Q-HI

UPTRIM

Q1 TQ1

TORQUE SHAFT CHARACTERIZATION PLUGS

TSC

ENG.1

FOR TRAINING USE ONLY

11.57

ADC 1

POWER LEVER TORQUE SENSOR

ADC 2

POWER LEVER

POTENTIOMETER

POTENTIOMETER OAT

OAT

TORQUE SENSOR

AUTOFEATHER CONTROLLER

TSC 1

PLA'S HI

PLA'S HI

AUTOFEATHER SELECT ARM

TSC 2

PLA-HI Q-HI

(TORQUE HI )

PLA-HI Q-HI

A/F TEST

AIRFRAME

A/F TEST

PCU

FEATHERING PUMP

EEC 1

NP G O V

NP G O V

EEC 2

FEATHERING PUMP

PCU

AUTOFEATHER FOR TRAINING USE ONLY

11.59

ELECTRONIC MODULE AUTOFEATHER CONTROL UNIT (AFC) CANADAIR INSTALLATION FOR CL215T AND CL415 PW123AF

FOR TRAINING USE ONLY

11.61

AFC MAIN FEATURES • AUTOFEATHER SYSTEM • CONTROL HANDLING BLEED VALVE • DISPLAY TORQUE OUTPUT • FAULT DETECTION • FAULT INDICATION • OVERSPEED GOVERNOR RESET IN REVERSE

FOR TRAINING USE ONLY

11.62

AIRFRAME INPUTS

AFC OUTPUTS

AUTOFEATHER SWITCH

PAMB TRANSDUCER

AUTOFEATHER TEST

ARM LAMP

CAM SOLENOID SWITCH

AUTOFEATHER RELAY

CLA MICROSWITCH FOR FEATHER AUTOFEATHER WARNING LIGHT

FAULT CODE RESET HIGH TORQUE

FAULT CODE

INHIBIT/REST FAULT LAMP

PLA OPPOSITE

FUEL SHUT-OFF VALVE HBOV CONTROL

ENGINE INPUTS : HIGH PRESSURE TRIM ROTOR SPEED (NH) PLA SIGNAL TOTAL INLET TEMPERATURE (T1.8)

HBOV WARNING LIGHT P1.8 TRANSDUCER

TORQUE SHAFT CHARACTERIZATION PLUG

TORQUE AND PROPELLER SPEED (NP)

[

TORQUE TEMPERATURE (TQ)

TORQUE BIAIS TORQUE GAIN ENGINE MODEL

]

OVERSPEED GOVERNOR RESET SOLENOID TORQUE AND PLA HIGH TORQUE OUTPUT

PW123 AF AFC FOR TRAINING USE ONLY

11.65

ENGINE CONTROL & ELECTRICAL SYSTEM PW123AF

FOR TRAINING USE ONLY

11.67

POWER LEVER FROM MFC

POWER LEVER FROM MFC TORQUE SENSOR

TORQUE SENSOR PLA'S HI

PLA'S HI AUTOFEATHER

AFCU 1

AFCU 2

SELECT NOT ARMED

PLA-HI Q-HI

PLA-HI Q-HI

(TORQUE HI )

A/F TEST

A/F TEST AIRFRAME

PCU

FEATHERING PUMP

FUEL SHUT-OFF VALVE

FUEL SHUT-OFF VALVE

FEATHERING PUMP

PCU

AUTOFEATHER FOR TRAINING USE ONLY

11.69

PROPELLER SYSTEM

PROPELLER OVERSPEED GOVERNOR AND HYDRAULIC PUMP ATR, ATP, DASH 8, CANADAIR FOKKER INSTALLATION (page 12.11)

FOR TRAINING USE ONLY

12.1

FROM OVERSPEED GOVERNOR

TO OVERSPEED GOVERNOR

CHECK VALVE PRESSURE RELIEF VALVE

SPUR GEAR

DRAIN TO LEAST TO RGB SELECTOR VALVE

SUPPLY PRESSURE TO PCU

FROM RGB AUXILIARY TANK

TO OVERSPEED GOVERNOR GEROTOR FROM OVERSPEED GOVERNOR

PRESSURE RELIEF VALVE

PCU PUMP FOR TRAINING USE ONLY

12.3

SPEED RESET SOLENOID SPRING SEAT SPEEDER SPRING

Py AIR SUPPLY PRESSURE

AIR BLEED ORIFICE

TO PCU LEAST SELECTOR VALVE

PILOT VALVE

SPEED RESET SOLENOID Py AIR FROM MFC

FLYWEIGHT GOVERNOR DRIVE SHAFT

DRAIN TO RGB

PROPELLER OVERSPEED GOVERNOR FOR TRAINING USE ONLY

12.5

SPEED RESET SOLENOID

RESET SPRING

SPEED RESET SOLENOID (OPEN)

RESET PISTON

SPRING SEAT

Py AIR FROM MFCU

SUPPLY PRESSURE FROM PCU LEAST SELECTOR VALVE

AIR BLEED ORIFICE

DRAIN TO RGB

OVERSPEED CONDITION

TEST MODE

OVERSPEED GOVERNOR TEST FOR TRAINING USE ONLY

12.7

SPEED RESET SOLENOID

SPEED RESET SOLENOID

SPRING SEAT SPEEDER SPRING

Py AIR

AIR BLEED ORIFICE

SUPPLY PRESSURE

SUPPLY PRESSURE

FROM PCU LEAST SELECTOR VALVE

FROM PCU LEAST SELECTOR VALVE

PILOT VALVE FLYWEIGHT GOVERNOR

DRAIN TO RGB DRIVE SHAFT

DRAIN TO RGB DRIVE SHAFT

OVERSPEED CONDITION

TEST MODE

PROPELLER OVERSPEED GOVERNOR FOR TRAINING USE ONLY

12.9

PROPELLER OVERSPEED GOVERNOR AND HYDRAULIC PUMP FOR FOKKER INSTALLATION

FOR TRAINING USE ONLY

12.11

SPEED RESET SOLENOID

REDUCTION GEARBOX OVERSPEED GOVERNOR Py AIR INLET

ELECTRICAL CONNECTOR

DRAIN

PCU BETA SUPPLY

PCU SERVO VALVE

FOR TRAINING USE ONLY

PROPELLER OVERSPEED GOVERNOR 12.13

SPEED RESET SOLENOID

SPEED RESET SOLENOID

RESET PISTON

Py AIR FROM MFC

Py AIR FROM MFC

AIR BLEED ORIFICE

AIR BLEED ORIFICE

PCU BETA SUPPLY

DRAIN TO RGB HYDRAULIC OVERSPEED

PCU SERVO VALVE

OVERSPEED

FOR TRAINING USE ONLY

PCU BETA SUPPLY

DRAIN TO RGB PNEUMATIC OVERSPEED

PCU SERVO VALVE

12.15

SPEED RESET SOLENOID

SPEED RESET SOLENOID

RESET PISTON

Py AIR FROM MFC

Py AIR FROM MFC

AIR BLEED ORIFICE

AIR BLEED ORIFICE

DRAIN TO RGB OVERSPEED

PCU BETA SUPPLY

PCU SERVO VALVE

DRAIN TO RGB

OVERSPEED GOVERNOR TEST FOR TRAINING USE ONLY

PCU BETA SUPPLY

PCU SERVO VALVE

RESET

12.17

PCU PUMP AND OVERSPEED GOVERNOR TROUBLESHOOTING SYMPTOM Only one parameter fluctuates Fluctuation of Torque and NP (only)

Propeller slow or unable to unfeather with condition lever

Propeller unable to feather with condition lever

PROBABLE CAUSE Indicating system Low oil level

ACTION Check/calibrate gage and transducer Check harness for damage or loose connection Top-up engine oil level

Overspeed governor (if fluctuation occurs near 100%)

Test/Reset Overspeed governor. Replace if out of range

Rigging

Check MFCU & PCU rigging Check condition lever play at MFCU

Defective PCU pump

Check pump pressure. Replace if necessary

Refer to Airframe Propeller system troubleshooting Refer to Airframe Propeller system troubleshooting

Refer to Airframe Propeller system troubleshooting

PCU pump

Check pump pressure. Replace if necessary Check seals; between RGB and pump or between pump and overspeed governor. Check rigging from PCU to cockpit lever

Rigging

Refer to Airframe Propeller system troubleshooting

Refer to Airframe Propeller system troubleshooting

Refer to Airframe Propeller system troubleshooting

PCU pump

Check pump pressure. Replace if necessary Refer to Airframe Propeller system troubleshooting

Propeller unable to feather Refer to Airframe Propeller system with auxiliary feather pump. troubleshooting RGB auxiliary oil tank empty

FOR TRAINING USE ONLY

Run engine to replenish auxiliary oil tank

12.18

PCU PUMP AND OVERSPEED GOVERNOR TROUBLESHOOTING SYMPTOM Cannot get Maximum NP. Other parameters are also limited.

PROBABLE CAUSE Overspeed governor ( Py leak)

ACTION Disconnect and block Py line at overspeed governor. Blank overspeed governor Py fitting. Caution: Move PLA and CLA slowly, the governor pneumatic overspeed function is disabled. Run the engine, set the CLA at maximum and advance PLA until maximum torque limit is reached. • If engine responds normally; replace the overspeed governor. • If NP is still limited; check all P3 and Py lines for leak or blockage.

Fuel starvation Cannot get maximum NP when all other parameters are normal.

Rigging

Refer to fuel system troubleshooting. Check rigging from PCU condition lever to cockpit lever.

Overspeed governor (hydraulic function set too low)

Test/reset overspeed governor; replace if out of range.

Refer to Airframe Propeller system troubleshooting

Refer to Airframe Propeller system troubleshooting

FOR TRAINING USE ONLY

12.19

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

Une société de United Technologies / A United Technologies Company

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

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FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

X.X

FOR TRAINING USE ONLY

1187-24

FOR TRAINING USE ONLY

1195-43

FOR TRAINING USE ONLY

1195-44

FOR TRAINING USE ONLY

1195-45

FOR TRAINING USE ONLY

1195-62

FOR TRAINING USE ONLY

2323-2

FOR TRAINING USE ONLY

2323-15

FOR TRAINING USE ONLY

2323-26

FOR TRAINING USE ONLY

2323-40

FOR TRAINING USE ONLY

2323-41

FOR TRAINING USE ONLY

2323-57

FOR TRAINING USE ONLY

2323-59

FOR TRAINING USE ONLY

2323-66

FOR TRAINING USE ONLY

2330-4b

FOR TRAINING USE ONLY

2330-12

FOR TRAINING USE ONLY

2330-13

FOR TRAINING USE ONLY

2330-23

FOR TRAINING USE ONLY

2330-25

FOR TRAINING USE ONLY

2330-28

FOR TRAINING USE ONLY

2330-29

FOR TRAINING USE ONLY

2330-37

FOR TRAINING USE ONLY

2330-38

FOR TRAINING USE ONLY

2330-40

FOR TRAINING USE ONLY

2330-42

FOR TRAINING USE ONLY

2330-43

FOR TRAINING USE ONLY

2330-45

FOR TRAINING USE ONLY

2330-46

FOR TRAINING USE ONLY

2330-52

FOR TRAINING USE ONLY

2330-57

FOR TRAINING USE ONLY

2330-63

FOR TRAINING USE ONLY

2330-64

FOR TRAINING USE ONLY

2330-65

ENGINE OVERVIEW

FOR TRAINING

USE ONLY

1. 1

FEATURES − 2 MODULES: . TURBO MACHINERY MODULE . REDUCTION GEARBOX MODULE − TWIN SPOOL − FREE TURBINE − TRIPLE SHAFT − STRAIGHT FLOW − REVERSE FLOW COMBUSTION CHAMBER − DIGITAL ELECTRONIC ENGINE CONTROL SYSTEM − FUEL CONTROL WITH MECHANICAL BACKUP − RESERVE POWER CAPABILITY − AUTO FEATHER SYSTEM − ELECTRONIC TORQUE MEASUREMENT SYSTEM

FOR TRAINING USE ONLY

1.2

ABBREVIATIONS ADC AFCU AFU AGB ALT ASC ATPCS CAS CLA ECS EEC EPC ERSP ESHP FDAU FDEP FI FL FN FOD GI HBV HP HR IAS IDG ISA ITT LB LP LRU MFC MFC MFCU NH NL NP NPT OAT

-

Air Data Computer Auto feather Control Unit Auto feather unit Accessory Gearbox Altitude Approach Speed Control Automatic Takeoff Power Control System Calibrated Air Speed Condition Lever Angle Environmental Control System Engine Electronic Control Electronic Propeller Control (ATR) Engine Rating Select Panel Equivalent Shaft Horsepower Flight Data Acquisition Unit Flight Data Entry Panel Flight Idle Fuel Lever Jet Thrust Foreign Object Damage Ground Idle Handling Bleed Valve High Pressure Hour Indicated Air Speed Integral Driven Generator (FOKKER) International Standard Atmosphere Inter Turbine Temperature Pound Low Pressure Line Replaceable unit Mechanical Fuel Control Multi-Function Computer Mechanical Fuel Control Unit High Pressure Rotor Speed Low Pressure Rotor Speed Propeller Speed Power Turbine Speed Outside Air Temperature FOR TRAINING

P1.8 P2.5 P3 Palt Pamb PCU PEC PLA PSIA PSID PSIG PSV PMP PVM Q RGB RVDT SAT SHP T1.8 TAT TAMB TSC WA Wf

USE ONLY

-

Total Inlet Pressure Low Pressure Compressor Discharge Pressure High Pressure Compressor Discharge Pressure Pressure Altitude Ambient Pressure Propeller Control Unit Propeller Electronic Control (FOKKER) Power Lever Angle Pound Per Square Inch Absolute Pound Per Square Inch Differential Pound Per Square Inch Gage Propeller Servo Module (ATR) Power Management Panel Propeller Valave Module (ATR) Torque Reduction Gearbox Rotary Variable Differential Transducer Static Air Temperature Shaft Horsepower Total Inlet Temperature Total Air Temperature Ambient Temperature Torque Signal Conditioner Air Mass Flow Fuel Flow

1. 4

Main Engine Bearings Function: Bearings number 2, 5, 6 and 7 are roller bearings. They support radial loading and permit axial movement caused by thermal expansion.

Support major rotating assemblies. Ball bearings: Absorbs axial and radial loads.

NOTES:

Roller bearings:

Bearings #1 to # 6: Under race lubrication Bearings #7: Oil spray lubrication Bearing #4: Flexible cage to lower natural frequency Bearing #5: Half the rollers missing and outer race is trilobed to increase loading and reduce skidding. Bearing #6,7: Outer race oil dampened to absorb vibration Bearing #6: Oval outer race to reduce skidding

Absorb radial load only and allow for thermal expansion. Rotating assemblies and their supporting bearings. ROTATING ASSEMBLIES Power Turbine Low Pressure Shaft Spool No. 1: Ball No. 3: Ball No. 2: Roller No. 6: Roller No. 7: Roller

High Pressure Spool No. 4: Ball No. 5: Roller

Operation: There are seven main bearings on the PW100 Turbo machinery: four roller bearings and three ball bearings. The ball bearings withstand the following thrusts: No. 1 bearing : Power turbine shaft thrust (Rear ward) No. 3 bearing : Low pressure spool thrust (Forward) No. 4 bearing : High pressure spool thrust (Forward) FOR TRAINING USE ONLY

1.6

FLANGES B-

Reduction gearbox to front air inlet case

C-

Front air inlet case to rear air inlet case

D-

Rear air inlet case to low pressure diffuser case

E-

Low pressure diffuser case to inter compressor case

F-

Inter compressor case to gas generator case

K-

Gas gener ator case to turbine support case.

FOR TRAINING

USE ONLY

1. 8

GENERAL TURBOPROP OPERATION The PW100 is a turbine engine driving a propeller via a two stage reduction gearbox. Three major rotating assemblies compose the heart of the engine. One assembly consists of the low pressure compressor and its low pressure compressor turbine, an other assembly consists of the high pressure compressor and its high pressure turbine, the other consists of the two power turbines and the power turbine shaft. Three rotating assemblies are not connected together and rotate at different speeds and in opposite directions. This design is referred to as “Free Turbine Engine”. This configuration allows the pilot to vary the propeller speed independently of the compressor speed. Starter cranking torque is also lower since only the high pressure rotor is initially rotated on start. The engine is started by activating the starter mounted on the accessory gearbox. The compressors draw air into the engine via the inlet case, increases its pressure across two centrifugal impellers and delivers it around the combustion chamber. Air enters the combustion chamber via small holes and, at the correct compressor speed (NH), fuel is introduced into the combustion chamber. Two spark igniters located in the combustion chamber ignite the mixture. The generated hot gases are then directed to the turbine area.

The hot expanding gases accelerate through the high and low pressure compressor turbine vane rings and causes the compressor turbines to rotate. The still expanding gases travel across the 1st and 2nd stage power turbines and provide rotational energy to drive the propeller shaft. The reduction gearbox reduces the power turbine speed (20,000 RPM) to one suitable for propeller operation (1,200) Gases leaving the power turbines are expelled out to the atmosphere by the exhaust duct. Engine shutdown is accomplished by cutting fuel going to the combustion chamber. A mechanical fuel control unit mounted on the accessory gearbox regulates fuel flow to the fuel nozzles in response to power requirements and flight conditions. The propeller governor (PCU), mounted on the reduction gearbox, controls the speed of the propeller by varying blade angle depending on power requirements, pilot speed selection and flight conditions.

At this point, ignition is turned off since a continuous flame now exists in the combustion chamber.

FOR TRAINING USE ONLY

1.10

ENGINE EXTERNAL COMPONENTS 1. AC Generator mounting pad 2. AC generator chip detector 3. Accessory gearbox breather adapter 4. Angle drive gearbox 5. Auto feather unit (AFCU) (PW123AF) 6. Characterization plug 7. Characterization plugs (TSC) PW123/B/C/D/E) 8. Chip detector 9. Electrical feathering pump mounting pad 10. Engine electronic control (EEC) 11. Fuel cooled oil cooler (FCOC) 12. Fuel cut off lever 13. Fuel filters impending bypass indicators 14. Fuel heater 15. Fuel inlet 16. Fuel manifold adapter 17. Fuel manifold transfer tubes 18. Fuel pump 19. Handling bleed valve servo valve 20. Handling bleed valve(HBV) 21. High pressure fuel filter 22. Hydraulic pump mounting pad 23. Igniter plug. 24. Ignition cables 25. Ignition exciters 26. Low pressure diffuser pipe 27. Low pressure fuel filter 28. Main oil filter 29. Main oil filter impending bypass indicator 30. Mechanical fuel control 31. Mounting pad 32. NH Pulse pick up probes 33. NL Pulse pickup probe FOR TRAINING USE ONLY

34. No. 6 and 7 bearing oil pressure pipe 35. No. 6 and 7 bearing vent pipe 36. NP Pulse pickup probe 37. Oil check valve 38. Oil inlet 39. Oil level sight glass 40. Oil outlet 41. Oil pressure and scavenge pumps 42. Oil pressure regulating valve 43. Oil tank filler cap 44. Overspeed governor and PCU pump. 45. P2.5 Check valve 46. P2.5/P3 air switching valve 47. P3 Bleed venturi adapter (PW123/B/C/D/E) 48. Power lever 49. Pressurizing air supply pipe 50. Propeller control unit mounting pad 51. Propeller shaft 52. Reduction gearbox module data plate 53. Reduction gearbox oil filter impending bypass indicator 54. Reduction gearbox oil pressure pipe 55. Reduction gearbox oil scavenge filter 56. Starter mounting pad 57. T1.8 temperature sensor 58. T6 Thermocouple 59. T6 thermocouple bus bar 60. T6 Thermocouple trim resistor and probe 61. (Deleted) 62. Torque sensor 63. Torque signal conditioner (TSC)PW123/B/C/D/E 64. Turbomachinery module data plate

1.14

COLD SECTION

FOR TRAINING USE ONLY

2.1

COLD SECTION Function: Supply correct air mass flow and pressure

necessary for different needs.

Subject s included :

• • • • • •

Air inlet section Compressor section Handling bleed valve (HBV) Environmental control system (Air conditioning and de-icing) Compressor wash Cold section troubleshooting

Operation: The compressor section pulls air into the engine. Increases the engine’s pressure before supplied to the combustion chamber area. Compressed air is used

to:

•

Sustain combustion to give the energy necessary to move compressors and energize (propeller) sections.

• •

Cool the hot section components.

• • •

Seal bearing cavities.

the

Supply bleed air for the aircraft environmental control system (air conditioning and de-icing). Help oil scavenging of some bearings cavities. Used in the fuel control operation and propeller overspeed governor.

FOR TRAINING USE ONLY

2.2

AIR INLET SECTION

& COMPRESSOR SECTION

The Air Inlet section directs air to the compressor section. It consists of the front and rear inlet cases (made of magnesium) bolted together at flange “C”. Front Inlet Case : The front inlet case houses the torque shaft (PW123) or coupling shaft. Its inner lip is anti-iced with reduction gearbox scavenge oil. Supplies installation for the:

• • • • • • • • •

Auto Feather Unit (AFU) Torque Signal Conditioner (TSC)(PW123) Auto Feather Control Unit (AFCU)(PW123AF)

Intercompressor Case Section The LP diffuser case, LP diffuser pipes and the inter compressor cases form a path that allows air to flow from the LP compressor to the HP compressor. The LP diffuser case holds the LP compressor via bearing No. 3. It also directs air from the LP compressor to the 21 bolted LP diffuser pipes. The pipes decrease the air velocity, increase the air static pressure and direct air to the inter compressor case. The pipes are constructed from stainless steel , a containment patches are welded on them to prevent FOD from exiting the engine. The titanium inter compressor case casting holds the HP compressor via bearing no. 4. Directs air to the HP compressor and supplies support for:

• • • • • • • •

Engine Electronic Control (EEC) Fuel-Cooled Oil Cooler (FCOC) Ignition Exciter Box or Boxes Turbo Machinery Data Plate Torque Sensor (PW123 series) Access Plate

Rear Inlet Case

P2.5 check valve Handling bleed valve (HBV) Air switching valve Angle drive gearbox NL speed sensor Rear engine mounts (if needed) Drain valve P3 air reference line to the fuel control (MFC or MFCU)

The rear inlet case houses the low pressure compressor and shroud, an integral oil tank at the bottom and an accessory gearbox on top. It also contains the no. 1 and no. 2 bearing that support the front of the power turbine shaft, LP shroud bleed outlet, P1.8 sensing passage, borescope and compressor wash port .It supplies installation for the:

• • • • • • • • •

T1.8 Probe One or two Nh speed sensors T6 trim probe T6 trim terminal bloc and resistance Oil level sight glass and filler neck Oil pressure regulator valve Main oil filter housing Oil check valve Oil tank chip detector

. FOR TRAINING USE ONLY

2.4

COMPRESSOR SECTION The compressor section consists of two independent titanium centrifugal impellers: a low pressure (LP) and a high pressure (HP) compressors. Each moved separately by single-stage turbines. The LP impeller is supported by bearing no. 3. The HP impeller is supported by bearings no. 4 and no. 5. Each impeller has a shroud housing. The LP impeller housing (for PW124 and PW127 turbo machines) has bleed slots (shroud bleed) to make compressor performance better . The dynamic pressure (air velocity) supplied by each centrifugal impeller is transformed into static pressure by the diffuser pipes to feed the :

• • • • • •

combustion chamber area environment control system (ECS) hot section cooling bearing cavity sealing

Gas Generator Section : High velocity air exits the HP impeller. The air enters the front of the gas generator case. The air is then routed to 21 brazed HP diffuser pipes located inside the gas generator case. (some older models were bolted).The 21 diffuser pipes decrease the air velocity, increase air static pressure and re-direct the airflow 90 degrees to the combustion chamber. The gas generator case houses the combustion chamber, the HP turbine and LP turbine area. It also holds the rear of the HP impeller via no.5 bearing , the HP impeller shroud and supplies installation for:

• • • •

14 fuel manifold adapters two spark igniter plugs one or two drain valves one P3 outlet adapter.

oil system scavenging fuel control operation.

Compression Ratio PW121A Series LP Impeller HP Impeller Total

4.1 2.8 11.5

Compression Ratio PW124 Series LP Impeller HP Impeller Total

5.1 2.7 13.8

Compression Ratio PW127 Series LP Impeller HP Impeller Total

5.65 2.6 14.7

FOR TRAINING USE ONLY

2.6

HANDLING BLEED VALVE (HBV)(N/A FOR PW121A) The HBV (or HBOV), also called the inter compressor bleed valve, is used to bleed LP air from the LP compressor to prevent engine surging during sudden power lever movements (handling) such as slam accelerations, slam decelerations and resume manoeuvers. This supplies good stable characteristics and a sufficient surge margin. The HBV is pneumatically operated and electrically controlled. It consists of a housing, duct, piston, cover, servo valve (usually closed) and a manifold that has a restrictor. P2.4 air from a LP diffuser pipe tapping passes through the manifold restrictor into the bleed valve piston chamber. When P2.4 pressure is higher than P2.5, the piston moves to a close position. An electrical signal from the EEC/AFCU opens the servo valve to bleed and reduce the P2.4 pressure in the piston chamber. As the P2.4 pressure falls below P2.5 pressure, the piston moves to an open position. This allows P2.5 air to vent. The vented air is ducted overboard or ducted to a series of ejectors to pump cool air through the airframe oil cooler. Operation: The HBOV control is active in all operating modes, when possible. In the case of failures of the engine control system, the EEC will continue to control the HBOV if it deems it can still control the valve.

FOR TRAINING USE ONLY

2.8

EEC Mode HBOV Logic FOR- ATR (PW127/E/F) AND FOKKER (PW125B/127B)

Transient operation

Steady state

Above 15000 feet (12000 for PW123AF) altitude the HBOV is opened during acceleration or deceleration transients by sensing PLA movement. The valve recloses when NH reaches (within 2%) of the NH set point, but with a delay in the case of deceleration.

The stable state control of the HBOV opens the valve to prevent engine compressor stall. In EEC control, the bleed valve opening is controlled as a function of PLA . Ref. figure 1; EEC Mode stable state bleed valve map. Transient mode The transient bleed valve logic examines the engine to analyze if it is in a slam, deslam or reslam condition. This is a function of true NH and the rate of change of true NH for both modes of operation. To be more accurate, corrected ram pressure and ambient pressure are also used during EEC mode HBOV operation to correct for speed and altitude effects.

Below 15000 feet (12000 for PW123AF), deceleration is treated the same as before. For slam acceleration the HBOV is held shut to supply rapid acceleration except in the case of reslams where it is opened to supply a sufficient surge margin. Note for PW123AF: There is an additional function when flying over fires that causes a rapid ambient temperature change. An airframe switch activates the HBOV in an open position. This adds compressor protection.

The HBOV is closed if the gas generator speed is below 18000 rpm. This closes satisfactorily the HBOV at start. The HBOV is also closed if the engine is being used as an APU (i.e. in Hotel Mode), when in feather, or if the EEC has sensed failure(s) of sufficient magnitude such that it cannot reliably control the HBOV. The EEC disarms the HBOV control output, thereby closing the HBOV. Degraded EEC Mode Logic The operating mode in which the EEC maintains bleed valve control authority while the engine power is governed by Manual Mode MFCU Operation. In this mode the steady state bleed valve map is a function of true NH. Figure 2 shows the degraded mode steady state bleed valve map.

Handling Bleed Valve ATR (PW124B) , ATP (PW126/A), CL215T OR CL415 (PW123AF) Steady state In EEC control, the bleed valve opening is controlled as a function of corrected NH ( Ref. figure 2). The schedule is arranged to make sure that the HBOV is shut at cruise powers and above. FOR TRAINING USE ONLY

2.10

70

70

60

60

50

50

40

40

30

30

20

20

10

10

0

0

-10

-10 0

10

20

30

40

50

60

70

80

90

100

0

10000

20000

30000

40000

NH (Rpm)

PLA (Degrees) FIGURE 1 - EEC MODE, IBLEED VS PLA HBOV STEADY STATE MAP

FOR TRAINING USE ONLY

FIGURE 2 - DEGRADED MODE, IBLEED VS NH HBOV STEADY STATE MAP

2.11

HANDLING BLEED VALVE (DASH-8, PW123

)

Steady state In EEC control, the bleed valve opening is controlled as a function of corrected NH (FIGURE 2). The schedule ensures the HBOV is shut at cruise powers or above. The HBOV is closed at take-off up to 15000 feet Transient operation Above 12000 feet altitude the HBOV is opened during acceleration or deceleration transients by sensing PLA movement. The valve closes when NH is within 2% of the NH set point. There is a delay in the case of deceleration. Below 12000 feet, deceleration is treated the same as before. For slam acceleration the HBOV is held shut to supply rapid acceleration. This does not apply in the case of reslams where it is opened to provide adequate surge margin. Degraded EEC mode HBOV Logic The EEC will operate the HBOV in Degraded EEC mode if the EEC finds it can continue to control the HBOV in Manual Mode. This logic controls the HBOV as a function of NH only. During stable state operation the HBOV is closed. During slam acceleration the HBOV is closed at all altitudes. The bleed valve is opened during slam deceleration and reslam conditions at all altitudes.

FOR TRAINING USE ONLY

2.12

Environmental Control System (De-icing system for PW123AF) The environmental control system (ECS) provides bleed air for the aircraft pneumatic system: the air conditioning and de-icing systems. The engine provides air bleed extraction ports from both compressors, the low pressure (LP/P2.5) and the high pressure (HP/P3), since the two bleed ports are connected to the same duct. A P2.5 check valve is installed in the low pressure port to prevent back flow from the high pressure compressor (P3) to the low pressure compressor (P2.5). In general the ECS (or de-icing system) is supplied with low pressure air (P2.5). At low engine power, the LP or HP pressure switch (airframe supplied) opens allowing P3 air to feed the airframe system. At a predetermined pressure (P2.5 or P3), the pressure switch closes the P3 supply allowing the P2.5 check valve to open and feed the airframe air system with P2.5 air pressure.

FOR TRAINING USE ONLY

2.14

P2.5 CHECK VALVE The P2.5 check and intercompressor bleed valves are installed on two branches of a Y-shaped adapter installed on the intercompressor case; the common base supplies P2.5 air. The P2.5 check valve consists of a housing, seat, spring, piston and a sleeve installed tightly in the housing by a retaining ring. When P3 air pressure is below a specified pressure, the airframe shut-off valve is open and the check valve piston is held in the closed position by spring and P3 pressure. As P3 pressure increases above the pre-set value (or as the PLA moves above a pre-set value), the shut-off valve closes, cutting off the supply of P3 air. Check valve spring pressure is overcome by the increased P2.5 air pressure. The piston moves to the open position and P2.5 air is supplied to the ECS. When P3 air pressure falls below the set value, the shut-off valve opens, spring and P3 pressure overcomes P2,5 pressure to seat the check valve piston and stop the flow of P2.5 air. A built-in flow venturi prevents bleed air flow to 10% maximum. All models (except ATR and Canadair installations) have pistons type P2.5 check valve. The ATR installation has a butterfly type P2.5 check valve (airframe supplied). The Canadair installation has a P2-5 shut off valve with a built-in check value (airframe supplied).

FOR TRAINING USE ONLY

2.16

Compressor Wash Function: Remove salt and dirt particles from the compressors and gas path. Types of washes: • Desalination wash (motoring or running) • Performance recovery wash (motoring only) Compressor Desalination Wash: This method is used to remove salt particles from the compressor section of the engine. Some light dirt particles may also be removed. Use normal drinking water given the minimum standards in the engine Maintenance Manual are met. Where ambient temperatures are below 0°C (32°F), methanol must be added to the water as per Maintenance Manual instructions. It is strongly recommended that this procedure be carried out when operating in a salt-laden atmosphere. Washing mixture is injected into the compressor section with a washing nozzle introduced on SB 20115 or SB 20836 (increased flow to enable compressor and turbine wash to be performed in one operation). Once installed, this nozzle may be permanently left in-situ on the rear inlet case. In which case a only the threaded plug should be removed. The washing hose should be connected when washing is carried out.

Prior to a running desalination wash, make sure that: • • •

Demineralized or distilled water is used Aircraft bleed valve is “OFF” Engine at G.I. (disk) with propeller in feather

Compressor Performance Recovery Wash: This method uses approved chemical additives to remove more stubborn dirt particles. Wash mixtures are as per the Maintenance Manual instructions. This should be carried out only when engine trend monitoring shows an important performance loss. Washing mixture is injected into the compressor section with the same nozzle called up for compressor desalination washing. A rinse wash (same as a desalination wash) is done after a performance recovery wash to clean the gas path. Prior to a performance recovery wash, make sure that: • • • •

Engine temperature (T6 is below 65°C (40 minutes cooling period). Disconnect fuel flow divider dump line. Aircraft bleed air is “OFF”. Pre SB 20948: Remove HBV P2.4 supply line and blanked.

Prior to a motoring desalination wash, make sure that: • • • •

Engine temperature (T6) is below 65°C (40 minutes cooling period). Disconnect fuel flow divider dump line Aircraft bleed air is “OFF” Pre SB 20948: remove HBV P2.4 supply line. FOR TRAINING USE ONLY

2.18

HOT SECTION

FOR TRAINING USE ONLY

3. 1

HOT SECTION This chapter includes the construction and operation of hot section components. Inspection, maintenance and troubleshooting are included in the HSI section. Function: Remove energy from the hot expanding gases to:

• •

Turn the compressor turbines Turn the power turbines and the propeller.

Topics included :

• • • • • • • • •

Combustion chamber HP vane assembly HP turbine LP vane ring LP turbine Interstage turbine case Power turbine vane rings Power turbines Turbine desalination wash

Operation: The hot section of the engine has components down stream of the gas generator. Hot expanding gases leaving the combustion chamber are directed towards the high pressure turbine blades by the high pressure turbine vane ring and towards the low pressure turbine blades by the low pressure turbine vane ring. The gases travel across the power turbine vane rings and hit the power turbines blades. Turbines turn the propeller via the power turbine shaft and the reduction gearbox. The exhaust duct expels the gases from the power turbine atmosphere . FOR TRAINING

to the

USE ONLY

3. 2

COMBUSTION CHAMBER AREA Purpose: The annular reverse-flow combustion chamber is contained in the gas generator case. The fuel manifold is mounted around the exterior of the gas generator case, with spray nozzles which protrudes into the combustion chamber liner. Two igniter plug bosses are provided on the gas generator case, with corresponding bosses in the liner. Construction:

• • • • • •

Annular, reverse flow Heat resistant alloy Ceramic coated (inside) 14 fuel nozzle bosses 2 spark igniter bosses Cooling rings to provide cooling to the combustion chamber walls

FOR TRAINING

USE ONLY

3. 4

HP VANE RING

HP TURBINE

Purpose:

Extract energy from the hot gases to drive the HP compressor, and the accessory gearbox.

Directs gases to the HP turbine and changes static pressure into velocity. Construction:

Construction:

• • • •

38 air cooled blades secured to the disk via fir-tree serrations and 2 blade retaining covers

Pre SB 20339, 27 classed air cooled vane segments Post SB 20339, 8 classed air cooled triple vane segments Nozzles housing provides cooling air to the HP turbine blades

HP turbine tip clearance:

Small exit duct

Refer to Maintenance Manual Effect of the vane area on engine parameters:

• •

Decrease area:Nh UP Increase are: Nh DOWN

FOR TRAINING

USE ONLY

3. 6

HP AND LP TURBINES TRIM BALANCING

Purpose: Reduce vibration generated by high speed rotating components. Detail balancing: Initial balancing of individual components. Trim balancing: Final balancing of rotor assembly to bring unbalance within tolerances. HP or LP turbine replacement: 1. 2. 3.

Identify class and location of trim balancing weights as per data plate Make sure that weights already installed on new turbine will not interfere with trim balancing weights Install trim balancing weights and secure with rivets

Note: Unsymmetrical weights (classes 2 and 4) should be oriented as per orientation on original turbine.

FOR TRAINING

USE ONLY

3. 8

LP VANE RING Purpose: Directs gases to the LP turbine and to change static pressure into velocity. Construction: Single piece classed vane ring consisting of 24 air cooled vanes

Effect of the vane area on engine parameters:

• •

Decrease area: NL UP Increase area: NL DOWN

LP TURBINE Extract energy from the hot gases to drive the LP compressor rotor unit. Construction: Blades secured to the disc via fir-tree serrations and rivets.

LP turbine tip clearance: Refer to Maintenance Manual

FOR TRAINING

USE ONLY

3. 10

INTERSTAGE TURBINE CASE

•

Support nos. 6 and 7 bearing housings and 1st power turbine vane ring

•

Provide bosses for T6 probes and 3 transfer tubes

POWER TURBINE VANE RINGS (2) Direct gases to the power turbines and changes static pressure into velocity. Construction: 1st stage: single piece classified vane ring 2nd stage: single piece vane ring POWER TURBINES Extract energy from the hot gases to drive the propeller. Construction: Blades secured to the disk via fir-tree serrations and rivets. Tip clearances: Refer to Maintenance Manual

POWER TURBINE SHAFT:

• • •

Links power turbines to the reduction gearbox Supported by bearing nos. 1, 2 and 7 High speed balanced

FOR TRAINING

USE ONLY

3. 12

GEARBOXES

FOR TRAINING

USE ONLY

4. 1

REDUCTION GEARBOX The Reduction Gearbox (RGB) consists of the front, rear and input drive housings (which together make up a housing set) and an accessory drive cover. The purpose is to reduce the power turbine input speed into a suitable output speed for propeller operation via a two stage reduction gear train (reduction ratio: 16.67 to 1). The RGB also drives various accessories. Front Housing The front housing holds the front roller bearings for the two second stage pinion gearshafts. The front roller and ball bearings for the propeller shaft are also in the front housing. The propeller shaft seal is under a cover on the front housing. A mounting pad is provided on the right side of the front housing to accommodate the electric feathering pump. The pad has oil ports that are connected to an internal oil reservoir which is part of the rear housing. Two lifting brackets are located at the 1 o’clock and 11 o’clock positions on the front flange. The reduction gearbox module data plate is secured to the left side of the front housing. Rear Housing The rear housing carries the second stage reduction bull gear and pinion gears, propeller shaft rear roller bearing, second stage reduction pinion gear roller bearings, front roller bearing of the input driveshaft and the front roller bearings of both first stage helical gears.

pad. The propeller control unit is mounted on a pad behind the propeller shaft. Input Drive Housing The input drive housing carries the rear roller bearings of the helical input driveshaft and ball bearing (for PRE SB 20380 and SB 20331 RGB) and both first stage helical gears. Accessory Drive Cover The overspeed governor and pump are mounted on the right pad and driven by the second stage bull gear. The hydraulic pump mounted on the center pad and the A/C generator mounted on left pad are driven by the idler gear, which in its turn, is driven by the second stage bull gear. Components mounted on RGB: -

NP probe Chip detector (2 for Dash-8, ATP and Jetstream) Two (2) torque sensors (PW124/125/126/127 series) Prop. Overspeed governor and PCU pump Electrical feathering pump AC generator (IDG for Fokker) Hydraulic pump (N/A for ATR) PCU Propeller Propeller brake (ATR)

The three main front mounting pads of the engine are located as follows: one on each side of the housing, and the third at the center. Torque shock mounts are located at the 5 and 7 o’clock positions on the housing. The accessory drive is mounted on the top rear face. The propeller speed (NP) pulse pickup probe is installed in a

mounting pad at the eleven o’clock position. On the left side of the rear face are pads for chip detectors and oil strainers. A pad for an oil strainer is also provided on the left side above the bottom chip detector/oil strainer

FOR TRAINING

USE ONLY

4. 2

PROPELLER BRAKE The propeller brake on the ATR installation is used to stop the propeller while the engine is still running, providing electrical power and bleed air for off-engine use. Only one propeller brake, installed on the right hand engine RGB is used per aircraft. The propeller brake is a hydro-mechanical type and consists of two (2) sub-assemblies: Hydro mechanical brake unit: carbon side brake consisting of 7 fixed disks and 6 rotor disks (ATR 72), which are positioned by grooves either on the casing or on the driveshaft. Electro-hydraulic units consists of 3 solenoid valves (E1, E2, E3) a check valve, and a flow restrictor which makes up the conducts for the oil supply. The hydraulic system operates under a pressure of 3,000 PSI. The solenoid valves are energized by the multi-function computer which controls the braking and unbraking sequences. Push buttons on each solenoid valves allow manual operation of brake release sequence during maintenance or when an electrical signal lost has occurred.

FOR TRAINING

USE ONLY

4. 6

ACCESSORY GEARBOX & ANGLE DRIVE GEARBOX The AGB is integral to the rear inlet case and located on its top. It provides drive pads for the starter generator, the fuel pump and the mechanical fuel control. The AGB drives the main oil pressure and scavenge pumps, it also houses a centrifugal breather impeller that acts like an oil separator allowing oil free air to vent out. The angle drive gearbox transmits drive from the HP rotor to the AGB. A bevel gear secured on the front of the HP rotor meshes with the angle drive gearbox that in turn connects with the centrifugal breather impeller gearshaft inside the AGB. The centrifugal breather impeller meshes with the starter generator gearshaft and the fuel pump gearshaft, in turn the fuel pump gearshaft drives the main oil pressure and scavenge pumps. Two carbon seals, one on both sides of the centrifugal breather impeller gearshaft, are used to seal the AGB compartment. Provision is made for hand-cranking the HP rotor using the 3/8” drive at the end of the starter-generator gearshaft. Access is gained by removing a cover opposite the starter-generator mounting pad.

FOR TRAINING

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4. 8

OIL SYSTEM

FOR TRAINING

USE ONLY

5. 1

Oil System: The oil system is a wet sump system, cooled by an airframe mounted aircooled oil cooler and a front inlet case mounted fuel-cooled oil cooler. The oil is stored in a tank that is integral with the rear inlet case. The tank has a filler neck and cap, an oil level, a strainer and scavenge oil chip detector. The system is composed of two subsystems: the pressure system, which supplies oil to the reduction gearbox and turbo machinery, and the scavenge system, which returns the used oil to the tank. Note: For approved listing of lubricating oil refer to engine maintenance manual. Oil drain period: -

1,200 hours/year or more: ................ oil change period as required by oil analysis. Less than 1200 hours/year: .............. every 1,200 hours max. or as required by oil analysis. Less than 50 hours/month: .............. every 450 hours.

must be run for a minim of 20 seconds with the propeller in feather. This ensures that the maximum amount of oil is returned from the PCU via the reduction gearbox to the oil tank. Note: Engines left overnight may have misleading oil level indications. If engine did not have level checked after last flight, an engine run must be carried out to circulate oil before an oil level check can be accomplished. Oil consumption: -

Oil consumption is measured over a 10 hour period. All oil drain leakage to be included in total oil consumption. For On Condition Program, perform oil consumption monitoring. Plot oil/hour value on a graph.

Reference:

2 lbs

trend

≈ 1 U.S. quart (approx.)

Note: Oil consumption above maximum permissible or a sudden or gradual increase must be investigated.

Oil system servicing:

•

If switching from a type II to another oil brand but same type (same table in maint. manual), original engine oil does not need to be drained and engine does not need to be flushed.

•

If switching to an oil brand not listed in same table (third generation type), engine oil must be drained and the engine flushed.

Oil system flushing: Engine oil is to be flushed when contamination is evident or when a change in operating conditions or oil supply occurs (see oil system servicing).

Oil level check: Engine oil levels must be checked within 30 minutes (15 ± 5 minutes is considered optimum) of engine shutdown. During shutdown, the engine FOR TRAINING

USE ONLY

5. 2

COMPONENTS DESCRIPTION: Oil Tank:

•

A sight glass indicator gives an indication of the oil quantity required to fill the tank. A chip detector and housing is installed on the oil tank, along with a drain plug for oil draining. Both are located at a low point of the oil tank.

The impending bypass indicator is an electrical switch or mechanical pop out indicator type which provides an indication of filter restriction when the differential pressure across the filter exceeds 25 PSID. This indication is inhibited at low oil temperature.

•

The filter bypass valve opens when the differential pressure across the filter exceeds 40 PSID. This maintains oil supply when the filter is blocked.

Main Oil Pressure Pump and Pressure Relief Valve:

Check Valve:

•

The main oil pressure pumps is a spur gear, positive displacement pump which is mounted in a pack with the scavenge pumps on the right side of the rear inlet case.

•

•

At 100% NH the main oil pump flow is 300 lbs/minute, approximately 38 U.S. gal./minute.

The check valve, next to the oil pressure filter assembly, allows air pressure to build up sufficiently for proper sealing of bearing cavities nos. 3,4,5,6 and 7 before supplying oil to these bearings. This prevents any oil leakage across the seals during engine start and shutdown.

•

A pressure relief valve prevents a pressure surge during cold starting by returning excess oil back into the oil tank.

•

The check valve assembly consists of a piston, preloaded by a spring and washers. During start; the check valve opens between 25 and 35% NH (48 PSID) allowing oil to bearings Nos. 3,4,5,6 and 7.

•

The pressure relief valve is a piston type and opens at 200-260 PSI.

•

The check valve assembly also houses the oil temperature sensor.

•

A bleed line on the cover prevents hydraulic lock.

•

The number of washers varies between one minimum and five maximum. Reassemble using the recorded number of washers and adjust if necessary.

The main oil tank is an integral part of the rear air inlet case, located on the left side. The tank has an oil filler neck located on the top left side and is closed by a quick release filler cap.

Pressure Oil Filter Assembly:

•

The pressure filter assembly is located on the rear inlet case, left side, above the oil tank. The assembly consists of a 10 micron filter (filters marked non-cleanable, must not be cleaned), an impending bypass indicator and a bypass valve.

FOR TRAINING

USE ONLY

5. 4

COMPONENTS DESCRIPTION: Pressure Regulating Valve: The pressure regulating valve is located below the pressure oil filter and consists of a piston valve and spring in a ported sleeve. It maintains a constant oil pressure above and in relation to the air pressure in the No. 3 & 4 bearing cavity to provide constant oil flow at all powers.

Nos 6 and 7 Bearing Cavity: - Three transfer tubes are connected to the Nos. 6 and 7 bearing cavity, one on the left side with a strainer for oil pressure supply, one on the right side for venting and one at the bottom for scavenging the cavity. -

The differential oil pressure is 60 ± 5 PSID. When the Nh speed above 75%. Below 75% Nh the minimum oil pressure is 40 PSID. If oil output pressure overcomes the combined air and spring pressure, the valve opens a port. Oil is bled from the main pressure line by the port and returned to the inlet side of the pump, reducing output pressure. Air pressure and spring pressure overcome the reduced oil pressure, closing the bleed port at the desired pump output pressure. The check valve output pressure is also connected, via a restrictor to the oil pressure transducer. The oil pressure indication in the cockpit is the differential pressure between the pumps pressure and No. 3 and No. 4 bearing cavity pressure. Oil pressure adjustments can be made by adjusting the amount of spacer in the spring housing. Number of washers can vary between 1 minimum and 6 maximum. Rear Inlet Case: • The 2, 4, 8 and 10 o’clock struts are anti-iced with oil pressure flowing inside them. The 6 and 12 o’clock struts are anti-iced with gravity oil scavenge flowing through. • The T6 trim probe is installed in the oil pressure channel and is kept at oil temperature. FOR TRAINING USE ONLY

The oil pressure supply line connected to the supply transfer tube has a built-in restrictor that will drop oil pressure by approximately 10 PSI to compensate for a lower cavity pressure.

Turbomachinery Scavenge Oil Oil from the turbomachinery accessory gearbox and No. 1 bearing cavity is scavenged by gravity. The No. 2 bearing cavity is scavenged by gravity and by pressure oil flowing through a venturi, producing a jet pump action. Oil from the No. 3, 4 and 5 bearing cavities is scavenged by gravity and assisted by air (blowdown) from the bearing labyrinth seals. The No. 6 and 7 bearing cavity is scavenged through an external tube connected to the scavenge pump. Vent and Breather System The Nos. 3, 4 and 5 bearing cavities are vented to the oil tank via the scavenge passages. The oil tank and No. 1 and 2 bearing cavity are vented internally, and the No. 6 and 7 bearing cavity externally, to the accessory gearbox. A centrifugal oil separator (breather impeller) installed in the accessory gearbox removes oil before vented air is discharged to the exhaust duct.

5.6

PW126, POST SB21346/21357/21358 Reason To reduce the possible oil contamination of the bleed air system from No. 3 and 4 bearing area during start-up of engine. Check valve The check valve (Post-SB21357)consists of a piston valve and spring installed in a sleeve incorporating oil ports. The sleeve is secured in position by a retaining ring. Classified shims are used to adjust the valve. During starting and shutdown, the valve stops oil going to Nos. 3, 4, 5, 6 and 7 bearing at low engine speeds.This is accomplished by installing a centrifugal type oil pump on the starter generator shaft which is indirectly coupled to the HP compressor rotor. During engine start, pressurized oil is supplied by the main oil pump to the centrifugal pump and as HP compressor rotor speed increases, the oil pressure is boosted. The boosted oil is supplied to one side of the piston valve. As pressure increases, the piston moves axially, overcoming the opposing spring and main oil pressure to uncover ports in the sleeve and allowing oil to flow to the Nos. 3, 4, 5, 6 and 7 bearings. Depending on oil temperature, the valve starts to open at 20% NH and is fully open at 60% NH. Turbomachinery scavenge system Oil from the accessory casing and the No. 1 bearing cavity is scavenged by gravity. The No. 2 bearing cavity oil is scavenged through a venturi by gravity aided by pressure oil, which induces a jet-pump action. On Post SB21346, oil drains from Nos. 3, 4 and 5 bearing cavity scavenge lines into an accumulator. A scavenge pump empties the accumulator and returns the oil to the tank. The No.6 and 7 bearing cavity oil is scavenged through an external tube connected to the scavenge pump.

Vent and breather System On Post-SB21358, No. 3 and 4 bearing cavity is also vented externally to the accessory gearbox through tubes and a check valve. When the valve opens, it drops bearing cavity pressure, increasing the differential pressure across the No. 4 bearing seal. FOR TRAINING

USE ONLY

5. 10

REDUCTION GEARBOX OIL SYSTEM: Main oil pressure line from turbo machine is routed to the auxiliary oil tank and AC generator (for Dash-8, ATP and Jetstream) for lubrication and cooling purposes. When the auxiliary tank is supplied with oil, the tank pressurizes and provides oil to the feathering pump, the propeller control unit pump, the overspeed governor and RGB gear train. The PCU pump supplies approximately 1000 PSI to the propeller control unit. In the event of a propeller system or engine malfunction, the electric feathering pump, when energized, draws oil from the auxiliary tank (1.5 or 3.75 U.S. Quarts) and supplies boosted oil pressure to the propeller control unit allowing the propeller to be feathered in flight. Scavenge oil system: Scavenge oil from the propeller, gearbox accessories, gears and bearings, drains into a cavity in the bottom of the reduction gearbox sump. The cavity has a chip detector and a strainer which protects the pump. A scavenge pump, on the right side of the rear inlet case, draws the oil through an external tube on the left side of the front inlet case. The tube is looped upward to prevent gearbox oil from flooding the oil tank when the engine is not running. The tube connects to an internal oil passage which provides anti-icing of the front inlet case. From the inlet case, the oil flows through a tube to the scavenge pump, then through the scavenge filter (10 micron), which is equipped with a valve to bypass the filter in the event of blockage. An indicator warns of impending blockage (electrical switch or mechanical pop out type). From the scavenge filter, the oil flows to the tank. The scavenge oil from AC generator (for Dash-8, ATP and Jetstream) drains into a cavity in the RGB. This cavity has a chip detector and a strainer which protects the pump. The scavenge pump, located on the right side of the rear inlet case, draws the oil out of the gearbox on the left side. An external tube brings the oil to the pump. Out of the pump, the oil flows through the scavenge filter and then to the tank. In the event that the scavenge cavity of the oil cooled AC generator floods, the oil will overflow to the RGB sump where it will mix with the scavenge oil from the RGB.

FOR TRAINING

USE ONLY

5. 12

COMPONENTS DESCRIPTION Reduction gearbox scavenge oil filter assembly The scavenge filter assembly is located on the right side of the rear inlet case next to the oil pumps housing. The assembly consists of a 10 micron cleanable filter, an impending bypass indicator (electrical switch or mechanical pop out) and a bypass valve. An indicator warns of impending blockage (electrical or mechanical pop-out type) when the differential pressure across the filter exceeds 25 PSID. This indication is inhibited at low oil temperature. To ensure adequate oil flow in the event of filter blockage, a bypass valve opens at a differential pressure of 40 PSID.

FOR TRAINING USE ONLY

5.14

SECONDARY AIR SYSTEM

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USE ONLY

6. 1

SECONDARY AIR SYSTEM General Air Flow: Engine airflow comes in from the nacelle intake duct and into the air inlet section where the air is directed onto the LP compressor impeller. The compressed air is then directed to the HP compressor impeller for further compression and into the combustion section. At the combustion section the air is mixed with fuel for combustion and also used for cooling. The hot expanding gases are then directed past several turbine stages for energy extraction and out through the exhaust. Secondary Air Flow: Air from the low pressure (P2.5) and high pressure (P3) compressors is used for sealing bearing cavities, to assist oil scavenging and for internal engine cooling. Bleed air is also used for the aircraft pneumatic system; the air conditioning and de-icing systems (ref: chapter #2). Modified P3 is used in the mechanical fuel control system and propeller overspeed governor. For internal engine cooling and bearing cavity sealing, P2.5 and P3 compressed air is used. The compressed air is directed to the associated areas by two means: 1.

Through an air switching valve, external tube and to the inside of the power turbine shaft.

2.

Internally, through internal passages, and tubes.

Labyrinth seals are used throughout the turbomachinery to seal bearing cavities and other areas. A labyrinth seal is a circumferential multigrooved ring in a close fitting plain ring in which one or both may rotate. Air pressure which is higher than cavity pressure or the pressure in the area to be sealed, undergoes a gradual pressure drop as it travels in and out of the seal grooves.

FOR TRAINING

USE ONLY

6.2

AIR SWITCHING VALVE The air switching valve, located in the top right side of the intercompressor case, provides adequate sealing air supply during starting (NH < 40-45%) by directing P3 air to areas normally pressurized by P2.5 air (during initial start-up, P3 is the only pressurized air available). The valve assembly consists of inner and outer housings, a piston, valve, springs, thrust washer (ref: note) and adjusting washers (maximum of 4) retained by a cover. Note: Post-SB20607 valve has a thrust washer and an additional spring. During starting, P3 air flows via transfer tube into the housing and piston chamber. From the chamber it passes through slots into the intercompressor case. The air then passes through an external line to the rear inlet case. As P2.5 pressure increases, it overcomes spring and atmospheric pressure to move the piston and stop and replace the flow of P3 air.

Note: Do not attempt to remove outer housing assembly. This component is retained in the engine by a transfer tube. Engines have been returned to overhaul facilities for repair due to extensive damage having been caused during removal of this component in the field .

FOR TRAINING

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6.4

SECONDARY AIR SYSTEM Air from the switching valve is delivered through external and internal transfer tubes to the inside of the power turbine shaft. Holes in the shaft direct air to the seal of the No. 2 bearing. The air is vented through the accessory gearbox. The No. 3 and 4 bearing seals are pressurized by air from the switching valve via internal passages. The No. 4 bearing seals are pressurized mainly by P2.5 air taken from the HP impeller inlet. The air pressurizing these cavities is also used to assist oil scavenging. The No. 5 bearing cavity and seals receive air from the switching valve through an internal passages. This air is also to scavenge the bearing cavity. Some P3 air is vented via an external tube into the exhaust to enable P2.5 air to enter this cavity.

The HP turbine blades are cooled by air passing through holes in the HP turbine disk front cover, along the bottom of the disk fir-trees into slots in the blade roots. After passing through the blades, the air exits through slots in the trailing edge and at the tip. Air from the end of the power turbine shaft cools the front and rear faces of the first and second-stage power turbine disks and the Nos. 6 and 7 bearing housing. It also seals the bearing cavity. Post-SB21175: The turbine interstage case/power turbine stator bolts: air passes through holes in the turbine support case, along the LP turbine seal housing, cools the bolts, and exits into the gas path downstream of the power turbine stator.

Air for sealing and pressurizing No. 6 and 7 bearing cavity is obtained from holes in the power turbine shaft and stubshaft. The bearing cavity is vented by an internal transfer tube through the turbine support case (flange K) and through an external pipe into the accessory gearbox. P3 air taken from around the combustion chamber liner cools the HP turbine vane ring and LP turbine stator. Air enters each vane or stator through a slot in the top and exits through slots in the trailing edge and holes in the leading edge. The inner and outer platforms are also cooled. For the HP and LP turbine disks, air is supplied by internal nozzles, positioned forward of the HP Turbine Disk, cooling the front and rear faces. Routing is provided by holes in the disk and metering annuli in the static components. FOR TRAINING USE ONLY

6.6

Post-SB21425, PW124B ONLY To improve the sealing and the positive differential pressure on the no. 4 bearing seal, changes are introduced as follows:

•

A seal is introduced between the high pressure and low pressure turbine disc.

•

The high pressure turbine stub shaft is replaced with a new one without the no.5 bearing internal vent hole.

•

A new intershaft rotor seal is introduced which includes additional fins. This makes it necessary to replace the seal runner.

•

The tight fit between the intercompressor case and the no. 4 bearing housing is increased and the no.4 bearing housing oil slinger is replaced with a new one which has a wider outer rim to reduce oil leakage through the bearing seal.

•

Some preformed packings at the no. 4 area are replaced with new ones that are more resistant at higher temperatures.

FOR TRAINING

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6.12

ENGINE INDICATING SYSTEM

FOR TRAINING

USE ONLY

7. 1

SPEED INDICATING: The speeds of the major rotating assemblies are monitored by magnetic pulse pickup probes which are installed in the engine at various locations. High pressure rotor speed (NH), propeller speed (NP) and low pressure rotor speed (NL) are sensed by these probes. Power turbine rotor speed (NPT) is sensed by the torque sensor. Electromagnetic pulses are generated when associated gear teeth or lugs pass through the magnetic field created at the probe or sensor tip. The pulse frequency is transmitted either directly to the gages or indirectly through the EEC/AFU. High Pressure Rotor (NH): One or two probes is/are installed on the right side of the rear inlet case. These probes pick up high pressure rotor speed signals from the starter generator driveshaft gear teeth. Each probe has two coils (2 signals). Probe NH2 (upper) signals are sent to the EEC/AFU and NH gage. Probe NH1 (N/A FOR CANADAIR) (lower) signal is sent to the EEC/AFU, the other signal is not used. Low Pressure Rotor (NL): A probe is installed below the engine mounting pad on the left side or above the engine mounting pad on the right side of the inter compressor case. It senses low pressure rotor speed (NL) from the No. 3 bearing retaining nut lugs. The probe is a single coil and signal is sent to gage.

Propeller (NP): A probe is also installed on the top left side of the reduction gearbox rear housing. It senses propeller speed (NP) from the teeth on the accessory drive idler gearshaft. The probe has two coils (2 signals), one signal is sent to the gage and the other signal is not used. NP signal to EEC is derived from one of the two torque sensors).

FOR TRAINING

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7. 2

Inter-Turbine Temperature (ITT) The inter-turbine temperature (ITT) indicating system monitors gas path temperature (T6). It consists of nine parallel T6 thermocouples, positive and negative bus-bars, trim cable, trim resistor, trim thermocouple, wiring harness and gage. The thermocouples are installed in bosses in the turbine support case. Each T6 thermocouple has two conductors of different material (Alumel and Chromel) that are joined at one end (the bimetal junction) and covered by a protective sheath. At the other end are terminal lugs that connect to the positive and negative bus-bars. The ITT thermocouple trim electrical cable is installed on the right side of the engine. The branched cable consists of a positive (chromel) lead and a negative (alumel) lead that connect to the positive and negative bus-bars respectively at one end. A terminal block, trim thermocouple and trim resistor are at the other end. Leads to the cockpit instrumentation are connected to the terminal block. Gas temperature generates a voltage in each T6 thermocouple. To obtain an average reading, the thermocouples are connected in parallel. Because of the location of the thermocouples, the reading is not an accurate indication of gas path temperature. The actual temperature is calculated at engine test and compared with that obtained by exhaust thermocouples. A trim thermocouple is connected in parallel with the thermocouples to correct the average reading. The trim thermocouple is installed in a passage through which oil flows to No 1 and 2 bearings. The oil temperature in the passage does not vary, thus ensuring consistent resistance.

FOR TRAINING USE ONLY

The leads from the trim thermocouple are connected to the terminal block. A trim resistor of the appropriate class and easily removed/installed, is fitted to the terminal block to provide ITT temperature correction. Selection of the trim resistor class is done at engine test and can only be carried out by an authorized overhaul facility. At field level, a defective trim resistor can only be replaced by one of the same part number and class number. The resistance value of the trim resistor is indicated on the engine (turbo machine) reference data plate. Total Inlet Temperature (T1.8) The total inlet temperature (T1.8) sensor, mounted in the rear inlet case, consists of a resistor in a sleeve fitted with a threaded connector. It receives a fixed low current input from the EEC/AFCU. The resistance of the sensor changes with temperature, varying the current returned to the EEC/AFCU in proportion. T1.8, measuring the ram temperature in the air intake region, is used by the EEC/AFCU for various controlling functions.

7.4

TORQUE MEASUREMENT SYSTEM (SINGLE TORQUE SHAFT SYSTEM) PW123 SERIES ONLY Torque Sensor: The torque measurement system provides torque indication for the cockpit, torque reference for the autofeather logic and torque reference for power management. Torque Shaft: On the PW123 series, there is one torque shaft located in the turbo machinery. The torque shaft links the power turbine shaft to the helical input driveshaft of the R.G.B. As the engine produces power, the torque shaft twists and the amount of twist provides a means to measure engine torque. The torque shaft consists of two concentric tubes (shafts) each carrying a toothed wheel, both tubes are attached together at the rear end only. The torque tube is connected at both ends and will twist when torque is produced, while the reference tube connected only at the rear end cannot be twisted. The gap between the teeth on the torque tube and the teeth on the reference tube will change in proportion of the produced torque.

FOR TRAINING USE ONLY

There is one torque sensor located on top of the front inlet case. The torque sensor is a magnetic pulse pick-up type, dual coil, with a built-in temperature probe (platinum resistance temperature device - RTD). The torque sensor protrudes into the front inlet case and picks up on teeth of the torque tube and reference tube toothed wheels. The sensor detects the phase difference between the teeth on the torque tube and the teeth on the reference tube. The electromagnetic pulses (sign waves), generated when the teeth pass through the sensor’s magnetic field, are transmitted to the TSC for autofeather logic. The second coil transmits a signal to the EEC for torque cockpit indication and also to determine power turbine speed (NPT). The torque sensor also measures the temperature of the air around the shaft to compensate for a change in torque shaft stiffness.

7.8

TORQUE PROCESSING (SINGLE TORQUE SHAFT SYSTEM) PW123 SERIES ONLY Torque Signal Conditioner (TSC)(N/A for PW123AF):

Characterization (Trim) Plugs:

The TSC also referred as the signal conditioning unit (SCU) processes the torque sensor signals for autofeather logic.

Provides the TSC (SCU) and/or the EEC/AFCU with the necessary correction information as determined during engine acceptance test.

Engine Electronic Control (EEC) The EEC processes the torque sensor signals for torque indication in the cockpit. Autofeather Control Unit (AFCU)(PW123AF): The AFCU processes the torque sensor signals for autofeather logic and for torque indication in the cockpit. Torque Trim Bias and Gain: A torque bias and gain are applied to the torque shaft input to correct for any differences in torque shaft stiffness due to varying physical properties. This trimming allows for a unique output for any given torque shaft. During acceptance testing, the EEC torque is compared to a reference torque set on a dynamometer and the trim bias and gain resistors (or jumper wires) are added to the EEC (AFCU or TSC) to read the dynamometer torque.

FOR TRAINING

USE ONLY

TSC (SCU): 60 classes available for gain (slope) (jumper wires) 61 classes available for BIAS (offset) (jumper wires) EEC/AFCU 64 classes available for gain (slope) (resistors) 64 classes available for BIAS (offset) (resistors) Selection of the trim plug class is done at engine test and can only be carried out by an authorized overhaul facility. At field level, a defective trim plug can only be replaced by one of the same class number. The values of the trim plugs are indicated on the engine (turbo machine) reference data plate.

7. 10

TORQUE MEASUREMENT SYSTEM (DOUBLE SHAFT SYSTEM)(PW124/125/126/127 SERIES)

TORQUE

The torque measurement system provides torque indication for the cockpit, torque reference for the autofeather logic and torque reference for power management. Torque Shafts: There are two torque shafts located in the reduction gearbox. Each shaft links the first stage helical gear to the second stage pinion gear. As the engine produces power, the torque shaft twists and the amount of twist provides a means to measure engine torque. The torque shaft consists of two concentric tubes (shafts) each carrying a toothed wheel, both tubes are attached together at the rear end only. The torque tube is connected at both ends and will twist when torque is produced, while the reference tube connected only at the front end cannot be twisted. The gap between the teeth on the torque tube and the teeth on the reference tube will change in proportion of the produced torque. Torque Sensors: There are two torque sensors, one for each torque shaft, mounted on the right and left side of the RGB. The torque sensors are magnetic pulse pick-up type, single coil (dual coil for PW127 series) with a built in temperature probe (resistive temperature device - RTD). Each torque sensor protrudes into the RGB and picks up on teeth of the torque tube and reference tube toothed wheels. Each sensor detects the phase difference between the teeth on the torque tube and the teeth on the reference tube. The electromagnetic pulses (sign waves), generated when the teeth pass through the sensor’s magnetic field are transmitted to the AFU and EEC. The left side torque sensor (No. 1) signal is transmitted to the AFU for autofeather logic (all) and analog torque cockpit indication (ATR 72, Jetstream ATP). The right side torque sensor (No. 2) signal is transmitted to the EEC for power management and torque cockpit indication. The sensors also measure the temperature of the air around the shaft to compensate for a change in torque shaft stiffness. In addition, the EEC derives NP from the right side torque sensor signal.

FOR TRAINING

USE ONLY

7. 12

TORQUE PROCESSING (DOUBLE TORQUE SHAFT SYSTEM) Autofeather Unit (AFU):

Characterization (Trim) Plugs:

The AFU processes the No. 1 torque sensor signal for autofeather logic and for torque indication in the cockpit (ATR 72, Jetstream 61/ATP)

Provides the AFU and the EEC with the necessary correction information as determined during engine acceptance test. AFU:

Engine Electronic Control (EEC): The EEC processes the No. 2 torque sensor signal for power management and for torque indication in the cockpit.

61 classes available for Gain (slope) (jumper wires) 61 classes available for BIAS (offset) (jumper

wires). EEC:

64 classes available for Gain (slope) (resistors) 64 classes available for BIAS (offset) (Resistors).

Torque Trim Bias and Gain: A torque bias and gain are applied to the torque shaft input to correct for any differences in torque shaft stiffness due to varying physical properties. This trimming allows for a unique output for any given torque shaft. During acceptance testing, the EEC torque is compared to a reference torque set on a dynamometer and the trim bias and gain resistors (or jumper wires) are added to the EEC (AFCU or TSC) to read the dynamometer torque.

FOR TRAINING

USE ONLY

Selection of the trim plug class is done at engine test and can only be carried out by an authorized overhaul facility. At field level, a defective trim plug can only be replaced by one of the same class number. The values of the trim plugs are indicated on the reduction gearbox data plate.

7. 14

IGNITION SYSTEM

FOR TRAINING USE ONLY

8. 1

Ignition System The ignition system consists of exciter boxes mounted on the right side of the front inlet case and connected by high tension cables to two spark igniter plugs located in the combustion chamber. For engine starting, the ignition system is activated, providing sparks to light up the fuel air mixture inside the combustion chamber. During takeoff, landing and flight into precipitation or turbulence, the system can be activated to provide continuous ignition for flame out protection. Ignition Exciters: The exciter is a sealed unit containing electronic circuitry which transforms the DC input voltage into a pulsed high voltage output. When the unit is energized, a capacitor on the high voltage side of the output transformer is progressively charged. When sufficient energy, to ionize a spark gap in the unit, is accumulated, the capacitor discharges across the spark igniter. Ignition Cables: The two ignition cables carry the high voltage current from exciters to the spark igniters. Each cable consist of an insulated electrical lead inside a flexible metal braiding and is connected to the exciter and igniter by coupling nuts. Spark Igniter Plugs: The two air-cooled spark igniters are located at the 5 and 7 o’clock positions on the gas generator case adjacent to the fuel manifold. Each igniter has a central electrode enclosed in semi-conducting material. The electrical potential developed by the ignition exciter is applied across the gap between the central electrode and the shell (ground). As the potential increases, a small current passes across the semi-conducting material until the air between the electrode and the shell ionizes. At this point, high energy discharges across the gap. The spark always occurs between the electrode and the shell.

FOR TRAINING

USE ONLY

8.2

SPECIFICATIONS: Lucas Input voltage ....................................................... 9-30 VDC Input current ........................................................... 3.5 amp Operating altitude ................................................. 50,000 ft Operating ambient temp ................................. -54 to 135° C Spark rate at 28 VDC ......................................4 sparks/sec. Stored energy ........................................................4.7 joules Output voltage ...........................................8,000 VDC max Unison Input voltage ..................................................... 16-30 VDC Input current ........................................................... 2.8 amp Operating altitude ................................................. 50,000 ft Operating ambient temp ................................. -54 to 135° C Spark rate at 28 VDC ....................................... 1 spark/sec. Stored energy ......................................................1.25 joules Output voltage .................................................. 2,500 VDC

WARNING: Residual voltage in ignition exciter may be dangerously high. Ensure ignition system is off at least six minutes before starting removal procedure to allow exciters to discharge to ground. Always disconnect coupling nuts at ignition exciter end first. Always use insulated tools to remove cable coupling nuts. Do not touch output connectors or coupling nuts with bare hands.

FOR TRAINING

USE ONLY

8.4

PERFORMANCE

FOR TRAINING USE ONLY

9.1

MAIN ENGINE OPERATING LIMITS Definition of Ratings Maximum Take-off Power is defined as the maximum available power certified for take-off operation and is defined as a power level 10% higher than the Normal Take-off Power. The uptrim from normal to maximum take-off power rating will give a constant percent of power increase. This rating is intended to be used during engine failure or shut down during take-off, during a balked landing or ‘go-around’ approach. Normal Take-off Power is the nominal take-off power which the engine will deliver for a two engine take-off. This is achieved at the take-off power lever setting. Maximum Continuous Power is a power rating equivalent to take-off power. It is to be used at the pilots discretion, only when required to ensure a safe flight. Generally, it is used under single engine flying conditions just after a single engine take-off or after an in-flight engine failure. Maximum Climb Power is the maximum approved power in the climb rating. Maximum Cruise Power is the maximum approved power in cruise rating.

FOR TRAINING USE ONLY

9.8

BORESCOPE

Through T6 thermocouple ports:

The borescope is an optical device that enables an operator to perform visual inspection of the hot section and compressor areas of PW100 series turboprop engines while an engine remains installed in the airframe or a ground handling installation, as applicable.

The borescope assembly comprises a pattern-controlled rigid guide tube, a flexible guide tube, a 5 mm diameter direct viewing borescope, a side viewing adapter, a light source and other accessories. Photographic equipment is an available option. With use of borescope, an operator may perform periodic inspection of the areas listed in the following paragraphs without removing the engine turbomachinery module. Through fuel nozzle adapter or ignitor ports:

• • •

Low pressure turbine vane ring. Low pressure turbine blades and segments. First-stage power turbine disk blades. First-stage power turbine vane ring.

Through the rear inlet case:

Description:

• •

• • • •

High pressure turbine blades and shroud segments. Leading and trailing edges of high pressure turbine vane ring. Inner and outer rings of high pressure turbine vane. Cooling rings and dome section of combustion chamber liner. Low pressure turbine vane ring.

FOR TRAINING USE ONLY

•

Low pressure compressor ( or through the air inlet duct if installation permits access).

Through the low pressure diffuser pipe ports: • •

Low pressure compressor High pressure compressor

Through exhaust duct: •

Second-stage power turbine blades.

Note: On PW127 and PW124B (post SB21149) engines, 2 dedicated ports are provided to inspect the first-stage and second-stage geartrain. CAUTION: The borescope is a delicate device, it is considered vulnerable to severe shocks, twisting and pinching. Care and attention must be exercised when handling it.

9.10

FUEL SYSTEM

FOR TRAINING

USE ONLY

10. 1

GENERAL OVERVIEW The Engine Control System controls the engine powerplant by supplying fuel flow, scheduled as a function of the selected PLA, engine ratings, and measured torque and speed. The fuel flow is controlled by two integrated systems: mechanical fuel system and electronic system (except PW123AF)(next chapter). The fuel system includes the following major components:

Condition Lever (CLA)

• • • • • • •

Main functions:

Fuel Heater Fuel cooled oil cooler (FCOC)

The cockpit mounted condition lever is mechanically linked to the MFCU to operate the fuel shutoff valve. Detail of the CLA adjustment is found in the specific Aircraft Manuals.

• • •

Fuel Pump Mechanical Fuel Control Unit (MFCU), Flow divider and dump valve

Fuel “on” or “off” Propeller feathering or unfeathering NP speed from min. to max.

Fuel manifold adapters and nozzles Associated fuel pump and filter, sensors, wiring harnesses, and ancillary components complete the Engine Control System.

PLA

CLA

MAX

MECHANICAL INTERFACE

MAX NP

Power Lever (PLA) The cockpit mounted power lever is mechanically linked to the engine MFCU to operate the PLA cams to facilitate manual mode control of the fuel flow to the engine. The MFCU mounted RVDT provides an electrical signal to the EEC to indicate PLA position. The MFCU adjustment versus specific PLA positions are defined in the specific Aircraft Manuals. The PLA is also connected mechanically to the hydraulic actuator of the propeller control system to provide beta scheduling and minimum pitch stop of the propeller blades (see the appropriate propeller control system manuals for further information).

FI

MIN NP

GI

START & FEATHER

MAX REVERSE

FUEL OFF

Main functions:

• • •

Power in the forward mode as a function of PLA NP in reverse mode Propeller blade angle in the Beta range

FOR TRAINING

USE ONLY

10. 2

FUEL SYSTEM Fuel and additives: Refer to the engine maintenance manual for listing of approved fuel and additives.

For FOKKER; fuel is returned to the fuel heater assembly inlet via a check valve.

Description:

For ATP; fuel is returned to a “fuel drain tank (airframe supplied) and then goes to the airframe tank.

From the aircraft tanks, via the airframe boost pumps, fuel is directed to the engine filter, fuel heater, then to the fuel pump assembly. The main engine fuel pump directs fuel to the Mechanical Fuel Control Unit (MFCU). Fuel flow is available to the airframe to drive the airframe motive flow system as soon as the fuel pressure exceeds 125 to 155 psig. The MFCU, features electrical, hydraulic, pneumatic and mechanical valves and actuators, to modulate the engine fuel flow over the entire operational envelope of the engine. Both EEC and manual modes of operation are supported by this unit. The metered fuel output from the MFCU is directed to the airframe flow meter, FCOC, flow divider and fuel nozzles. Remaining fuel flow, not used by either the engine or the motive flow system, is returned to the fuel pump inlet.

During shut-down operation, residual fuel, from the fuel nozzles and manifolds, is returned to the airframe fuel tank via the flow divider dump valve and an airframe check valve for DASH-8 installation; For CANADAIR; fuel is returned directly from the flow divider to fuel cell #4 and #5. For ATR; fuel is returned to a “fuel drain tank” and then returns to engine fuel pump inlet.

FOR TRAINING

USE ONLY

10. 4

FUEL HEATER ASSEMBLY Operation

Purpose • •

The low pressure filter prevents engine fuel pump contamination from airframe tank. The fuel heater prevents ice crystal contamination.

Description: The fuel heater consists of a filter housing and a heater housing in a integral assembly. The filter housing contains a bypass valve that allows fuel to bypass a blocked filter and a pressure differential switch to warn of impending blockage. The heater housing is divided into two circuits. Lubricating oil flows through one circuit and heat is transferred to the fuel which flows through the other circuit. A thermal sensor in the fuel circuit operates a valve which regulates the oil flow to ensure the required fuel temperature is maintained between 10 to 32°C.

Fuel from the aircraft boost pump enters the fuel heater assembly and is filtered by the low pressure fuel filter to prevent contamination of the fuel heater core and engine fuel pump. Cold fuel from the fuel filter enters the fuel heater core and surrounds the thermal element. The cold thermal element contracts and allows oil to travel across the heater exchanger. Heat from the oil transfers to the fuel and fuel temperature starts to rise. At 10°C the thermal element begins to expand and push the sliding valve to the right(refer to schematic). In this position, oil progressively bypasses the fuel heater and fuel temperature begins to stabilize. A spring located at the back of the sliding valve pushes it back to the left (heating position) when fuel temperature drops. During operation, the thermal element constantly reacts to adjust fuel outlet temperature.

Low pressure fuel filter •

70 micron filtering capacity

Impending bypass switch Differential pressure switch indicates fuel flow impending bypass at 1.5 PSID. This item is field replaceable. Bypass valve In the event of blockage of the fuel filter, fuel filter bypass is achieved by diverting the outlet fuel flow through the bypass valve when its cracking pressure( ≈3 PSID) is exceeded.

FOR TRAINING USE ONLY

10.8

FUEL COOLED OIL COOLER (FCOC) Purpose Provide additional engine oil cooling

Description The fuel-cooled oil cooler consists of a heat exchanger and a thermostatic bypass valve. Operation The fuel-cooled oil cooler is a heat exchanger with two flow circuits: engine lubricating oil and fuel. The oil circuit has two flow paths (bypass and internal). and a valve that controls flow between the paths. The valve remains in the open position, allowing oil to bypass the core until the temperature reaches 60 to 71°C (140 to 160°F). Within this temperature range bypass flow is cut off and routed through the internal path. To ensure the cooler is not over pressurized, the valve opens, allowing oil to bypass when the pressure differential across the valve exceeds 40 psig.

FOR TRAINING USE ONLY

10.10

FUEL PUMP Purpose: Provide filtered high pressure fuel flow to the fuel control unit to meet engine fuel requirements at any operating conditions. Description and Operation:

Outlet filter bypass valve: • Maintains fuel flow in the event filter blockage • Spring type valve set to open at 50 PSID.

Outlet filter:

The fuel pump is a positive displacement spur gear type consisting of a fuel ejector (jet pump), a self-relieving inlet screen, two spur gears, an outlet filter, a differential pressure switch and a bypass valve. Fuel from the MFC bypass outlet passes through the jet pump, positioned ahead of the main inlet, to maintain a constant inlet pressure. The self-relieving inlet screen, when blocked, lifts from its seat and allows fuel to enter the pump housing. Two spur gears pump fuel through the outlet filter. A bypass valve diverts fuel to the outlet port in the event of filter blockage: the differential pressure switch signals an impending blockage and activates a warning.

• •

10 micron filtering capacity Cleanable (electrosonic or ultrasonic cleaning)

OUTLET FILTER BYPASS VALVE DIFFERENTIAL PRESSUREı SWITCH

OUTLET PORT

Specification: OUTLET FILTER

Pump Capacity: • At 6% NH: ≈ 150PPH ≈ 100 PSIG • At 100% NH ≈ 3750PPH ≈ 980PSIG Inlet strainer: • 74 micron filtering capacity • Self-relieving at 1.3 PSID

BYPASS RETURN PORT

FUEL EJECTOR

GEAR PUMP

INLET PORT

SELF RELIVING INLET SCREEN

Outlet filter impending bypass switch: • Indicates outlet filter restriction • Activates at 25 PSID • Field replaceable

FOR TRAINING USE ONLY

10.12

MECHANICAL FUEL CONTROL FEATURES (MFC OR MFCU) •

Provide motive flow for airframe fuel ejector pump

•

Starting fuel flow modulated by P3

•

Limits Minimum and Maximum fuel flow

•

NH overspeed protection in EEC mode (not for PW123AF)

•

Automatic reversion to manual mode when EEC drops off line

•

Back-up NH speed control (mechanical governor)

•

Fuel shut-off lever controls fuel on/off.

FOR TRAINING USE ONLY

10.14

MECHANICAL FUEL CONTROL (MFC OR MFCU) HYDRAULIC SECTION Purpose: The MFC or MFCU, features electrical, hydraulic, pneumatic and mechanical valves and actuators, to modulate the engine fuel flow over the entire operational envelope of the engine. Both EEC (automatic) and manual (backup) modes of operation are supported by this unit.

Metering valve: Composed of a needle valve operating in a sleeve. Actuation of the valve changes the orifice area, which regulates the flow of fuel to the engine. Positioning of the needle valve is controlled by the bellows assembly in the pneumatic section through a torque tube that acts as a fuel/air seal.

Description: Minimum Pressurizing valve: Motive flow valve: The valve is spring loaded, closes and opens when the pressure of unmetered fuel overcomes the spring force. The valve provides fuel to operate a jet pump located in aircraft fuel tank as soon as the fuel pressure exceeds 125 to 155 psig. High pressure relief valve: Consists of a relief valve, a ported sleeve and a valve spring. The relief valve operates in parallel with the differential pressure regulator to prevent excessive buildup of fuel pressure in the main fuel control body. It opens at

≈ 1350 psig.

Differential pressure regulator (bypass valve): Maintains a constant pressure drop ( ≈18psid) across the metering valve by bypassing excess fuel flow to the fuel pump. Bimetallic disks under the spring compensate for variations in specific gravity due to fuel temperature change. An external adjustment screw on the regulator cover is used to adjust for maximum PD.

FOR TRAINING

USE ONLY

Maintains a minimum fuel pressure (60 psid) in the MFC (MFCU) during low flow conditions when starting. Shutoff valve: An input shaft driven by the condition/fuel shutoff lever operates a valve that passes metered flow to the bypass port, consequently closing the pressurizing valve and shutting down the engine. Manifold pressure regulator: Regulates starting fuel flow (80 to 120 PPH) as a function of compressor discharge pressure (P3). The valve is normally open, and as P3 increases, the valve closes.

10. 16

MFC (MFCU) PNEUMATIC SYSTEM (EEC MODE) PNEUMATIC SYSTEM (N/A FOR PW123AF) Description:

Power lever and cam assembly

Torque tube:

The power lever shaft incorporates two speed set cams, which move a cam lever when the power lever is advanced. A spring connects the cam lever to the governor lever and exerts a force on the governor lever as a function of PLA. The governor lever is pivoted, and one end operates against an airflow restrictor to form the governor orifice. A ball bearing on the governor lever contacts the top of the flyweight bearing assembly. When the power lever is advanced, the cam applies tension to the spring, which applies a force on the governor lever to close the bleed.

Links the bellows assembly to the metering valve. The assembly is loaded upward in a close direction. Bellows assembly: Consists of deceleration, governor and acceleration bellows connected by a shaft. Inside(Px) and outside (Py) pressures cause the deceleration bellows to expand and reduce fuel flow. An increase in Px pressure acting on the evacuated acceleration bellows increases fuel flow. During acceleration, flapper valves ,in governor section, are closed; this equalizes and increases Px and Py air pressures. As Py increases, the acceleration bellows contract, opening the metering valve and increasing fuel flow. When governing, Py is reduced slightly below Px air pressure to give the fuel flow required to run at the selected power.

Flyweight assembly: The flyweights are mounted on a platform on the driveshaft, and as the driveshaft revolves, centrifugal force causes the weights to pivot about their mounting points and contact the bottom face of the bearing assembly. As the driveshaft speed increases, increased centrifugal force causes the weights to apply an increasing force against the bearing assembly. This causes the bearing assembly to move upward on the driveshaft and apply pressure to the ball bearing on the governor lever arm. The governor orifice opens whenever the driveshaft speed increases enough to overcome the force applied by the governor lever spring.

Stepper motor: Orifices: Alters the position of the valve which bleeds Py pressure to change metered fuel flow to the engine. The torque motor is controlled by the EEC. Rotary variable differential transformer: Fitted to the power lever shaft and signals power lever angle to the EEC.

FOR TRAINING

USE ONLY

High pressure (P3) is supplied to the MFC and metered through a fixed orifice to produce Px pressure. Px is used to pressurize the chamber containing bellows, and is metered through a fixed orifice to produce Py pressure. Py pressurizes the chamber containing the governor bellows and is tapped off (then vented to atmosphere) via the governor and stepper motor flapper valve orifices. In addition, a Py tapping is connected to the overspeed governor.

10. 18

MFC (MFCU) OPERATION IN

EEC MODE Overspeed

M anual

Description: EEC (Automatic) mode is the primary mode of control operation. In this mode, the NH overspeed governor controlled pneumatic orifice is normally closed, and the EEC controls engine fuel flow by modulating a parallel pneumatic orifice. This is achieved by the EEC driving the MFC (MFCU) stepper motor to position a cam and follower which then varies its pneumatic orifice to modulate Py to the fuel metering valve, and thereby control the engine fuel flow. If an EEC or critical sensor failure should occur, the MFC (MFCU) stepper motor becomes fixed at its last commanded position. Transfer to the manual (backup) mode may then be accomplished by pilot selection of the "MANUAL" switch, or automatically (in conjunction with airframe relay logic) by moving the PLA to less than 65 degrees. In a NH overspeed situation, the flyweight force overcomes the spring force moving the governor lever and bleeding PY pressure. The governor will then modulate NH via the new cam schedule (ref.: figure on cam schedule).

36000

34000

32000

30000

28000

26000

24000

0

20

40

60

80

PLA (Degrees) TYPICAL PW127/E/F MFCU CAM SCHEDULES

FOR TRAINING

USE ONLY

10. 20

100

120

MFC (MFCU) OPERATION IN MANUAL MODE Purpose: Provides mechanical back-up to the EEC and is also used for troubleshooting purpose. Overspeed

Manual

Description In manual (backup) mode the stepper motor is fixed at its last commanded position and the reversion solenoid mechanism closes the EEC stepper motor controlled orifice. The PLA cam mechanism allows the PLA to change the flyweights governor bias above the PLA versus NH cam schedule, ref. figure, to modulate Py to the fuel metering valve. Manual mode control allows for modulation of NH, from idle, upwards to a maximum value guaranteed to give reserve power under all normal engine operating conditions. It also provides a rising NH characteristic in reverse mode.

36000

34000

32000

30000

28000

26000

24000

0

20

40

60

80

PLA (Degrees) TYPICAL PW127/E/F MFCU CAM SCHEDULES

FOR TRAINING USE ONLY

10.22

100

120

MFC PNEUMATIC SYSTEM

PW123AF ONLY

Description: Torque tube:

is advanced, the cam applies tension to the spring, which applies a force on the governor lever to close the bleed.

Links the bellows assembly to the metering valve. The assembly is loaded upward in a close direction. Bellows assembly: Consists of deceleration, governor and acceleration bellows connected by a shaft. Inside(Px) and outside (Py) pressures causes the deceleration bellows to expand and reduce fuel flow. An increase in Px pressure, acting on the evacuated acceleration bellows, increases fuel flow. During acceleration, flapper valves ,in governor section, are closed. This equalizes and increases Px and Py air pressures. As Py increases, the acceleration bellows contract, opening the metering valve and increasing fuel flow. When governing, Py is reduced slightly below Px air pressure to give the fuel flow required to run at the selected power. Rotary variable differential transformer: Fitted to the power lever shaft and signals power lever angle to the

AFCU .

Flyweight assembly: The flyweights are mounted on a platform on the driveshaft, and as the driveshaft revolves, centrifugal force causes the weights to pivot about their mounting points and contact the bottom face of the bearing assembly. As the driveshaft speed increases, increased centrifugal force causes the weights to apply an increasing force against the bearing assembly. This causes the bearing assembly to move upward on the driveshaft and apply pressure to the ball bearing on the governor lever arm. The governor orifice opens whenever the driveshaft speed increases enough to overcome the force applied by the governor lever spring. Orifices: High pressure (P3) is supplied to the MFC and metered through a fixed orifice to produce Px pressure. Px is used to pressurize the chamber containing bellows, and is metered through a fixed orifice to produce Py pressure. Py pressurizes the chamber containing the governor bellows and is tapped off (then vented to atmosphere) via the governor and stepper motor flapper valve orifices. In addition, a Py tapping is connected to the overspeed governor.

Power lever and cam assembly The power lever shaft incorporates two speed set cams, which move a cam lever when the power lever is advanced. A spring connects the cam lever to the governor lever and exerts a force on the governor lever as a function of PLA. The governor lever is pivoted, and one end operates against an airflow restrictor to form the governor orifice. A ball bearing on the governor lever contacts the top of the flyweight bearing assembly. When the power lever

FOR TRAINING

USE ONLY

10. 24

MFC PNEUMATIC SYSTEM High and normal cam operation

PW123AF ONLY

Description: Cam select mechanism The cam select mechanism is used to transfer from “High” cam to a “Normal” cam. This is to ensure that propeller speed is always above the restricted range (ref.: Aircraft manual) on warm days. On cold days (0°C or 32°F or below), less engine power is required to keep propeller speed above the restricted range. The normal cam reduces gas generator speed in the idle range as compared to the “High” cam. The cam select mechanism is selected manually in the cockpit at the pilot’s discretion. A solenoid operated pneumatic servo mechanism is used to select the desired cam.

Mode select solenoid Energized when selecting “High” day cam. When de-energized, the solenoid opens an orifice which admits compressor discharge pressure air (P3) to the servo piston. This high pressure air moves a piston, which in turn, lifts the “Hot” day cam off its follower and simultaneously places the “Cold” day cam on its follower. When the solenoid is energized, the P3 orifice to the servo piston is closed. Spring pressure will move the piston, which in turn, places the “Hot” day cam on its follower.

FOR TRAINING

USE ONLY

10. 26

MANUAL MODE OPERATION -MFC(MFCU) CONTROL Basic Operation Starting operation (Manual and EEC mode): With the PLA set to ’Ground Idle’ and CLA to fuel shut-off, Engine Start commences with pilot activation of the starter motor and ignition, then at approximately 10% NH the CLA is set to ’FuelOn/Feather’. During engine starting (light off), the MFC (MFCU) manifold pressure regulator limits the fuel delivery to the engine as the fuel pump pressure (at low speed) exceeds that of the spring assisted, P3 controlled, manifold pressure regulator resulting in much of the pump flow being spilled to the pump bypass. As the start continues to progress, NH speed increases, as does P3 above that of the fuel from the metering valve. Consequently, regulator flow spill is reduced so that metered fuel is supplied to the fuel nozzles to accelerate the engine. As NH approaches idle, either the mechanical, or the EEC controlled, Py orifice achieves sufficient authority to modulate fuel flow during the final stages of engine acceleration to the selected idle speed. In Manual mode, it is the action of the mechanical flyweights governor which serves to regulate fuel flow until idle speed is achieved, while in EEC mode, at about 50% , the EEC authority exceeds that of the MFCU mechanical governor so that the EEC controls the final acceleration and stabilization at idle speed. The starting process in both Manual and EEC modes, is designed for optimum starting times and turbine temperatures.

Governing: Once the acceleration cycle has been completed, any variation in engine speed from the selected speed will be sensed by the governor flyweights and will result in increased or decreased weight force. This change in weight force will cause the governor valve to either open or close, which will then be reflected by the change in fuel flow necessary to re-established the proper speed. When the fuel control is governing, the valve will be maintained in a regulating or “floating” position. Deceleration: When the power lever is retarded, the speed scheduling cam is rotated to a lower point on the cam rise. This reduces the governor spring force and allows the governor valve to move in an opening direction. The resulting drop in Py moves the metering valve in closing direction until either it contacts the minimum flow stop or the bellows contact the deceleration stop, giving either min. flow or fixed deceleration rate whichever is the highest flow. The engine will continue to decelerate until the governor weight force decreases to balance at the new governing position.

Acceleration: As the power lever is advanced above idle, the speed scheduling (manual mode) cam is repositioned, moving the cam follower lever to increase the governor spring force. The governor spring then overcomes the weights and moves the levers closing the governor valve. Py immediately increases and causes the metering valve to move in an opening direction, Acceleration is then a function of increasing Px, (Px = Py). Acceleration is completed when the centrifugal force overcomes the governor spring and opens the governor valve. FOR TRAINING USE ONLY

10.28

MANUAL MODE OPERATION -MFC(MFCU) CONTROL

(continued)

EEC MODE-MFC(MFCU) CONTROL (REF: EEC chapter for more details.)

Reverse thrust operation: Power On Reset: The MFCU speed scheduling cam has two contoured lobes, giving rising Nh with PLA above and below idle. When the power lever is moved into the reverse thrust range, the propeller pitch control and MFCU normally are integrated by propeller supplied controls. Power lever movement toward the reverse stop will increase gas generator turbine speed (Nh) and propeller reverse pitch. The function of the propeller governor is eliminated either by the co-scheduling of Nh and blade angle, or by the propeller overspeed governor (manual mode).

When power is first applied to the EEC it performs certain initialization functions, one of which is sample Nh and the feather discrete. If Nh is below the lowest value at which the EEC will control, the stepper motor is driven to close the stepper motor orifice. If Nh is above this lowest controlling value when the supply is restored the stepper mode is driven according to normal governing mode.

Altitude:

Governing, Acceleration, Deceleration:

Automatic altitude compensation is achieved with the evacuated bellows which provides an absolute pressure reference. Compressor discharge pressure is a function of engine speed and air density. Px is proportional to compressor discharge pressure so it will decrease with a decrease in air density. This is sensed by the evacuated bellows which expand and reduce fuel flow as altitude increases.

In EEC mode (normal mode) the EEC modulates the engine fuel flow through the MFC (MFCU) in response to the requested power setting. This is done by means of a stepper motor and variable pneumatic orifice system that schedules fuel flow. Power setting commands from the cockpit mounted power lever is supplied to the EEC by a Rotary Variable Differential Transducer (RVDT) which measures the power lever angle (PLA) at the MFC (MFCU). The EEC also controls the intercompressor bleed flow via the HBOV mounted torque motor to provide surge free operation of the engine.

Stopping the engine: The engine is stopped by moving the fuel cut-off lever from "Start" to "Cut off". This equalizes pressure on both sides of the minimum pressurizing valve and its spring causes it to close, cutting flow to the flow divider and nozzles.

FOR TRAINING

USE ONLY

Accelerations and decelerations are controlled by limiting the rate of change of Nh as a function of engine power setting and inlet conditions.

10. 29

FLOW DIVIDER AND DUMP VALVE Purpose:

POST SB21309:

Divides the fuel flow between primary and secondary fuel manifold during starting operation.

Introduction of a single spool design flow divider. Purpose

Dumps fuel from the manifold when the engine is shut-down. To reduce the amount of internal moving parts, increase clearance between hardware and increase material durability.

Description: The flow divider and dump valve is connected to the fuel manifold at the bottom of the gas generator case. It comprises primary and secondary spool valves in a housing equipped with inlet and dump ports. Primary valve: The primary valve opens, giving access to the primary manifold, when the inlet pressure overcomes the spring pressure of 10 PSI. Secondary valve: The secondary valve opens when the primary manifold pressure overcomes the secondary valve spring pressure of 310 PSI. Dump position: When the fuel pressure ceases, the valves close the inlet and open the dump ports, allowing residual fuel to drain from the manifold through the flow divider to the dump port.

FOR TRAINING USE ONLY

10.30

FUEL MANIFOLD ADAPTERS AND NOZZLES Purpose:

CAUTION:

The fuel manifold delivers fuel to the combustion chamber and, in the event of a defective packing, drains fuel leakage.

•

A LEAK CHECK MUST BE CARRIED OUT TO ENSURE THE INTEGRITY OF THE COMPLETE MANIFOLD ASSEMBLY.

Description:

•

25% ASSEMBLY FLUID SHOULD BE MIXED WITH 75% ENGINE OIL PRIOR TO USE ON FUEL NOZZLE PACKINGS. USE OF FLUID UNDILUTED WITH ENGINE OIL MAY RESULT IN CONTAMINATION OF FUEL NOZZLE METERING ORIFICES. (REF.: MAINT. MANUAL)

The manifold consists of sheathed nozzle adapter assemblies, which protrude into the combustion chamber, interconnected by triple transfer tubes. Nozzle adapter assemblies are produced by different manufacturers (Parker-Hannifin and Delavan). Primary manifold 10 nozzles have the followings:

• • •

Fine center hole for primary fuel flow Annular orifice for secondary flow. Locating pin for adapter positioning.

Secondary manifold 4 nozzles have the followings:

• •

Annular orifice only (no center hole) Pin hole to accept locating pin on the gas generator case.

Sheath: The sheath which surrounds the nozzle conveys air, from the compressor, to cool the nozzle and atomize the fuel.

Drain manifold: Two of the tubes supply fuel to the adapters; the third drains fuel leakage. It collects primary and secondary fuel manifold leakage and drain it overboard.

FOR TRAINING

USE ONLY

10. 32

FUEL DRAIN TANK (ATP/ATR/FOKKER) Purpose: Collect engine drain fuel and return it to (ref. p.10.7): • ATP: fuel tank. • ATR: fuel heater upstream of the fuel pump. • FOKKER: Fuel heater inlet Construction: • • • • •

Tank Float Valve Non-return valve Ejector pump

Operation: During engine operation, fuel drains from the dump valve and is collected in the ejector tank. As the fuel level rises, the float moves upward, raising a lever and unsealing a valve covering an orifice. Fuel, from the mechanical fuel control, flowing through a venturi causes a pressure drop below the orifice. Fuel pressure acting on top of the orifice, combined with the pressure drop on the bottom, opens a non-return valve located on the bottom of the orifice. Fuel is then drawn from the tank through the orifice. When the tank fuel level drops, the float moves down and the orifice is covered by the valve. The non-return valve then closes, preventing fuel from the mechanical fuel control from entering the tank from the orifice.

FOR TRAINING USE ONLY

10.34

EEC MAIN FEATURES • DISPLAY TORQUE OUTPUT • CONTROL HANDLING BLEED VALVE • POWER RATING • CONTROL NH AND SHP • AUTOMATIC POWER UPTRIM • ENGINE TRIMMING • NP FUEL GOVERNING • FAULT DETECTION •

FAULT INDICATION

TRAINING USE ONLY

ENGINE ELECTRONIC CONTROL

11.2

ENGINE ELECTRONIC CONTROL

GENERAL OVERVIEW The Engine Control System controls the engine powerplant by supplying fuel flow, scheduled as a function of the selected PLA, engine ratings, and measured torque and speed. The Engine Control System and its relationship to the propeller and aircraft systems is illustrated in Next Figure. The engine control system is comprised of the following major engine mounted components, • • • •

a Mechanical Fuel Control Unit (MFC OR MFCU FOR ATR) (Ref.: Chapter 10), an Engine Electronic Control (EEC), an Autofeather Unit (AFU). associated fuel pump and filter, sensors, wiring harnesses, and ancillary components complete the Engine Control System.

Description The EEC is a single channel Digital Electronic Engine Control mounted on the left side of the front inlet case and operates on 28VDC supplied from the aircraft. The EEC, in conjunction with the MFC (or MFCU) and a suite of sensing devices, controls the metered fuel flow to the engine gas generator thereby controlling the engine power. Below 30 % NH, fuel flow is controlled by the MFC (MFCU) only. Above 30% NH, the EEC maintains closed loop speed control for all engine operating conditions. The EEC, electrical interface, provides electronic interface between the engine sensors and effectors as well as discrete and serial communication interfaces between the power plant system and the aircraft. Redundant engine/EEC sensors provide ambient condition backup in the event of ADC (Aircraft Data Computer) signal failure (primary source of ambient condition data) or significant difference between the ADC and engine sensor data. To control engine operation, the EEC computes a target, or "bug" torque, based on the engine power for the selected rating, and as a function of the pilot selected PLA, bleed take off, ambient conditions and schedules fuel flow to the engine accordingly. The EEC measures actual torque at the reduction gearbox layshaft in order to compute actual engine shp. It provides closed loop power control such that, at a fixed PLA, the engine SHP matches that corresponding to the bug torque.

TRAINING USE ONLY

ENGINE ELECTRONIC CONTROL

11.4

INPUTS: (ATP/ATR/FOKKER) • •

• • • • • • •

• • • • • •

28 VDC: Electrical power ADC: Primary inputs from the aircraft (engine sensors will be used as backups). • ATR: Provides EEC with Tamb, ALT and IAS • Fokker ADC is part of ERSP or PMP. • ATP: Provide EEC with: Altitude (ft), Mach number, Static air Temperature (°C). AUTO-IGNITION switch (ATP only): Signal to EEC to activate the auto-ignition function. Bleed: Bleed status of engine CLA Arm Propeller Switch (ATP only): To select between the two NP schedules: TAXI and LANDING. CLA Feather Microswitch: Cancels “propeller and NH underspeed fuel governing” in feather position. EEC On (inh/reset): To select EEC or MANUAL mode. ATP: MANUAL, ATR: OFF, FOKKER: MAN Engine model: The EEC selects a different engine model through R1 trim resistor located in the trim plug. Impending Stall (PW121A/127E/127F only): Signal to EEC to reflect aircraft status (angle of attack, flap setting, icing condition, altitude,...) It will increase NH to augment aircraft speed and prevent aircraft stall. MFC Identification (all PW127): A signal from the MFC to indicate that the proper MFC is placed on the engine. Nh1 & Nh2: Signals from speed pickups Np: Signal from torque sensor no. 2 Overspeed Test (FOKKER): Cancels NP fuel governing when testing NP overspeed function. P1.8: Total inlet pressure coming from the 6 o'clock strut of the rear inlet case (not connected) PAMB: Ambient pressure coming from the nacelle TRAINING USE ONLY

• • • •

• • •

• • •

PLA: Signal from the RVDT in the MFC (MFCU). Propeller Brake (HOTEL)(ATR only): Signal to EEC when propeller brake is in operation. Q-HI (FOKKER): Signal from local AFU to indicate that AFU torque reads 50% for high torque cross check. Rating Selection: Rating selected from the aircraft power management selector • ATR: TO, MCT, CLB, CRZ. • FOKKER: ERSP: TO, GA, FLX, CLB, CRZ, MCT. • FOKKER PMP: TO, GA, CLB, CRZ, MCT. • ATP (PW126): MAX CNTGY, INT CNTGY, TAKE-OFF, CLIMB, CRUISE. • ATP (PW126A): MAXCNTGY, MAX CONT, TAKE OFF, CLIMB, CRUISE. T1.8: Total inlet temperature signal coming from T1.8 probe on the rear inlet case. Torque input (Q): The torque sensor measures an angle of twist in the torque measuring shaft. Torque shaft characterization plug: A torque bias and gain are applied to the torque shaft input to correct for any differences in torque shaft stiffness due to varying physical properties. TQ2: Torque shaft environment temperature Trim/reset: Switch used to electronically trim the engine or to reset the EEC memory Uptrim: Signal that changes rating from normal takeoff (TO) to reserve takeoff (RTO)(or MAXCNTGY).

ENGINE ELECTRONIC CONTROL

11.8

OUTPUTS • •

• • • • • • • • •

ADC: EEC send signals to the ADC for recording and display purposes. Auto-ignition (ATR & ATP): The EEC provides a discrete output to the aircraft, to activate the ignition system, which indicates that (a potential) engine flame-out has been detected by the EEC. ENGINE EC DEGRADED Lamp (FOKKER ONLY): Relatively minor fault resulting in the fault code being stored in the EEC. ENG 1 CONTROL lamp (ATP only): It indicates that a non-critical fault has been detected by the EEC. Fault codes: Electronic fault codes indicating which line replaceable unit (LRU) is suspected. FAULT lamp (ATR & FOKKER): Cockpit light that identifies a fail fixed situation. Fault Magnetic Indicator (ATR only): Magnetic latch in maintenance panel indicating that a non-critical fault has been detected by the EEC. FROZEN lamp (ATP only): Cockpit light that identifies a fail fixed situation. Servo valve (HBV): Signal sent to the servo valve of the HBV to vary P2.4 bleed. Stepper motor (MFC or MFCU): Signal sent to stepper motor to vary Py bleed. Torque (output): Signal sent to torque gauge to show the amount of torque being produced by engine • ATR: digital signal • FOKKER and ATP: analog and digital signals.

TRAINING USE ONLY

• •

Torque bug (ATP & FOKKER): Signal sent to torque gage to show maximum allowable torque. Uptrim lamp: Cockpit light that identifies the engine receiving an uptrim signal. (ATP: green light on torque gauge).

ENGINE ELECTRONIC CONTROL

11.9

ATP INSTALLATION ENGINE RATING LIMITATION SHP PW126

PW126A

MAX CNTGY INTER CNTGY TAKE OFF CLIMB CRUISE MAX CNTGY MAX CONT TAKE OFF CLIMB CRUISE

2653

NP % 100

MAX Q % 108

2368

100

96.4

2210

100

90

2148 2083 2662

82.5 - 100 82.5 - 100 100

87.5 - 103.9 84.8 - 99.8 108

2372

100

96.4

2381

100

97.2

2145 2081

82.5 - 100 82.5 - 100

87.5 - 103.9 84.8 - 99.8

Maximum Contingency (Max CNTGY) is defined as the maximum available power certified for take-off operation and is defined as a power level higher (10 or 20%) than the Normal Take-off Power. The uptrim from normal to maximum take-off power rating will give a constant percent of power increase. This rating is intended to be used during engine power loss or shut down during take-off, during a balked landing or ’goaround’ approach. The remaining good engine will automatically switch to this rating upon receipt of the UPTRIM signal from the AFU from the opposite failed engine. TRAINING USE ONLY

Inter Contingency (Inter CNTGY) (for CAA version, PW126 only): may be used for an unlimited period in flight, following companion engine failure or shut-down. Maximum Continuous Power (MAX CONT)(PW126A only) It is to be used at the pilots discretion, only when required to ensure a safe flight. Generally, it is used under single engine flying conditions just after a single engine take-off or after an in-flight engine power loss. Normal Take-off Power (Take Off) is the nominal take-off power which the engine will deliver for a two engine take-off. This is achieved at the take-off power lever setting of 80°. Maximum Climb Power (CLIMB) is the maximum approved power in the climb rating. The engine power will automatically adjust to this power level without movement of the power lever upon selection of this rating. Maximum Cruise Power (CRUISE) is the maximum approved power in cruise rating. The engine power will automatically adjust to this power level without movement of the power lever upon selection of this power.

ENGINE ELECTRONIC CONTROL

11.12

ATR INSTALLATION ENGINE RATING LIMITATION SHP PW124B

PW121B

PW127

PW127E

PW127F

TO ATO MCT CLB CRZ TO ATO MCT CLB CRZ TO ATO MCT CLB CRZ TO ATO MCT CLB CRZ TO ATO MCT CLB CRZ

2400 2160 2230 2088 2030 2200 1980 1900 1548 1548 2750 2475 2500 2192 2132 2400 2160 2400 2160 2132 2750 2475 2500 2192 2132

NP % 100% 100% 100% 77or100% * 77or100% * 100% 100% 100% 82% 82% 100% 100% 100% 86% 86% 100% 100% 100% 82% 82% 100% 100% 100% 82% 82%

MAX Q LB-FT 10504 9454 10504 9138 8876 9822 8839 8316 8262 8262 12036 12036 12036 12036 12036 12036 12036 12036 12036 12036 12036 12036 12036 12036 12036

is defined as the maximum available power certified for take-off operation and is defined as a power level 10% higher than the Normal Take-off Power. The uptrim from normal to maximum take-off power rating will give a constant percent of power increase. This rating is intended to be used during engine power loss or shut down during take-off, during a balked landing or ’goaround’ approach. The remaining good engine will automatically switch to this rating upon receipt of the UPTRIM signal from the AFU from the opposite failed engine. Normal Take-off Power (ATO) is the nominal take-off power which the engine will deliver for a two engine take-off. This is achieved at the take-off power lever setting of 75° (80° for FOKKER). Maximum Continuous Power (MCT) is a power rating equivalent to take-off power. It is to be used at the pilots discretion, only when required to ensure a safe flight. Generally, it is used under single engine flying conditions just after a single engine take-off or after an in-flight engine power loss. Maximum Climb Power (CLB) is the maximum approved power in the climb rating. The engine power will automatically adjust to this power level without movement of the power lever upon selection of this rating. Maximum Cruise Power (CRZ) is the maximum approved power in cruise rating. The engine power will automatically adjust to this power level without movement of the power lever upon selection of this power.

Note *: Depends of CLA position Maximum Take-off Power (TO) TRAINING USE ONLY

ENGINE ELECTRONIC CONTROL

11.14

FOKKER INSTALLATION ENGINE RATING LIMITATION

PW125B

PW127B

ATO TO FLX CLB CRZ GA MCT ATO TO CLB CRZ GA MCT

MAX. SHP 2250 2500 2088-2250 2088 2030 2500 2150 2475 2750 2192 2132 2750 2500

NP % 100 100 100 85 85 100 100 100 100 85 85 100 100

MAX Q % 92 102 85-92 100 97 102 87.5 90 100 94 91 100 91

The optional PMP has additional control functions for: • Engine economy (ECON) derate-selection • Approach speed control (ASC) Engine economy derate-selection: The derate function is active when the power levers are at “TO” or just below this position. The operation of the ECON push switch makes the derate function active when the PMP is in CLB or CRZ. The PMP supplies a PLA signal to the two EEC’s. The EEC’s adjust the power output to the selected derate level. The derate function is de-activated when: • •

The PMP is in another rating than CLB or CRZ. The Landing Gear selector is “Down”.

Derating in economy modes is:

Refer to previous page (ATR installation) for the following definitions: Maximum Take-off Power (TO), Normal (Alternate) Takeoff Power (ATO), Maximum Continuous Power (MCT), Maximum Climb Power (CLB), Maximum Cruise Power (CRZ).

ECON LEVEL CLB CRZ

Go-Around Power (GA): This rating is intended to be used on approach to landing and in the case that the landing would have to be aborted.

Aircrafts equipped with PMP system could have, as an option, the approach speed controller. The system will automatically control the airspeed of the aircraft, as selected by the pilot, during the approach phase of flight. The PMP will modify the PLA input to the EEC to vary the fuel flow to the engine as to maintain the aircraft speed without physically moving the power levers.

Flex Temperature Rating (FLEX): Through the ERSP panel a pseudo temperature is input and the thermal limit is calculated using the higher of the flex temperature input or the real temperature input from the engine T1.8 sensor. This can allow for selection of a lower thermal limit extending the life of the engine. TRAINING USE ONLY

1 2% 4%

2 4% 7%

3 6% 10%

Approach Speed Control (ASC):

ENGINE ELECTRONIC CONTROL

11.16

EEC OPERATION Rating Logic

Closed loop on Power Governing Logic

The rating logic determines the maximum power allowed at the take off power lever position. The rated power is set as a function of the selected rating, the air inlet temperature, air inlet pressure, aircraft velocity, bleed selection and the power turbine speed.

Using the selected power limit, a power request vs. power lever angle relationship is calculated. Figure below shows a typical power request vs. PLA relationship at the typical propeller governing speeds for the engine/control system. The engine torque measured from the speed/phase signal from the torque probe situated on the reduction gear box of the engine is used to calculate the actual power delivered. The full authority closed loop on power loop will govern the engine. This loop receives the power request from the rating logic and closes loop on this request power with the actual power delivered by the engine.

Three (3) limits (power limit, thermal limit and torque limit) are calculated from the rating and bleed selection. The lower of the power and thermal limits is selected and entered into a POWER REQUEST vs. PLA table to give a power schedule. The control will then close loop, under normal operating conditions, on a selection between the power schedule and the torque limit.

Normal Governing Logic

Overtorque protection logic The overtorque protection logic uses real propeller speed, when propeller speed is below the nominal for the rating selected, to convert the rating dependent torque limit to a power limit for selection against the power request. Steady torque limits vs. PLA, for each rating, are shown in Figure. NPT underspeed governing is canceled when torque exceeds 100% providing protection on this branch of the software logic. This feature is principally to protect against overtorque resulting from a spurious feather at high power.

TRAINING USE ONLY

For normal EEC control, a requested power is computed and compared against actual power, the result is then translated into an NH speed request. The NH request is in turn compared against actual NH with the result driving the fuel flow to maintain the requested power. The EEC software operates by selecting a rate of change of NH speed from the several limit loops available. Compensation for ambient conditions of airspeed, air temperature and altitude, ensures correct rated power for the rating selected, at a fixed nominal PLA position (75).

ENGINE ELECTRONIC CONTROL

11.18

NP GOVERNING

Propeller Underspeed Governing Logic This logic controls the engine at low power ground and flight idle conditions, and in reverse mode to provide reverse thrust. The EEC controls on Propeller speed in the event that the propeller speed falls under a minimum set in the EEC. The control system then closes loop on propeller speed. Thrust is then controlled through the minimum blade angle schedule in the Electronic Propeller Control or Propeller Control Unit (PCU) which gives a direct relationship between the power lever and the propeller blade angle. Main features of NP governing: • Maintain a minimum propeller speed at low power. • Schedule propeller speed as a function of PLA in reverse. • Limit maximum propeller speed in reverse. ATP features: The PLA vs NP schedule is a function of the “Arm prop” switch which is used to select between a Landing map and a Taxi map. This is accomplished via the microswitch on the condition lever (refer to the graph). Cancel Np governing: In one of the following conditions, the Np governing function will be canceled: • Propeller feathered (manually or automatically). • NP < 30 %

TRAINING USE ONLY

ATR features: The PLA vs. NP map for two airspeeds is shown in figure. Linear interpolation between the schedules takes place when airspeed is between 50 and 90 kts. To prevent an engine overtorque, the propeller speed governing function is disabled during the following conditions: • Propeller feathered • Autofeather FOKKER features: There are two separate maps named: “TAXI” and “LANDING”. The selection of these maps is a function of the rating selection. They define the reference propeller speed to which the control will govern on. TAXI schedule: The lower taxi map provides lower propeller speeds on the ground to reduce the noise from the propeller, ease taxiing and prevent the AC generator of dropping off line. Available under the following selections: TO, ATO + UPTRIM, FLEX + UPTRIM, GA. Landing schedule: The higher speed map provides quick recovery in an emergency situation. Available under the following selections: ATO, MCT, MCL, MCR, FLEX. The propeller speed governing function is disabled during the following conditions: • The overspeed governor test is activated. • During the beginning of a large transient. • Engine torque greater than 10504 lb.ft. • When NP is less than 30%.

ENGINE ELECTRONIC CONTROL

11.20

FAULT DETECTION The EEC Built-In-Test (BIT) feature enables it to monitor itself and its sensors as well as inputs from the airframe. When the EEC detects a fault in the system, it will first accommodate the fault, and second indicate the fault to the airframe. The fault accommodation depends on the nature and severity of the failure and are accommodated by the EEC in the following order of priority: • • •

Use a redundant source of input if available Default to a fixed value Transfer to Manual mode.

For faults which seriously impair accurate control of the engine, the EEC will cease control and fail fix the stepper motor. Reversion to manual mode will occur by means of aircraft wiring interlocks when the power lever is pulled back to flight idle so that the resulting reversion power change is small. A fault of minor consequence simply results in the operation of the affected function being inhibited and when appropriate, its output will be replaced by default values. The faults are stored as fault codes (maximum of 8) in the nonvolatile memory of the EEC and are sent to Airframe. Each input signal is tested for various fault conditions such as errors, out of range conditions, or inappropriate values in comparison to other inputs (if redundant signal sources exist). If both EEC fail, both engines will revert to manual mode automatically (no-fail-fixed) if both PLA < 59° (MFC or MFCU).

TRAINING USE ONLY

FROZEN Lamp (for ATP) FAULT Lamp (ATR and FOKKER) Indicates that a critical fault has been detected resulting in the fail fix condition. The MFC stepper motor is frozen to its current position. ENGINE 1 CONTROL lamp(ATP) Fault Magnetic Indicator (ATR, Maintenance panel) ENGINE EC DEGRADED lamp (FOKKER): Indicates that a fault has been detected and the fault code is being stored in the EEC. The EEC still controls the engine power output unless the FAULT or FROZEN LAMP also illuminates. MANUAL switch (ATP) OFF switch (ATR) MAN switch (FOKKER) • Switch from EEC to Manual mode. • Transfer authority from the stepper motor to the mechanical governor. • Select the manual mode cam fuel schedule. • NP fuel governing inhibited. • Torque and torque bug are still displayed if fault does not corrupt their values. • ATP: Analog torque is displayed via AFU. • Looses control of the Handling Bleed Valve. Degraded EEC Mode Logic (ATR except PW124B and FOKKER) In this mode, The EEC maintains bleed valve operation while the engine power is governed by Manual Mode MFC (or MFCU) operation.

ENGINE ELECTRONIC CONTROL

11.24

FAULT INDICATION • • • •

Faults in the system are detected by the built-in test (BIT) circuits in the electronic control (EEC). For each identified fault, a 2 digit code (6 digit code for ATP) is stored in the EEC (non-volatile memory). A maximum of 8 faults can be stored. Fault codes can be reached from a display and point maintenance people in the right direction:

The fault codes can be read on the following display: • ATP: Data transfer unit hooked-up to UART outlet in the rear avionics bay. • ATR: :”Flight Data Entry Panel (FDEP)” or the “ACARS”. • FOKKER: Torque Gauge. Code messages During the fault codes interrogation process, the appropriate readout will display a start data stream code. If fault codes are stored, each one will be displayed for 5 seconds, after which the next one is displayed. When all the fault codes have been displayed, the end data stream code is displayed. The sequence will then repeat. If there are no fault codes present, only the start and end data stream codes will be displayed. Start and End data stream codes: • ATP:. Start message: “002000”. End message: “004000”. • ATR: Start message: “01”. End message: “02”. • FOKKER: Start message: “01”. End message: “02”. Note: to interrogate the EEC for faults, refer to the appropriate Aircraft Maintenance Manual for complete procedure.

ATP • Set the Power levers to GROUND IDLE, and cycle the MANUAL/FROZEN PBSI (Push Button Switch Indicator) to MANUAL mode (legend illuminated), then back to EEC mode ( legend extinguished). • Hold the ENGINE TRIM PBSI ON for at least 10 seconds. • Cycle the MANUAL/FROZEN PBSI to MANUAL mode, then back to EEC mode. • Release the ENGINE TRIM PBSI, • Switch the EEC off, and then turn off all other electrical systems (switching off other electrical systems first may result in spurious fault codes being stored in EEC memory: these are typically “Wraparound faults”). ATR • The engine must be shut down and the electrical power on. • Set the power lever at GROUND IDLE. • Cycle the EEC MANUAL switch ON and OFF. • Hold the ENGINE TRIM switch for at least 10 seconds. FOKKER • The engine must be shut down and the electrical power on. • Set the power lever at GROUND IDLE. • Cycle the EEC MANUAL switch ON and OFF. • Hold the ENGINE TRIM switch for at least 10 seconds. • Cycle the EEC MANUAL switch ON and OFF. • Release the ENG TRIM switch. • Switch the EEC off, then turn off all other electrical systems..

When the interrogation of the EEC fault codes is complete, the codes should be erased as follows:

TRAINING USE ONLY

ENGINE ELECTRONIC CONTROL

11.28

AUTOFEATHER UNIT (ATP/ATR/FOKKER) Purpose • Automatically feather the propeller (to minimize drag) of an engine which has experienced a major loss of power during the take-off phase of the flight. •

Simultaneously signal the opposite engine control system to increase the engine power from normal takeoff to maximum take-off (ATP: from Takeoff to Maximum Contingency), to compensate for the loss of engine power.

•

By means of electrical interlocks, disable the Autofeather system of the opposite engine to prevent it from autofeathering.

No pilot intervention is necessary to achieve continued takeoff using this function. The pilot is informed of the system’s status by means of indicator lights. NOTE: For ATR and FOKKER, these functions are controlled by the AFU. For ATP installation, the EEC and AFU control these functions simultaneously. AFU INPUTS • 28 VDC: Electrical power • A/F test: Allows A/F system to be verified with engine static or running. It simulates an engine power loss • ATPCS switch (ATR only): Automatic take off power control system switch (Autofeather switch). • CLA microswitch (ATP): When the CLA is pulled back off the MAX position, a microswitch disables the AFU. • PLA-Hi: Signals from both power levers to both AFU's to indicate that power lever's are at the take-off position

TRAINING USE ONLY

• • • • • •

PWR MGT (ATR only): Power management switch to be selected at TO. RATING SELECTION PANEL (ATP): The uptrim function is disabled when climb or cruise is selected. Q-Hi: Signal from opposite engine AFU to indicate that opposite engine torque has reached high torque: ATP:50% , ATR: 53%, FOKKER: 50%. Q1: Signal from torque sensor no. 1 TQ1: Torque shaft environment temperature W.O.W. (weight on wheel) switch (ATR only): During “approach”, if autofeather is armed, there will be no uptrim and no time delay to feather.

AFU OUTPUTS • Arm light: Signal cockpit that the autofeather system is ON and ready. (ATP: One set for the AFU and one set for the EEC). • Autofeather: Signal aircraft to feather the failed engine propeller (after a time delay: ATP: .12 sec., ATR: 2.15 sec., FOKKER: 0.12 sec.) • ENGINE OUT (L or R) (FOKKER only): Signal cockpit that one engine has lost power. • Q-Hi: Signal from local AFU to opposite AFU to indicate that local engine torque has reached high torque : ATP: 50%, ATR: 53%, FOKKER: 50%. • Torque analog signal: ATP: in manual mode only. In the event that an EEC fault disables the EEC analog torque output, the act of selecting MANUAL mode switches the AFU analog torque signal to the analog portion of the torque gage. ATR: Torque output signal to analog torque gage display, FOKKER: not applicable. • Uptrim: Signal opposite engine EEC to increase power from: TO to RTO, (FOKKER: also from FLX to RTO, ATP: TAKEOFF TO MAXCNTGY).

ENGINE ELECTRONIC CONTROL

11.32

AUTOFEATHER SYSTEM (ATP) Description • When takeoff and Max. contingency ratings are selected, two units control the autofeather logic simultaneously: EEC and AFU. Each have equal authority. • When any other rating is selected, the EEC autofeather logic is disabled. • When the CLA is pulled back off the MAX position a microswitch in the circuit disables the AFU autofeather logic. Purpose • During take-off, if one engine experiences a major loss of power (less than 20%), the propeller of the affected engine automatically feathers. • With take-off rating selected, the opposite engine automatically increases power to Maximum Contingency. • A major loss of power in cruise or climb ratings and the CLA at MAX. position, the AFU autofeather logic feathers the propeller, but in this case the other engine does not increase its power output. Components • AFU reads torque from sensor no. 1 and manages autofeather logic. • EEC reads torque from sensor no. 2 and also manages autofeather logic. • EEC receives uptrim signal from opposite engine AFU, or EEC, and increases power from normal take-off to maximum contingency. Arming • Both engine torque’s above 50 %. • Both PLA at take-off range (above 63°). • The system is armed, Armed light goes “ON”. • For EEC: Rating selected at MAXCNTGY or TAKEOFF. • For AFU: CLA at Max.

TRAINING USE ONLY

Disarming: If one of the following conditions occurs, the system will disarm automatically: • Either PLA is below take-off range (63°). • Opposite Autofeather is triggered (Hi-Torque opposite goes low). • both torque’s < 50% • 28 V dc bus failure. • For EEC: Rating selected other than MAXCNTGY or TAKEOFF. • For AFU: CLA below max. Autofeather trigger (FAIL): The autofeather system will trigger automatically if all the following conditions are met: • One engine torque drops below the fail threshold of 20%. • the other engine torque is above the arm torque level 50%. Sequence after autofeather trigger: • Low torque signal sent to opposite engine • Opposite engine EEC commands Uptrim (Uptrim lamp goes on). • 0.12 seconds later, the local engine is feathered, auxiliary pump activates and NP governing canceled. • Autofeather solenoid of the opposite engine is inhibited • Autofeather Arm light goes OFF Cancel Autofeather: If any of these conditions are met before the delay time between engine fail and feather conditions has passed (0.12 seconds), the system will revert to the disarmed condition: • Either PLA is retarded below TO range. • torque of the "failed" engine increases above the fail threshold (20% Q). • the "not failed" engines torque drops below the high torque arm level (50% Q). AFU Test Procedure: Refer to the appropriate engine maintenance manual.

ENGINE ELECTRONIC CONTROL

11.34

AUTOFEATHER SYSTEM (ATR) Purpose Detect an engine power loss, signal the opposite engine to uptrim and signal airframe to feather the failed engine propeller. Components • AFU reads torque from sensor no. 1 and manages autofeather logic. • EEC receives uptrim signal from opposite engine AFU and will increase power from normal take-off to reserve take-off. Arming • PWR MGT at “TO”. • Autofeather system selected (ATPCS) ON. • Both engine torque’s above 5558 ft-lb (46% or 53% for PW127E) • Both PLA above take-off range (55° in EEC Mode) • The system is armed, Armed light goes “ON”. Disarming If one of the following conditions occurs, the system will disarm automatically: • PWR MGT selected other than “TO”. • Autofeather system selected (ATPCS) OFF. • Either PLA is below take-off range. • Opposite Autofeather is triggered (Hi-Torque opposite goes low). • both torque’s