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ARRIEL 2B 2B1RRIEL 2B 2B1

TURBOSHAFT

ENGINE

Training manualNovember 2002

Ref.: X292 M5 960 2

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Training Manual ARR

FOREWORD

This document provides, in a teaching form, all the in

required for the operation and the maintenance of the

2B - 2B1 Turboshaft engine for training purposes only

It will not be updated, and if required, modificatio

included in a new issue.

TURBOMECA T

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SUMMARY

0 - Foreword1 - Introduction

2 - Power plant

3 - Engine

4 - Oil system

5 - Air system

6 - Fuel system

7 - Control system

8 - Measurement and indicating

9 - Starting10 - Electrical system

11 - Engine installation

12 - Operating limit

procedures

13 - Various aspects of

14 - Maintenance proc

15 - Trouble shooting16 - Checking of know

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TABLE OF CONTENTS0 - FOREWORD

- Summary ............................................ 0.2

- Table of contents ................................ 0.3

- List of abbreviations .......................... 0.7

- Conversion table ................................ 0.10

1 - INTRODUCTION

- General information ........................... 1.2

- Training method ................................. 1.4

- Training aids ...................................... 1.6

- Training programme ......................... 1.8 to 1.12

2 - POWER PLANT

- Power plant ........................................ 2.2

• General ............................................ 2.2

• Description ..................................... 2.4

• Operation ........................................ 2.6

- Principle of adaptation to the

helicopter ........................................... 2.10- Main characteristics ........................... 2.12

- Design and development ................... 2.16 to 2.17

- Centrifugal compressor ...........

- Combustion chamber ..............

- Gas generator turbine ..............

- Power turbine ..........................

- Exhaust system .......................- Reduction gearbox ..................

- Transmission shaft and

accessory gearbox ...................

4 - OIL SYSTEM

- Oil system ...............................

- Oil tank ...................................- Oil pumps................................

- Oil valve assembly ..................

- Oil filter and heat exchanger ...

- Filter pre-blockage indicator...

- Oil cooler ...............................

- Centrifugal breather ................

- Electrical magnetic plug .........

- Mechanical magnetic plugs ....

- Scavenge strainers...................

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TABLE OF CONTENTS(CONTINUED)

4 - OIL SYSTEM (CONTINUED)

- Oil pressure transmitter ...................... 4.34

- External oil pipes ............................... 4.36 to 4.37

5 - AIR SYSTEM

- Air system .......................................... 5.2

- Internal air system .............................. 5.4

- Air tappings........................................ 5.6

- Compressor bleed valve ..................... 5.8

- P3 pressure transmitter....................... 5.12- Air tapping unions ............................. 5.14

- External air pipes ............................... 5.16 to 5.17

6 - FUEL SYSTEM

- Fuel system ........................................ 6.2

- Pump and metering unit assembly ..... 6.16• Fuel pumps ...................................... 6.18

• Start purge valve.............................. 6.22

- Fuel filter pre-blockage

pressure switch .........................

- Fuel filter blockage indicator ...

- Low fuel pressure switch .........- Fuel valve assembly .................

- Main injection system ..............

- Engine fuel inlet union.............

- Start injectors ...........................

- Combustion chamber drain valv

- External fuel pipes ...................

7 - CONTROL SYSTEM

- Control system .........................

• General .................................

• Description ............................

• Operation ..............................• Indication and monitoring .....

- Engine Electronic Control Unit

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8 - MEASUREMENT AND INDICATING

SYSTEMS

- Measurement and indicating systems 8.2- Speed measurement

and indicating system......................... 8.4

- N1 speed sensor ................................. 8.8

- N2 speed sensors ................................ 8.12

- t4.5 gas temperature measurement


- t4.5 thermocouple probes................... 8.16- t4.5 conformation box........................ 8.18

- Torque measurement


- Torquemeter ....................................... 8.22

- Torque sensor ..................................... 8.24

- Torque conformation box ................... 8.26

- Indicators ........................................... 8.28- Miscellaneous indications .................. 8.30 to 8.39

9 STARTING

- Starter-generator ......................

- Ignition system.........................

- Ignition unit ..............................

- Ignition cables ..........................

- Igniter plugs .............................

10 - ELECTRICAL SYSTEM

- Electrical system ......................

- Alternator .................................

- Electrical harnesses ..................

11 - ENGINE INSTALLATION

- Engine compartment ...............

- Engine mounting and handling

- Air intake and exhaust system .

- Engine system interfaces .........

• Oil system..............................• Fuel system............................

• Drain system..........................

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12 - OPERATING LIMITATIONS AND

PROCEDURES

- Operating limitations ........................ 12.2

- Operating procedures ........................ 12.4 to 12.7

13 - VARIOUS ASPECTS OF MAINTENANCE

- Maintenance concept ........................ 13.2

- TBOs and life limits ........................... 13.4

- Preventive maintenance ..................... 13.6

- "On-condition" monitoring ................ 13.8

- Corrective maintenance ..................... 13.10

- Technical publications ...................... 13.12 to 13.15

14 - MAINTENANCE PROCEDURES

- 1st line (O level) ................................ 14.2

- 2nd line (I level)................................. 14.8

- 3rd line (H level) ................................ 14.10- 4th line (D level) ................................ 14.12 to 14.13

15 - TROUBLE SHOOTING

- General .....................................

- Trouble shooting ......................

16 - CHECKING OF KNOWLE

- Introduction..............................

- Questionnaire 1 .......................

- Questionnaire 2 .......................

- Questionnaire 3 .......................

- Questionnaire 4 ........................

OBSERVATIONS .......................

This training manual is establishrequirements and takes into consideraATA 104 specifications.

This document has 448 pages. It w

desktop publishing system.

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Ec .................. Kinetic energy

EECU............ Engine Electronic Con

EGT .............. Exhaust Gas Tempera

FAA .............. Federal Aviation Agen

FADEC ......... Full Authority Digital

FCU .............. Fuel Control Unit

FLI ................ First Limit Indicator

FMU ............. Fuel Metering Unit

FOD .............. Foreign Object Damag

ft .................... FeetFWD ............. Forward

G ................... Mass air flow

g .................... Gram

HE................. High Energy

HP ................. Horse Power

HP ................. High Pressure

HUMS........... Health and Usage MoHz ................. Hertz

ICP ................ Intermediate Continge

ID .................. Identification

A/C ............... Aircraft

AC................. Alternating Current

ACMS........... Automatic Control Monitoring System

ACW ............. Anti-clockwise

AEO .............. All Engines Operating

ATA .............. Air Transport Association

BITE ............. Built In Test Equipment

C or Tq.......... Torque

cc/h ............... Cubic centimetres per hour

CH................. Fuel consumptionCNR .............. Calculateur Numérique de Régulation

(=DECU=EECU)

cSt ................. Centistoke

CW................ Clockwise

CWP ............. Control Warning Panel

daN ............... DecaNewton

dB ................. DecibelDC................. Direct Current

DDR.............. DECU Digital Read-out

DECU ........... Digital Engine Control Unit (=CNR)

LIST OF ABBREVIATIONThe abbreviations / symbols shown below may be used during training :

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LIST OF ABBREVIATION(CONTINUED)

ISA................ International Standard Atmosphere

ISV................ Servo-valve intensity

kHz ............... Kilohertz

kPa ................ Kilopascal

kW ................ Kilowatt

lb ................... Pound

lb/HP.hr ........ Pounds per Horse Power per hour

lb/hr............... Pounds per hour

lb/sec. ............ Pounds per second

LRU .............. Line Replaceable UnitLTT ............... Learning Through Teaching

LVDT ........... Linear Voltage Differential Transducer

m ................... Metre

mA ................ Milliampere

MAX ............. Maximum

MCP.............. Max Continuous Power

MCQ ............. Multi Choice Questionnaire

MGB ............. Main gearbox

MHz .............. Mega Hertz

MIN .............. Minimum

MTBF ........... Mean Time Between F

MTBUR ........ Mean Time Between U

MTCP ........... Maintenance Test Con

MTOP ........... Max. Take-Off Power

mV ................ Millivolt

N ................... Rotation speed

N1 ................. Gas generator rotation

N2 ................. Power turbine rotation

NFT............... Free turbine speed

NMD ............. Navigation and MissioNOVRAM .... Non Volatile Read On

NR................. Rotor rotation speed

O/S................ Overspeed

OEI ............... One Engine Inoperativ

P .................... Pressure

P3 .................. Compressor outlet pre

PH ................. Oil pressure

POS ............... Position

PPM .............. Parts per million

PSI ................ Pounds per Square Inc

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LIST OF ABBREVIATION(CONTINUED)

PSIG ............. Pounds per Square Inch GaugePT ................. Power Turbine

Q ................... Fuel flow

RAM ............. Random Access Memory

ROM ............. Read Only Memory

RPM.............. Revolutions Per Minute

RTD .............. Resistive Temperature Device

SFC ............... Specific Fuel ConsumptionShp ................ Shaft horse power

SI................... International System

t ..................... Time

T/O................ Take-Off

TBO .............. Time Between Overhauls

TET ............... Turbine Entry Temperature

TM ................ Turbomeca

t° ................... Temperature

t°4 ................. Gas temperature

t°H................. Oil temperature

VEMD .......... Vehicle Engine MultifVDC.............. Volt, Direct Current

W .................. Power

XTL .............. N2 trim signal

XCP .............. Collective Pitch Signa

XMV ............. Metering needle posit

Z.................... Altitude

Zp.................. Pressure altitude°C .................. Degrees Celsius

°F .................. Degrees Fahrenheit

°K.................. Degrees Kelvin

± .................... Positive and negative

Ω ................... Ohm

∆.................... Difference

∆P ................. Pressure difference

% ................... Percent

< .................... Is lower than

> .................... Is higher than

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1 mm = 0.039 i

1 m = 3.28 ft

1 dm3 = 1 litre = 0.26 U

1 kg = 2.2 lbs

1 kW = 1.34 H

° C = (°F-32)

° K = [(°F-32

1 kPa = 0.01 bar = 0.145 P

1 kg/s = 2.2 lbs

Length

Volume

Mass

Power

Temperature

Pressure

Flow (air, oil, fuel)

CONVERSION TABLEUNIT International System British or Am

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1-INTRODUCTION

- General information...................................................... 1

- Training method ............................................................ 1

- Training aids .................................................................. 1

- Training programme .................................................... 1

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GENERAL INFORMATION

«The power of knowledge»

Adequate training is essential for obvious safety reasons,but also to reduce additional maintenance costs incurredby unjustified removals and excessive downtime.

"Greater knowledge leads to greater efficiency".

Objectives of trainingThe main objective is the acquisition of the knowledgerequired for the tasks to be achieved (know and knowhow).

Further information is also communicated to widen theskill and the experience of the trainee.

Training approach

- Performance based training according to taskanalysis, with classroom sessions, student involvement,practical work and troubleshooting techniques

- Advanced training aids : training manual, ComputerAided Presentation (or overhead projection), multimedia

courseware and demonstration mock-ups

- Experienced and formally trained instructors

Training Centre

The Training Centre is located in onTURBOMECA's TARNOS factory.

TARNOS .... 5 kms north of ANGLET - BIARRIby train (BAYONN(BIARRITZ-PARM(A63 highway, TAR

Address ...... TURBOMECA - FRANCE

Telephone .. (33) 5 59 74 40 07 o

Fax .............. (33) 5 59 74 45 16 o

E-mail ......... training.centre@turb

Web site ..... " T . O . O . L . S " (

OPERATOR ON-Lwww.turbomeca-sup

The training centre is organized intraining demands (administratiinstructors).

Training sites

Training courses are also conducteapproved training centres and on site

- by a TURBOMECA qualified insubsidiaries and approved training

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PARIS

TARNOS

BORDES

SPAIN

FRANCE

BAYONNE

ATLANTIC

OCEAN

TRAINING OBJECTIVES O

TRAINING A

«The power of knowledge»

Adequate training is essential for obvious safety

reasons, but also to reduce additional

maintenance costs incurred by unjustified

removals and excessive downtime.

"Greater knowledge leads to greater efficiency".

TRAINING SITES

Training courses are also

TRAINING CENTRE,TURBOMECA Tarnos

(FRANCE)

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TRAINING METHOD

Knowledge transmission process

The required knowledge is transmitted in such a mannerthat the student may use it efficiently in variouscircumstances.

The training is conducted in accordance with a processwhich considers :

- A phase of explanation for understanding

- A phase of assimilation leading to the complete acqui-sition and long-term retention of the knowledge.

Continuous checking of knowledge helps to ensure theinformation is assimilated. It is more a method of work than a testing in the traditional sense (refer to chapter 16).

Training method

The training method is a carefully bof:

- Lecture

- Exercises

- Discussions

- Practical work.

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1

4

KNOWLEDGETRANSMISSION PROCESS

TRAININ

1 - LECTU2 - EXERC

3 - DISCUS

4 - PRACT

INSTRUCTOR

MEDIA

STUDENT

EXPLANATION ASSIMILATION

KNOWLEDGE TRANSMISSION,PHASES :

- Explanation

- Assimilation

CHECKING OF KNOWLEDGE :

- Continuous checking, treated inchapter 16

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TRAINING AIDS

Training manual

The training manual is the basic source of information.

It contains, in a teaching form, all required informationand explanations, following a layout derived from theATA 104 standard. Thus each subject is treated followinga plan which allows the material to be adapted to differentlevels of training.

Typical plan:

- General (function, position, main characteristics, maincomponents)

- Description (general and detailed)

- Operation (phases, synthesis).

Other technical publications are also used during a course.

Computer Aided Presentation

Computer Aided Presentation consists of a file whichpermits the display of all the training manual illustrationsby a computer for projection.

The Computer Aided Presentation replaces thetransparencies which were used before to display thesesame illustrations

Multimedia coursewareThe multimedia courseware is a Compsoftware following the training maninformation in a teaching and interac

This multimedia system uses text, psounds, animation and video. Questiofor check-up of knowledge.

It forms the essential support of trensures their uniformity.

This system with quick and easy efficient for maintaining knowledge le

However, only a course delivered binstructor or TURBOMECA qualifi

lead to the issue of an engine maintecard.

Note : The multimedia courseware Aided Presentation are ava(contact the training centre foavailability).

Demonstration mock-upsDemonstration mock-ups are also uidentification and maintenance proce

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COMPUTER AIDED P

TRAINING MANUAL

Note : Theinformation contained in

the Training Aids must be

considered for trainingpurposes only.

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TRAINING PROGRAMME

The course programme follows the manual. However, itshould be noted that the "classroom sessions" alternatewith periods devoted to demonstrations and practicalwork.

According to the contents, each session is mainly devotedto description and operation.

The engine maintenance aspect is mainly covered by the

last part of the manual, which also deals with variouselements related to maintenance (standard practices,technical publications, logistics and mainly troubleshooting).

Examples of programme:

The following pages provide exprogramme:

- Familiarization course

- 1st line maintenance (O level): prevmaintenance

- 2nd line maintenance (I level): mod

- 3rd line maintenance (H level): dee

- 4th line maintenance (D level): rep

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FAMILIARIZATION COURSE

Objective : At the end of this course, the student will be able to describe the engine, to explain its prand to identify the main components of the engine and systems.

Programme :

- Engine systems (continued)

- Main aspects of maintenance

- Revision - Checking of knowledge

FIRST DAY

SECOND DAY

- Introduction

- General presentation of the engine

- Engine description

- Engine systems

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1st LINE MAINTENANCE COURSE (O LEVEL) : PREVENTIVE AND CORRECTIVE M

Objective : At the end of this course, the student will be able to identify the engine componentsexplain the operation of the engine and its systems, to carry out maintenance procedurin the airframe) and to diagnose operating failures.

Programme :

FIRST DAY

SECOND DAY

THIRD DAY

FOURTH DAY

FIFTH DAY

- Introduction - General

- Engine presentation - Engine description - Oil system - Air

- Fuel system - Control system - Indication - Starting

- Electrical system

- Engine installation - Operating limitations and procedures

- Various aspects of maintenance - Pratical work

- Pratical work

- Trouble shooting

- Visits - Revision

Examination Course conclusion

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2nd LINE MAINTENANCE COURSE (I LEVEL) : MODULES, SRU

Objective : At the end of this course, the student will be able to identify the engine componentsmaintenance procedures (engine removed from the airframe), mainly the removal/instand shop replaceable units.

Programme : The programme mainly includes practical work. This programme can be carried maintenance programme.

- Introduction

- Revision (if this course is not conducted directly aftcourse)

- Removal of modules

- Removal of modules

- Inspection and check of modules

- Installation of modules

- Inspection and checks after installation

FIRST DAY

SECOND DAY

THIRD DAY

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3rd LINE MAINTENANCE COURSE (H LEVEL) : DEEP MAINTENANCE

Objective : At the end of the course, the trainee will be able to carry out the intramodular maint(deep maintenance).

Programme :

- Introduction

- Definition of procedures

- Practical work

FROM 3 DAYS TO 3 WEEKS

- Introduction

- Definition of proceduresSEVERAL WEEKS

4th LINE MAINTENANCE COURSE (D LEVEL) : REPAIR OR OVERHAUL

Objective : At the end of the course, the trainee will be able to carry out the specific tasks regardrelated to his skills (e.g.: control system, assembly, machining procedures...).

Programme :

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2-POWER PLANT

- Power plant .................................................................... 2

• General .................................................................... 2

• Description.............................................................. 2

• Operation ................................................................ 2

- Principle of adaptation to the helicopter ..................... 2

- Main characteristics ..................................................... 2

- Design and development .............................................. 2

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POWER PLANT

POWER

ENGINE ELECTRONCONTROL UNIT

(EECU)

- Free turbine type

- Modular

- Mass : 130 kg (286 lbs)

Max take-off power :(engine installed)

- 2B : 547 kW (733 Shp) - 2B1 : 557 kW (746 Shp)

Specific fuel consumption :376 g/kW.h at 400 kW

5990 RPM at 100 %

IRAIR

G S

FU L

GAS

FUEL

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POWER PLANT - DESCRIPTION

This description considers the main functional componentsof the engine.

Gas generator

- Single stage axial compressor

- Centrifugal compressor

- Annular combustion chamber with centrifugal fuelinjection

- Single-stage axial turbine.

Power turbine

- Single-stage axial turbine.

Exhaust pipe

- Elliptical, axial exhaust pipe.

Reduction gearbox

- Reduction gearbox comprising three helical gears.

Transmission shaft- External shaft located in a protection

the reduction gearbox to the acces

- An output shaft with front and reaaxially in the transmission shaft wha free wheel unit.

Accessory gearbox

- Gearbox containing the accessory drdriven by the gas generator) and th

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Accessorydrive train

Main powerdrive

ACCESSORYGEARBOX

GAS GENERATOR

Axialcompressor

Centrifugalcompressor

Combustionchamber

Turbine

POWERTURBINE

TRANSMISSIONFREE WHEEL

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POWER PLANT - OPERATION

This part deals with the basic operation of the engine.

Gas generator

- Admission of air through the aircraft air intake

- Compression of the air in the axial and centrifugalcompressors

- Combustion of the fuel/air mixture in the annularcombustion chamber

- Gas expansion in the single stage turbine which drivesthe compressors and engine accessories.

Power turbine

- Expansion of the gas in the single stage turbine whichdrives the output shaft through the reduction gearbox.

Exhaust

- End of expansion and discharge overboard of the gas.

Reduction gearbox

- Reduces the power turbine rotation speed and transmitsthe power forwards

Transmission shaft- Transmission of the power from th

to the output shaft.

Accessory gearbox

- Power take-off to drive the helicop

- Drive of the accessories by the gasbevel gear, a vertical drive shaft an

Engine Electronic Control Unit

- Control and monitoring of the eng

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GAS

GENERATOR

Compression Combustion Expansion

POWER TURBINE

AND EXHAUST

REDTRANSMISION SHAFT

ACCESSORYGEARBOX

Expansion

AIRINLET

Accessory

drive

Forwardpower transmission

FUEL

ENGINE ELECTRONICCONTROL UNIT

Powerdrive

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POWER PLANT - OPERATION -

ADAPTATION

This part deals with the parameters and the adaptation of the gas generator and power turbine.

Component adaptation

For the engine operation, two functional assemblies can beconsidered :

- The gas generator which provides kinetic energy

- The power turbine which transforms the gas energy intomechanical power on a shaft.

The two assemblies have different rotation speeds.

Gas generator

The gas generator operation is defined by :

- The air mass flow G (air flow which enters the engine)

- The air pressure P3 and air temperature t3 at thecentrifugal compressor outlet

- The fuel flow Q injected into the combustion chamber

- The gas temperature TET at the turbine entry

Th i d N1 f h

Power turbine

The power turbine operation is defbetween the power received from the gtorque applied on the shaft, that is trotation speed N2.

Operation

The operation is represented by the dthe power W, the rotation speeds N1torque limit C imposed by the mech

- The torque C is a function of the N

- The power W is equal to the torqueangular velocity ω

- At constant N2 speed, the power is torque

- The engine parameters can be reprof a reference parameter ; N1 for e

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W

N2

C

N2

G

P

W = C .

= 2 N60

G(air mass

flow)

N1(rotation speed)

N2(constant rotatio

C(shaft torq

Q(fuel flow)

TET(turbine entry temperature)

P3, t3(compressor outlet

pressure and temperature)

Ec(kineticenergy)

W(shaft pow

GAS GENERATOR POWER TURBINE

ENGIPARAMETE

Power W and speeds N1, N2 P3/P0 : CompressionTorque as a function of N2

M a x t

o r q u

eIsospeeds

N1

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PRINCIPLE OF ADAPTATION TO THE

HELICOPTER

Power transmission in a single engine configuration

The mechanical power supplied by the engine, is used todrive the helicopter rotors through a mechanicaltransmission.

This power drives :

- The main rotor (approximately 82 %)

- The tail rotor (approximately 10 %)

- The main gearbox (approximately 8 %).

In a single engine configuration, the engine is installed atthe rear of the main gearbox.

The power turbine of the engine is mechanically connectedto the main gearbox which drives the main rotor.

A drive from the rear of the engine drives the tail rotordrive shaft.

Installation requirements

The main functional requirements of

- Constant rotor rotation speed Nconditions

- Max torque limit C (usually imptransmission)

- Complete engine protection (N1 aacceleration control ∆N1/ ∆t…).

Adaptation to requirements

To have a constant rotation speed of th

the power supplied by the engine is auto the demand. This adaptation is ensystem which meters the fuel flowcombustion chamber so as to deliver(variation of the gas generator N1 rokeeping the engine within its operati

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N2

∆N2

∆N2

∆W

POWER TRANSMISSIONIN SINGLE ENGINE CONFIGURATION

W - Power

MAIN ROTOR

82%

MAIN GEARBOX 8% TAIL ROTOR

10%

Max torque

NR

N1, N2, TET, ∆N1/∆t

ENGINE100%

ENGINE

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MAIN CHARACTERISTICS (1)

Engine ratings

The engine ratings correspond to given conditions of helicopter operation. The ratings are generally definedunder determined speed and temperature conditions.

The following ratings are considered:

• Max take-off power: max rating which can be used

during take-off. This rating has a limited duration(5 minutes continuous)

• Max continuous power : rating which can be usedwithout time limitation (this does not imply that it isused permanently).

Engine performance

The performance values specified correspond to minimumvalues defined under the following conditions:

- ISA conditions at sea level on test bed

- Engine equipped with a test bed air intake and a primaryexhaust pipe

- No air bleed

- No extra power taken (other than those of the engineaccessories)

- With a given calorific power of fu

- Without torque limitations.

The power is the power available onexpressed in kilowatt (kW) or shaft h

The fuel consumption (CH or WF) i

consumed in a unit of time. It is expreper hour (kg/hr).

The specific fuel consumption (SFfuel required to produce one unit of time (SFC = CH/W). It is expressed inkilowatt per hour (g/kW.hr).

Note : 1 kW = 1.34 Shp.

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N1

Note : The power indicated corresponds to the following configuration : engine installed,max. torque in the corresponding rating, ISA conditions at sea level.

Ratings

547 557

522

400

733 746

700

536Cruise

MCP

kW Shp

Power Sp

consu

376 g/k(0.82

2B : MTOP (5 min) 2B1 : MTOP (5 min)

MTOP (5 min)

Continuous

MCP2B: 547 kW

2B1:557 kW

ENGINE RATINGS ENGINE PERFORMANC

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MAIN CHARACTERISTICS (2)

Engine operating envelope

The engine is designed to operate within a given climaticenvelope.

The envelope is defined by:

- The atmospheric temperature t0

- The pressure altitude Zp

- And lines of standard atmosphere.

Flight envelope

The flight envelope is illustrated by the t0/Zp diagram andthe lines of standard atmosphere, with the max tropical

zone and the min arctic zone.

Starting and relight envelope

The starting and relight envelope is defined in the sameway, but it is also affected by the specifications of oil andfuel used, and sometimes by particular procedures.

Note : The engine operates within vrotation speeds, temperature

Refer to corresponding ch publications.

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7012 m(23000 ft)

6100 m(20000 ft)

+55 °C(+131 °F)

-610 m(-2000 ft)

-50 °C(-58 °F)

+(+

-610 m(-2000 ft)

-50 °C(-58 °F)

ISA +35°

0 0

M I N A R

C T I C

PRESSURE

ALTITUDE Zp

TEMPERATURE

t0

FLIGHT ENVELOPE

PRESSURE

ALTITUDE Zp

STARTING AND RELIG

Also function of ospecifications. Caupon particular p

M A X T R O P I C A L

S T A N D A R D A T M O S P

H E R E

M I N

A R C T I C

M A X T R

O P I C A L

S T A N D A R D

A T M O S P H E R E

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DESIGN AND DEVELOPMENT

Principles of design

The engine is designed to meet the aircraft propulsionrequirements and particularly for the new generation of helicopters.

The engine design is based on:

- An optimised thermodynamic cycle which gives high

performance- Simple and reliable components giving a good

supportability, and a good maintainability to reduce thecosts.

Development steps

- Launch ARRIEL 2: 1992

- ARRIEL 2B certification: Nov. 97 (JAA)- Introduction into service:

• December 1997 - ARRIEL 2B

• March 2001 - ARRIEL 2B1.

Applications

The ARRIEL 2B and 2B1 are actually provided to power

the single engine helicopters:

- Squirrel AS 350 B3 - ARRIEL 2B

S i l EC 130 B4 ARRIEL 2B1

Maintenance concept

The ARRIEL 2 is designed to providrate with reduced maintenance costs

The main aspects of the maintenanfollowing:

- Full modularity

- Good accessibility

- Reduced removal and installation

- "On condition" monitoring

- High initial TBO

- Low cost of ownership:

• Low production costs

• Durability (TBO, defined and p

• High reliability

• Low fuel consumption.

Engine designation

ARRIEL - According to TURBOMEof a Pyrenean lake for the turboshaft

- 2 : Type

- B : Variant

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ENGINE

Optimisedthermodynamic cycle

Simple and reliablecomponents

SupportabilityMaintainability

Costreduction

Highperformance

1997Introduction

into service (2B)

2001Introduction

into service (2B1) 1994

First flight

1992Launch

PRINCIPLES OF DESIGN

ARRIEL lake

Engine design

Example : ARRARRIEL : Nam

for t2 : TypB : Var1 : Vers

MAINTENANC

- Full modularity- Good accessibility- Reduced removal a- "On condition" mon- High initial TBO- Low cost of owners• Low production c• Durability (TBO, d

life limits)• High reliability• Low fuel consum

APPLICATIONS

SQUIRREL AS 350 B3ARRIEL 2B (x 1)

SQUIRREL EC 130 B4ARRIEL 2B1 (x 1)

EC130

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3-ENGINE

- Engine ............................................................................ 3

- Axial compressor (72-00-32) ......................................... 3

- Centrifugal compressor (72-00-43) ............................. 3

- Combustion chamber (72-00-43) .................................. 3

- Gas generator turbine (72-00-43) ................................ 3- Power turbine (72-00-54) .............................................. 3

- Exhaust system (72-70-00) ............................................ 3

- Reduction gearbox (72-00-15) ...................................... 3

- Transmission shaft and accessory gearbox (72-00-61) 3

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ENGINE - GENERAL

Function

The engine transforms the energy contained in the fuel andin the air into mechanical power on a shaft.

Main characteristics

- Type : Free turbine with forward drive via an external

shaft

- Gas generator speed (N1) : 52110 RPM (100 %)

• Direction of rotation : anti-clockwise

- Power turbine speed (N2) : 39095 RPM (100 %)

• Direction of rotation : clockwise

- Output shaft speed : 5990 RPM (100 %)

• Direction of rotation : clockwise

Note : Direction of rotation given viewed from the rear.

Main components

- Gas generator

• Axial compressor

• HP section- Centrifugal compressor- Annular combustion chamb- Single stage turbine

- Single stage power turbine

- Exhaust pipe

- Reduction gearbox

- Transmission shaft

- Free wheel

- Accessory gearbox.

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TRANSMISSIONSHAFT

ACCESSORYGEARBOX

Type :Free turbine

Gas generator (N1) :52110 RPM (100 %), ACW

Power turbine (N2) :39095 RPM (100 %), CW

Output shaft :5990 RPM (100 %), CW

TURBINECENTRIFUGALCOMPRESSOR

POWERTURBINE

COMBUSTIONCHAMBER

AXIALCOMPRESSOR

FREE WHEEL

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ENGINE - DESCRIPTION

Modular layout

The engine comprises 5 modules:

- Module M01 : Transmission shaft and accessory gearbox

- Module M02 : Axial compressor

- Module M03 : Gas generator HP section

- Module M04 : Power turbine

- Module M05 : Reduction gearbox.

Note 1 : A module is a sub-assemreplaced on-site (2nd line mcomplex tooling or adapta

Each module has an idenengine identification platehand side of the M01 prot

Note 2 : Some accessories are pmodule.

In this manual, those compin the chapters corresposystems.

Note 3 : The exhaust pipe is not a m

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MODULE M02

Axial compressor

MODULE M03Gas generator

High pressure section

MODULE M04

Power turbine

MODULE M01

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ENGINE - OPERATION

The engine provides power by transforming the energy inthe air and fuel into mechanical energy on a shaft.

The process comprises compression, combustion,expansion and the transmission of the power.

Compression

The ambient air is compressed by an axial superchargingcompressor and a centrifugal compressor.

This phase is essentially characterised by the air flow(approx. 2.5 kg/s ; 5.5 lbs/sec.) the temperature increaseand the compression ratio (approx. 8.2).

Combustion

The compressed air is admitted into the combustionchamber, mixed with the fuel and burnt in a continuousprocess.

The air is divided into two flows:

- A primary flow for combustion

- A secondary flow for cooling the gas.

This phase is essentially characterised by the temperaturerise, flame temperature approx. 2500 °C and turbine entrytemperature of approx 1100 °C and a pressure drop of

Expansion

- The gas expands in the gas geneextracts the energy required to driveaccessories.

- There is a further expansion in the extracts most of the remaining enershaft.

During this phase the pressure and

gas drop, whilst the velocity incre

After the power turbine the gas is dvia the exhaust pipe, giving a sligh

Power transmission

The power is transmitted forward by

and an external transmission shaft.

Note : The engine reference station

0 - Ambient air

1 - Air intake

2 - Axial compressor inlet

2.4 - Centrifugal compressor

3 - Centrifugal compressor4 - Turbine inlet

4.5 - Gas generator turbine o

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1 4.5

160(23.2)

65(149)

820(118.9)

335(635)

1100(2012) 880

(1616)

300(43.5)

670(1238)

800(116)

54

101.3(14.7)

15(59)

P kPa(PSI)

t °C(°F)

V

52110 RPM(100 %)

108(15.7)

11 2 2.4 3

2500(4532)

CompressorsCombustion

chamber Turbines Exhaust

POW(powe

by a

and

fo

giv

Primary air

GasSecondary air

AIR FLOW2.5 kg/s

(5.5 lbs/s)

Residual thrust

≈ 15 daN (33 lbs)

Exh

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AXIAL COMPRESSOR - GENERAL

Function

The axial compressor ensures a first stage of compressionto supercharge the centrifugal compressor.

Position

- At the front of the engine (the axial compressor assembly

forms the module M02).


- Type : single stage axial compressor

- Air flow : 2.5 kg/sec (5.5 lbs/sec.)

- Rotation speed : N1 ; ACW.

Main components

- Rotating components

• Air inlet cone

• Axial wheel, shaft, bearing ashaft

- Stationary components

• Diffuser

• Casing.

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WHEEL DIFFUSER

BEARING CASING

AIR INLETCONE

Type :single stage axial compressor

Air flow :2.5 kg/s (5.5 lbs/sec.)

Rotation speed :N1 ; ACW

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AXIAL COMPRESSOR - DESCRIPTION

The axial compressor module (module M02) includesrotating and stationary components.

Rotating components

The rotating assembly comprises the inlet cone, the axialwheel and the accessory drive gear.

The inlet cone, made of light alloy, is screwed into thefront of the shaft.

The compressor wheel is fitted to the shaft. It is a discmade of titanium alloy with blades cut from the solid.

The shaft connects the centrifugal compressor to the axialcompressor. The shaft is secured by a nut onto the tie-bolt.

This assembly is supported by two bearings: a ball bearingat the rear of the axial compressor and a ball bearing in aflexible cage at the front of the centrifugal compressor.

The accessory drive consists of a bevel gear on the shaftwhich drives a vertical drive shaft.

Stationary components

The stationary assembly includes tcasing.

The diffuser (diffuser-straightenercasing has two rows of steel stator divergent passage for the air.

The casing, made of steel, housescomponents. It has a front flange forair inlet duct and a rear flange for thmodule M03. The inner hub of the location for the bearings.

The casing has a boss for the mountinbleed valve.

The module identification plate is the casing.

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SHAFT

INLETCONE

SHAFT

CASING

ACCESSORYDRIVE SHAFT

WHEEL

WHEEL

BEARING

DIFFUSER

Identificationplate

BEARING

Identification

plate

DIFFUSER NUT

TIE-BOLT

ARR

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AXIAL COMPRESSOR - OPERATION

The axial compressor ensures a first stage of compressionin order to supercharge the centrifugal compressor.

Compressor air flow

The ambient air, admitted through the air intake duct andguided by the inlet cone, flows between the blades of theaxial compressor. The air is discharged rearwards with an

increased axial velocity.The air then flows through the vanes of the diffuser. Dueto the divergent passage, the air velocity is transformedinto pressure.

The flow is straightened by the stator vanes before beingadmitted, through an annular duct, to the centrifugalcompressor.

Note : In order to avoid compres

discharges overboard a certcertain operating conditioSYSTEM" chapter for furtcompressor bleed valve).

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ADMISSION

OF AMBIENT AIR

COMPRESSION AND

STRAIGHTENING OF THE AIR

AITHROUG

B

SUPERCENTRIFACCELERATION

ARR

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CENTRIFUGAL COMPRESSOR - GENERAL

Function

The compressor supplies the compressed air required forcombustion.

Supercharged by the axial compressor, it ensures thesecond stage of compression.

Position

- At the front of the module M03.


- Type : centrifugal

- Air flow : 2.5 kg/s (5.5 lbs/sec.)


Main components

- Rotating components (wheel, shaf

- Stationary components (diffusers,

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DIFFUSERS

CENTRIFUGALWHEEL

CASINGS

BEARING

Type :

Centrifugal

Air flow :

2.5 kg/s (5.5 lbs/sec.)

Rotation speed :N1 ; ACW

ARR

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CENTRIFUGAL COMPRESSOR -

DESCRIPTION

The centrifugal compressor assembly (part of moduleM03) includes rotating and stationary components.

Rotating components

The centrifugal wheel is the main rotating component.The wheel has blades which are cut from the solid in a disc

of titanium alloy.

The front part of the wheel connects to the axial compressorshaft. This shaft is supported by a ball bearing.

The rear part has a curvic-coupling for the mounting of thecentrifugal fuel injection wheel. The rotating componentsare secured by a central tie-bolt.


The stationary assembly includes thcasings.

The compressor front cover is mountcasing by means of a ring of bolts waxial compressor casing, the front co

assembly.

The external casing of the centrifbolted to the turbine casing. It is prbosses for air bleeds.

The diffuser assembly comprises th(radial stator vanes) and the second

stator vanes). The diffuser holder plbetween the compressor and the cominner hub supports a carbon seal and

The carbon seal is a floating ring seasteel holder and it runs on the forwinjection wheel.

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WHEEL

BEARING

1st STAGE

DIFFUSER

2nd STAGE

DIFFUSER

COMPRESSORFRONT COVER

CARBONSEAL

TIE-BOLT

DIFFUS

ASSEM

COMPRESSORFRONT COVER

EXTERNALCASING

ARR

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CENTRIFUGAL COMPRESSOR -

OPERATION

The centrifugal compressor ensures the main stage of compression.

Compressor air flow

The air supplied by the axial compressor flows betweenthe blades of the centrifugal compressor. The air pressure

increases due to the divergent passage between the bladesand the air velocity increases due to the centrifugal flow.

The air leaves the tips of the blades at very high velocityand then flows through the first stage diffuser vanes wherethe velocity is transformed into pressure.

The air then passes through an elbow and the flow becomesaxial. In the second stage diffuser, the velocity is again

transformed into pressure. The air is then admitted into thecombustion chamber.

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ACCELERATION ANDCOMPRESSION OF THE AIR

SUPERCHARGING BYTHE AXIAL COMPRESSOR

COMPRESSION OF THE AIR

IN THE DIFFUSERS

T i i M l ARR

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COMBUSTION CHAMBER - GENERAL

Function

The combustion chamber forms an enclosure in which theair-fuel mixture is burnt.

Position

- Central section of the gas generator.


- Type : annular with centrifugal fuel injection.

Main components

- Outer part (front swirl plate and m

- Inner part (rear swirl plate and shr

- Fuel injection system

- Casing.

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OUTER PART

Front swirlplate

Mixer unit

Type :Annular with centrifugal

fuel injection

Rearpla

T i i M l ARR

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COMBUSTION CHAMBER - DESCRIPTION

The combustion chamber assembly (part of module M03)

includes the outer part, the inner part, the turbine casingand the fuel injection system.

Outer part

The outer part includes the front swirl plate and the mixerunit. The front swirl plate is provided with calibratedorifices for the passage of primary air ; it is secured to themixer unit with special rivets.

The mixer unit is provided with calibrated orifices for thepassage of dilution air ; it is bolted to the rear flange of theturbine casing.

Inner part

The inner part includes the rear swirl plate and the shroud.

The rear swirl plate is provided with calibrated orifices forthe passage of primary air.

The shroud, integral with the rear swirl plate surrounds theshaft ; it is bolted to the turbine nozzle guide vane.

Note : The two parts are made of special alloy. Thecalibrated orifices are drilled using the electron

Turbine casing

The turbine casing houses the combthe turbine. It has various bosses and,for the combustion chamber drain vathe casing.

Fuel injection system

The main fuel injection system inclunion, the radial fuel tube, the fuelcentrifugal injection wheel.

The injection wheel is mounted bcouplings between the compressor a(refer to "FUEL SYSTEM" chapter fthe fuel injection system).

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TURBINE

CASING

FRONT SWIRL

CENTRIFUGALINJECTION

WHEEL

cha

MIXER UNIT

FRONT SWIRL

PLATEREAR SWIRL

PLATE

MIXER UNIT

SHROUD

FUEL INJECTION TURBINE

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COMBUSTION CHAMBER - OPERATION

The combustion chamber forms an enclosure in which the

fuel - air mixture is burnt.

Combustion chamber flow

In the combustion chamber, the compressed air is dividedinto two flows : a primary air flow mixed with the fuel forcombustion and a secondary air flow (or dilution air flow)for cooling of the burnt gases.

Primary air

One part flows through the orifices of the front swirl plate.

A second part flows through the hollow vanes of theturbine nozzle guide vane (cooling of the vanes) andthrough the orifices of the rear swirl plate.

The primary air is mixed with the fuel sprayed by theinjection wheel. The combustion occurs between the twoswirl plates. The flame temperature reaches approximately2500 °C (4532 °F).

Secondary air

The secondary air (or dilution air)orifices of the mixer unit. It is calibrstability, cooling of the burnt gasestemperature on the turbine.

Gas

The gas produced by the combustionturbine nozzle guide vane.

Operating parameters

The fuel-air ratio for combustioapproximately 1/15 ; the total ratio is

The pressure drop in the combapproximately 4 %.

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COMPRESSEDAIR

FUEL COMBUSTION

GAS FLTU

Primary air (combustion)

Secondary air (cooling of

Burnt gas

Fuel-primary air ratio :1/15

Total fuel-air ratio :1/45

Pressure drop :≈ 4 %

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GAS GENERATOR TURBINE - GENERAL

Function

The turbine extracts sufficient energy from the gas flow todrive the compressors and the accessories.

Position

- At the rear of the gas generator.


- Type : axial, single stage

- Turbine inlet temperature : 1100 °C (2012 °F)


Main components

- Rotating components (wheel, shaf

- Stationary components (nozzle guidshield, casing).

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GAS GENERATOR TURBINE - DESCRIPTION

The gas generator turbine assembly (part of module M03)

includes rotating components and stationary components.

Rotating components

The main rotating component is the turbine wheel.

The turbine wheel consists of a disc and fir-tree mounted,single crystal blades.

At the front, the wheel is coupled by a curvic-coupling tothe turbine shaft . At the rear, the wheel is coupled to a stubshaft.

The rear part is supported by a roller bearing. Rotatinglabyrinths provide sealing.

A tie-bolt secures the rotating assembly.


The main stationary components avane, the turbine shroud and the exh

The nozzle guide vane includes a row bolted to the combustion chamber icontainment shield.

The turbine shroudaccommodates theand the containment shield. It is boltevane and to the inner flange of the tu

The outlet diffuser ensures the gas flgenerator and the power turbine. Its inlocation for the rear bearing. It also inturbine nozzle guide vane.

The power turbine containment shielddiffuser is part of the module M03.

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NOZZLE GUIDEVANE

TURBINESHROUD

TURBINEWHEEL

OUTLETDIFFUSER

BEARING

(roller)

STUBSHAFT

TIE-BOLT

TURBINESHAFT

TURBINEWHEEL

TURBINE NOZZLEGUIDE VANE

TURBINE

SHROUD

OUTLETDIFFUSER

PT containshield

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GAS GENERATOR TURBINE - OPERATION

The gas generator turbine transforms the gas energy into

mechanical power to drive the compressors and variousaccessories.

The operation is characterized by the first phase of expansion.

Turbine gas flow

The burnt gas first flows through the nozzle guide vanes.The gas velocity increases due to the convergent passage.

The flow on the blades results in aerodynamic forceswhose resultant causes the rotation of the wheel.

The gas, still containing energy, is directed to the powerturbine.

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COMPRESSORDRIVE

GAS FROM THE COMBUSTION

CHAMBER

Nozzleguide vane

Turbinewheel

Rotation

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POWER TURBINE - GENERAL

FunctionThe turbine extracts the energy from the gas to drive thepower shaft through the reduction gearbox.

Position

- Between the gas generator and the reduction gearbox.

It forms the module M04.


- Type : axial, single-stage

- Rotation speed : N2 ; CW.

Main components- Rotating components (wheel, shaf

- Stationary components (nozzle guidshield, casing).

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Type :Axial, single stage

Rotation speed :N2 ; CW

NOZZLE

GUIDE VANE

WHEEL

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g

POWER TURBINE - DESCRIPTION

The power turbine assembly forms the module M04. It

includes rotating components and stationary components.

Rotating components

The main rotating component is the power turbine wheelwith its shaft.

The power turbine wheel includes a disc (integral with

the shaft) and fir-tree mounted directionally solidifiedblades.

The shaft is supported by two bearings : a front ballbearing and a rear ball bearing.

The front bearing sealing is ensured by a pressurisedlabyrinth seal (pressurisation with compressor air directed

to the power turbine through an external pipe and innerducts).

The power is transmitted to the reduction gear by a muff coupling.


The main stationary components arguide vane, the power turbine casihousing.

The nozzle guide vane includes a roof the module M03.

The power turbine casing engages inand is retained by 3 screws. It is bolteshield together with the exhaust pipe. casing and an inner hub supported o

Two sealing rings are used for sealinturbine casing and the power turbine

The bearing housing is installed in

casing. Its rear part is engaged in the rfork shaped steel plate prevents rearwpower turbine in case of overspeed reduction gearbox front cover.

The identification plate is located on

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IdeFRONT

BEARING

REARBEARING

SHAFT

Muff

coupling

Labyrinthseal

BEARINGHOUSING

POWER TURBINE

WHEEL

CONTAINMENTSHIELD

BEARING

SUPPORT

POWER TUCASIN

LABYRINTH

POWER TURBINEWHEEL

DEFLECTOR

Sealingrings

Sealing

rings

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g

POWER TURBINE - OPERATION

The power turbine transforms the gas energy into

mechanical power to drive the reduction gearbox.

The operation is characterised by the second phase of expansion.

Turbine flow

The gas supplied by the gas generator flows first through

the nozzle guide vane. In the nozzle guide vane, the gasvelocity increases due to the convergent passage.

The gases are directed onto the turbine wheel and theresultant of the aerodynamic forces on the blades causesthe wheel to rotate. The gases are then expelled overboardthrough the exhaust pipe.

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RNozzle

guide vaneTurbinewheel

Rotation

GAS FROM THE

FLOW IN THE

NOZZLE GUIDE VANE

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EXHAUST SYSTEM

FunctionThe exhaust pipe continues the expansion phase andexpels the gas overboard.

Position

- Behind the power turbine, around the reduction gear.


- Type : elliptical

- Non-modular part

- Gas temperature : 670 °C (1238 °F).

Main components

- Exhaust pipe

- Heat shield.

Note : The exhaust pipe is considered to be an SRU (Shop Replaceable Unit).

Description

The exhaust pipe, which has an ellipfrom stainless steel. It is bolted to thpower turbine casing with the contai

A heat shield is fitted between the ereduction gearbox to protect the gearbheat.

The exhaust pipe has a drain at the b

Operation

Functionally it should be noted that contains a certain amount of energsmall residual thrust.

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EXHAUSTPIPE

EXHAUSTGAS

HEAT

EXHAUSTPIPE

Type :

Elliptical

Non-modular part

Gas temperature :670 °C (1238 °F)

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REDUCTION GEARBOX - GENERAL

FunctionThe reduction gearbox provides a reduced speed outputand transmits the drive forwards.

Position

- At the rear of the engine

- It forms the module M05.


- Type : 3 stage, helical gears

- Drive gear speed : N2

- Output gear speed : 5990 RPM.

Main components- Drive gear

- Intermediate gear

- Output gear

- Casings.

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Type :

3 stage, helical gears

Drive gear speed :

N2

Output gear speed :5990 RPM

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REDUCTION GEARBOX - DESCRIPTION -

OPERATION

The reduction gearbox module mainly includes threegears contained in two half casings.

Drive gear

The drive gear is driven by the power turbine through amuff coupling. It is supported by two roller bearings.

Intermediate gear

The intermediate gear is a double helical type gear : onegear meshes with the drive gear, the other one with theoutput gear. The intermediate gear is supported by tworoller bearings. A piston is fitted to the intermediate gearwith its head located in the gearbox front casing. It is

supplied with oil pressure to balance the load on the gear.

Output gear

The output gear is a simple gear supported by a ball bearingat the front and a roller bearing at the rear.

The hub is internally splined to receive the transmissionshaft. It rotates at 5990 RPM.

Note : The output gear is also used as a phonic wheel for detection of power turbine rotation speed. Refer to

Reduction gearbox casing

The gears are housed in a light alloy ccasings). A fork shaped steel plate is mface of the casing to prevent rearwapower turbine in the event of oversp

The module identification plate is locthe casing.

Operation of the reduction gear

The reduction gear provides a forwareduced speed.

The drive gear is directly driven by the(muff coupling drive). It transmits tintermediate gear.

The intermediate gear drives the outputhe power drive at a speed of approxclockwise.

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DRIVEGEAR

INTERMEDIATEGEAR

Muffcoupling

FORK SHAPEDPLATE

FRONTCASING

FORK SHAPED

PLATE

I

DRIVEGEAR

OUTGE

N2

5990RPM

FWD

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TRANSMISSION SHAFT AND ACCESSORY

GEARBOX - GENERAL

Function

The shaft transmits the power to the front of the engine.

The accessory gearbox provides the drive for the engineaccessories.

Position

- Shaft beneath the engine

- Accessory gearbox at the front of the engine

- This assembly forms the module M01.


- Type of gears : bevel and spur gears.

Main components


- Torquemeter reference shaft

- Free wheel

- Power drive

- Accessory drive train

- Casings

- Engine front support casing.

Note 1 : The alternator drive gear awheel for detection of the gaspeed. Refer to "MEA

INDICATING SYSTEMS"details.

Note 2 : The transmission shaftorquemeter. Refer to "ME INDICATING SYSTEMS"d t il

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GEARBOX - DESCRIPTION (1)

The module M01 comprises mainly the output shaftprotection tube, the accessory gearbox and the enginefront support. It is this module which provides the rigidityof the engine.

At the rear of the protection tube is the flange for attachmentto module M05.

The accessory gearbox is provided with mounting flangesfor various accessories.

The engine front support casing is bolted to the accessorygearbox front face.

The output drive shaft is located in the engine front supportcasing.

The engine front support casing is installed on the frontface of the gearbox.

The module identification plate is located on the protectiontube right hand side.

The engine identification plate is located on the protectiontube left hand side.

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MMOU

Engineidentification

plate

ACCESSORYGEARBOX

PROTECTIONTUBE

ENGINE FRONTMOUNTING FLANGE

ENGINE FRONTSUPPORT CASING

OUTPUT DRIVESHAFT

ACCESSORYDRIVE SHAFT

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Transmission shaft

The shaft assembly takes the drive from the reduction gearto the accessory gearbox. The shaft itself is located in aprotection tube bolted to the reduction gearbox at the rearand to the accessory gearbox at the front. The front of theshaft is supported by a ball bearing. The power drive flange

is mounted on the shaft splines. Sealing of the oil whichlubricates the bearing is ensured by a carbon seal.

Three oil tubes are located in the protection tube.

Accessory gearbox

The gearbox assembly includes a traia light alloy casing. The gearbox is inscompressor by means of four bolts.

The front face of the gearbox accommdrives:

- Starter-generator

- Fuel pumps

- Main output drive.

The rear face of the gearbox accomm

drives:

- Oil pumps

- Alternator.

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PROTEC

TUB

OIL AND FUELPUMP DRIVE

GEAR

FRONT SUPPORT

ATTACHMENT

ALTERNATORDRIVE GEAR

PHOWHE

OIL AND FUEL

PUMP DRIVEGEARACCESSORYDRIVE SHAFT

FRONTCASING

ALTERNATORDRIVE GEAR

TRANSMISSIONSHAFT

STARTER-GENERATORDRIVE GEAR

(centrifugal breather)

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Function

The shaft transmits the power from the reduction gearboxto the helicopter.

Position

Lower part of the engine.


- Hollow steel shaft with co-axial output shaft

- Drive through freewheel unit.

Main components


- Protection tube

- Output shaft

- Freewheel unit.

Description

The front of the transmission shaft isbearing in the accessory gearbox areduction gearbox output gear. Secarbon magnetic seal at the front and

A triangular flange is fitted on the sfreewheel unit is mounted on the flaaxial output shaft which in turn drivegearbox and tail rotor.

The output shaft is supported at the frflange and at the rear by a bearingreduction gearbox output gear.

Three oil tubes are fitted inside thetransmit oil between the reduction and

Operation

The transmission shaft drives the outfreewheel unit to drive the MGB and tof autorotation the free wheel diseng

Note : The freewheel unit and shaft a

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BEARING

SEAL

TRIANGULAR

FLANGE

FREE WHEELUNIT

OUTPUTSHAFT

TRANSMISSIONSHAFT

BALL

BEARING

MAGNETICCARBON SEAL

BEARING

DR

TA

PROTECTIONTUBE

LUBRICATIONTUBE

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Sealing of drives

Sealing of the various drives is ensured by seals fittedeither in the support casing or in the accessory.

Main power drive

This is ensured by a magnetic carbon seal fitted in theaccessory gearbox front casing.

Tail rotor drive

This is ensured by a magnetic carbon seal fitted in thereduction gearbox rear casing.

Starter-generator drive

A magnetic carbon seal is fitted in a support on the gearboxfront casing.

Centrifugal breather gear (rear half of the starter-

generator gear)

Sealed by a magnetic carbon seal mounted in a support on

the rear face of the gearbox.

Note 1 : Fuel pump drive

Seals fitted in the fuel pumpSYSTEM")

Note 2 : Alternator drive

No seal on the drive shaft.

is sealed by an O'ring on (see "ELECTRICAL SYST

Note 3 : Oil pump drive

No seal on the drive shaft. Athe mounting flange (see "

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MCAShaft anddrive flange

SEALING OF THE STARTER GENERATOR DRIVE

SEALING TAIL ROTO

MAIN POWE

Seal carrierplate

STARTER-GENERATORDRIVE MAGNETICCARBON SEAL

CENTRIFUGAL BREATHERMAGNETIC CARBON SEAL

Accessory gearboxfront casing

Accessory gearboxrear casing

Reductionrear ca

Seal carrierplate

Seal carrierplate

Output gear andtail rotor drive

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GEARBOX - OPERATION

The operation is considered during engine starting and innormal running.

Operation during engine starting

During starting, the starter motor drives the accessorygearbox and thus the gas generator rotating assembly.

The compressor supplies air to the combustion chamberand the starting sequence continues.

Operation in normal running

At self-sustaining speed (approximelectrical supply to the starter motor The starter motor is then mechaniengine and operates as a generator toto the aircraft electrical system.

The gas generator drives the accessothe bevel gear located between the athe centrifugal compressor.

The following accessories are driven

- Starter-generator

- Fuel pumps

- Oil pumps

- Alternator / phonic wheel.

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OPERATION DURINGENGINE STARTING

STARTER

(electric motor)

DC GENERATOR

FWD

OPERATION IN NORMRUNNING (N1 ≥ 45 %

ACCESSORIES(fuel pumps,

oil pumps, alternator,phonic wheel)

FWD

DRIVE OF THE

GAS GENERATOR(through theaccessory gearbox)

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4-OIL SYSTEM

- Oil system (79-00-00) ..................................................... 4

- Oil tank .......................................................................... 4

- Oil pumps (79-24-00) .................................................... 4

- Oil valve assembly (79-25-00) ....................................... 4- Oil filter and heat exchanger (72-61-00)...................... 4

- Filter pre-blockage indicator (72-61-00)...................... 4

- Oil cooler ....................................................................... 4

- Centrifugal breather (79-00-00) ................................... 4- Electrical magnetic plug (79-38-00) ............................. 4

- Mechanical magnetic plugs (72-15-00) and (72-61-00) 4

- Scavenge strainers (72-61-00)....................................... 4

- Low oil pressure switch (79-31-00) .............................. 4- Oil pressure transmitter 4

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OIL SYSTEM - GENERAL

Function

The oil system ensures lubrication and cooling of theengine.

Position

All the components are fitted on the engine except the tank

and cooler.


- System type : variable pressure, full flow, dry sump,synthetic oil

- Max oil temperature : 115 °C (239 °F)

- Min oil pressure switch setting : 130 kPa (18.85 PSIG)

- Low oil pressure : 980 kPa (142.1 PSIG)

- Max oil consumption : 0.2 l/h.

Lubrication requirementsLubrication is required for the follow

- Gas generator front bearings

• Axial compressor bearing

• Centrifugal compressor bearing

• Accessory drive bearings

- Gas generator rear bearing

- Power turbine bearings

- Reduction gearbox

- Accessory gearbox.

Sealing

Gas generator and power turbine bepressurized labyrinths, which are prodeposits.

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REDUCTIO

Type :

Variable pressure, full flow,dry sump, synthetic oil

Max oil temperature :

115 °C (239 °F)

Low oil pressure switch setting :

130 kPa (18.85 PSIG)

Max oil pressure :980 kPa (142.1 PSIG)

Max oil consumption :0.2 l/h

Frontbearings

Rearbearing

Frontbearing

POWER TGAS GENERATOR

Bearings Gears

ACCESSORY GEARBOX

Bearings

OIL SYSTEM

ENGINELUBRICATION

ENGINECOOLING

Sealing :Gas generator and power turbine bearings are sealed

by pressurized labyrinths which are provided with

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OIL SYSTEM - DESCRIPTION

The system contains all the components necessary for

engine lubrication : tank, pumps, filter, cooler, breatherand indicating devices.

Oil tank

The oil tank contains the volume of oil required to lubricatethe engine. It is supplied by the aircraft manufacturer.

Oil pumps

The oil pump pack contains one pressure pump and threescavenge pumps. The gerotor type pumps are driven by theaccessory gearbox. The pressure pump is equipped with apressure relief valve.

Oil valve assemblyThe oil valve assembly houses a check valve, an electricalmagnetic plug and the strainer for the gas generator rearbearing.

Oil filter

The oil filter retains any particles which may be present inthe oil. It is provided with a by-pass valve and a pre-blockage indicator. It also forms a heat exchanger with the

Scavenge strainers

The scavenge strainers protect the scdebris in the system.

Magnetic plugs

Mechanical magnetic plugs are fittscavenge pumps. An electrical mag

the scavenge outlet.

Oil cooler

The air cooled oil cooler cools the oilaircraft manufacturer.

Centrifugal breatherThe centrifugal breather separates thmist and vents the system.

Indicating devices

- Oil temperature probe

- Low oil pressure switch

Oil t itt

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ENGINEAIRFRAME

Pressure

relief valve

Pre-blockage

indicator

Low oil

pressure switch

Oil pressure

transmitter

Magnetic

plug

Magnetic

plug

COOLER

TANK

Temperatureprobe

Check

valve

FILTER

By-pass

valve

PRESSURE

PUMP

Fuel/oil heatexchanger

CENTRIFUGAL

BREATHER

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Indication

ENGINEAIRFRAME

SCAVENGESTRAINERS

SUPPLYSUCTION

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OIL TANK

Function

The tank contains the oil required for engine lubrication.

Position

- In the system : between the oil cooler and the pressurepump

- On the aircraft : it is installed on the decking beside theMGB.


- Aircraft manufacturer supply.

Main components

- Filler cap

- Level sight glass

- Drain plug

- Temperature probe

- Unions (supply, return and vent)

- Fan thermostatic switch.

Note : Refer to the aircraft manuaand operation.

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AIRCRAFT MANUFACTURERSUPPLY :

Installed on the decking

beside the MGB

LEVELSIGHT GLASS

Air vent to exhaust pipe

To pressure

pump

Air vent to exhaust pipe

Oil from the oil cooler

TANK

TEMPERA

PROB

Oil frooil co

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OIL PUMPS - GENERAL - DESCRIPTION

Function

The pumps ensure oil circulation.

Position

- In the system: on engine oil system inlet and outlet.

- On the engine: the pump unit is mounted by bolts on therear face of the accessory gearbox.


- Type : gerotor

- Quantity : 4

- Pressure relief valve setting : 1500 kPa (217.5 PSI).

Description

The pump unit comprises a body co(one pressure pump with pressurescavenge pumps).

The four pumps are driven by meanconnected to the accessory drive (N1

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g

Type :Gerotor

Quantity :4

Pressure relief

valve setting :1500 kPa (217.5 PSI)

DRIVE

SHAFT

PUMP

UNIT

PRESSUREPUMP

From

oil tank

To

oil cooler

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OIL PUMPS - OPERATION

Operating principle of a gerotor pump

A gerotor pump is a pump which comprises an inner rotordriving an outer rotor.

The inner rotor is eccentric to the outer rotor and has oneless lobe than the outer rotor has spaces.

Because of the eccentricity, the size of the chambers

formed between the two rotors varies with rotation.

Thus the oil is drawn in as the low pressure chamber sizeis increasing and is forced out under pressure as the highpressure chamber size decreases.

The process is continuous for each chamber, ensuring asmooth, positive flow.

Operation of the pressure pump

The pressure pump draws the oil from the tank and forcesit out under pressure in the supply system.

The whole pump flow is used (full flow ; pressure isfunction of the rotation speed, oil viscosity and oiltemperature).

Pressure relief valve operation

If the oil pressure exceeds the valve seand allows the oil to return to the pu

In normal operation the valve is closexceptional circumstances, e.g. startemperature.

Operation of the scavenge pump

Three scavenge pumps, one for the redfor the gas generator bearing, one bearings and the accessory gear trainoil cooler and the tank.

The pump flow is higher than that o

(dry sump type system).

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g

Normal runnin

(valve cl

Overpre

(valve o

Pressurerelief valve

PRESSURE

PUMP

From oil tank

To oil

cooler

Oil outlet

Oil

inlet

PUMP

BODY

HIGH PRESSURECHAMBER

LOW PRESSURECHAMBER

INNER ROTOR(driven at a speed

proportional to N1)

INNER ROTOR

OUTER ROTOR(driven by

the inner rotor)

OUTER ROTOR

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OIL VALVE ASSEMBLY

Function

The assembly houses a check valve and an electricalmagnetic plug and the strainer for the gas generator rearbearing.

The check valve prevents oil flow from the cooler to theengine when the pressure is very low (engine stopped).

The electrical magnetic plug collects ferrous particles

which may be in the oil.

Position

- In the system : downstream of the scavenge pumps

- On the engine : on the rear face of the accessory gearbox.


- Check valve setting : 15 kPa (2.17 PSI).

Main components

- Check valve

- Electrical magnetic plug and strainer- Scavenge strainer for the gas generator rear bearing.

Check valve description

The check valve comprises :

- A piston

- A spring

- A cover.

Check valve operation

Engine running

The outlet pressure of the scavengepiston, compressing the spring thus cooler.

Engine stopped

The scavenge pump outlet pressure i

Spring pressure closes the valve anfrom the cooler into the engine.

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Check valvesetting :

15 kPa (2.17 PSI)

CHECK VALSCAVENGE STRAINER(for the gas generator rear bearing)

Mounting

flange

OIL VALVEASSEMBLY

OIL VALVE

ASSEMBLY

To

oil cooler

V

(e

To

oil cooler

VALVE OPEN

(engine running)

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OIL FILTER AND HEAT EXCHANGER -

GENERAL

Function

The filter retains particles that may be in the oil. The filterhousing forms a fuel - oil heat exchanger.

Position

- In the system : downstream of the pressure pump

- On the engine : on the left rear face of the accessorygearbox.


- Type : glass fibre cartridge

- Filtering ability : 20 microns

- Mechanical pre-blockage indicator setting : ∆P 120 kPa(17.4 PSID)

- By-pass valve setting : ∆P 420 kPa (60.9 PSID).

Main components

The filter contains the interchangeabaccessible by a cover, and the fuel -

It also provides the support for accesindicator, low oil pressure switch, oil outlet unions).

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Fuel outlet (fuel/oil heat exchanger)

FILTERCOVER

OILFILTER

VISUAL PRE-BLOCKAGEINDICATOR

(re

(

Type :Glass fibre cartridge

Filtering ability :20 microns

Mechanicalpre-blockage indicator

setting :∆P 120 kPa (17.4 PSID)

By-pass valve setting :

Fuel inlet (fuel/oil heaexchanger)

From

oil tank

OILFILTER

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OIL FILTER AND HEAT EXCHANGER -

DESCRIPTION - OPERATION

Description

The main components of the filtering unit are the following :

- Filter base

- Filter cover (screwed onto the filter base)

- Fuel-oil heat exchanger fitted with walls which permitfuel flow around the oil filter casing

- Fibre glass cartridge (filtering element)

- By-pass valve (fitted inside the filter housing)

- Pre-blockage indicator

- Spring.

The filter base incorporates :

- Mounting points for the following :• Low oil pressure switch

• Oil pressure transmitter

• Oil outlet unions (compressor bearing lubrication

and rear bearing lubrication)• Fuel inlet and outlet unions.

Operation

Filtering (normal condition)

The oil supplied by the pressure pumfilter from outside to inside. The filtethe engine for lubrication.

The oil is also used to heat the fu

exchanger as the fuel flows around t

Pre-blockage

If the filter begins to become blocked thacross the filter increases. At a given 17.4 PSID) a red mechanical indicatcontinues to flow through the filter.

Blockage

If the pressure difference exceeds 4the by-pass valve opens and unfiltesystem.

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FILTERCOVER

PRE-BLOCKAGEINDICATOR

NORMAL

FILTERING(20 microns)

OPERATION OPRE-BLOC

(∆P 120 k

FILTERINGELEMENT

FUEL - OIL HEATEXCHANGER

Oil inlet

Fuel outlet

(fuel/oil heat exchanger)

Fuel inlet

(fuel/oil heat exchanger)

Fuel in

(fuel/oil he

Oil outlet

FILTERBASE

SPRING

PRE-BLOCKAGE

OPENING OF THE

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FILTER PRE-BLOCKAGE INDICATOR

Function

The indicator detects the onset of filter blockage.

Position

In the system, between inlet and outlet of the oil filter.

On the engine, on the filter housing cover.


- Type : differential

- Setting : ∆P 120kPa (17.4 PSID)

Description

The pre-blockage indicator comprises the following parts :- Indicator body including :

• Mounting flange

• Filter upstream pressure inlet

• Filter downstream pressure inlet

- Red indicator piston

- ∆

P piston- Transparent cover

Th l l k

Operation

Normal condition

Filter downstream pressure plus sprinthan upstream pressure. The two pistby magnetic force. The indicator is n

Pre-blockage condition

Filter upstream pressure exceeds dowpressure and the ∆P piston displaces

This breaks the magnetic hold and thpushed out by its spring. The indicat

The bi-metallic thermal lock ensuredoesn't operate when a large ∆P

temperature (locked below 50 °C (12

The indicator is re-armed by pushing

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Type :differential

Setting :∆P 120 kPa (17.4 PSID)

< 50 °C (122 °F) > 50 °C (122 °F)

Downstream pressure

Downstreapressure

Upstream pressure

NORMAL CONDITION

Red in∆P > 120

PRE-BLOCKAGE C

Oilfilter

TRANSPARENT

FILTERPRE-BLOCKAGE

INDICATOR

REDINDICATOR

PISTON

Filtercover

MOUNTINGFLANGE

From oil tank

Oilfilter

Pressurepump

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Indication

AIRCRAFT MANUFACTURER

SUPPLY :Installed in front of the main gearbox

Type :

Air-oil cooler

Differential and thermostatic

T

ta

Fs

COOLING

FAN

A

OIL

COOLEROIL

COOLER

Oiltank Scavenge

pumps

DIFFERENTIALAND THERMOSTATIC

BY-PASS VALVE

ENGINEAIRFRAME

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CENTRIFUGAL BREATHER

Function

The centrifugal breather separates the oil from the air/oilmist created by the oil system.

Position

- In the system : before the general vent line of the system.

- On the engine : it is formed by the starter/generator drivegear in the accessory gearbox.


- Type : centrifugal

- Air vent : through the rear part of the gear hollow shaft,

connected to the exhaust.

Description

The centrifugal breather is formed by the starter-generatordrive gear. This gear is formed in one piece with a hollowshaft and has holes which provide a passage between thegearbox and the air vent.

The gear is supported by two ball bearings and has amagnetic carbon seal at each end.

Operation

The centrifugal breather is driven by tof the accessory drive.

When the engine is running the air/oithe breather :

- Centrifugal force throws the oil d

gearbox where they fall to the bott

- The de-oiled air passes out througearbox passage, into an external pinto the exhaust.

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B

Oil droplets

Air/Oil mist

- from accessory gearbox

- from gas generator bearings- from power turbine bearings

- from reduction gearbox

STARTERDRIVE

Carbonseal

Bearing

STARTER-GENERATORDRIVE GEAR

Air/Oil mist

De-oiled air

BREATHER

Type :Centrifugal

Air ventThrough the rear part

of the gear hollow shaft,

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ELECTRICAL MAGNETIC PLUG

Function

The electrical magnetic plug attracts magnetic particles inthe oil system and provides a cockpit indication.

Position

- In the system : downstream of the scavenge pumps

- On the engine : mounted on the oil valve assembly.


- Type :

• Magnetic with electrical indication

• Self-sealing housing with strainer

• Optional chip pulse system.

- Indication : light on the aircraft instrument panel.

Description

The electrical magnetic plug comprises a magnetic probewhich has two parts which are electrically insulated from

one another and have a small gap between them.

The plug is connected, via the engine electrical harness, to

The plug is fitted into a housing whic

self-sealing valve and a mounting flaA bayonet type locking pin system enthe electrical magnetic plug.

The housing is bolted onto the oil vathe scavenge oil can flow across the

Operation

The magnetic probe attracts magnetithe oil.

If it attracts sufficient particles to formgap, this will complete the electricaltwo magnetic parts and thus providaircraft instrument panel.

Note 1 : The oil system also has two plugs, one located on the accessory gearbox and onthe reduction gearbox.

Note 2 : An optional chip pulse sysby the aircraft manufactudebris to be burnt off.

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MECHANICAL MAGNETIC PLUGS

Function

The magnetic plugs retain magnetic particles which maybe in the oil.

Position

In the system :

- One on the reduction gear scavenge return

- One on the accessory gearbox scavenge return.

On the engine :

- One at the bottom of the reduction gearbox

- One at the bottom of the accessory gearbox.


- Type : single magnetic probe. Self-sealing housing

- Quantity : 2.

Description

The magnetic plug includes : a maglocating pins.

The magnetic plug is installed in a (valve, spring).

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LOCKINGPINS

RENORMAL POSITION

VALVE

SELF-SEALINGHOUSING

SPRING

O'RINGSEALS

MAGNET LOCKINGPINS

To scavenge

MAGNETICPLUG

MAGNPL

MAGNETIC

PLUGS

Type :Single magnetic probeSelf-sealing housing

Quantity :2

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SCAVENGE STRAINERS

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SCAVENGE STRAINERS

Function

The strainers protect the scavenge pumps against largeparticles which might be in the oil.

Position

- In the system :• One strainer is fitted in each scavenge line upstream

of the scavenge pump

• One strainer is located downstream of the scavengepumps

- On the engine :• Two different strainers are located on the accessory

gearbox casing:

- one to the reduction gearbox- one to the accessory gearbox scavenge

• One strainer is located on the oil valve assembly (gasgenerator rear bearing scavenge).


- Type : wide mesh filter- Quantity : 3.

Description

Each strainer includes the following mesh filter, a mounting flange and a

Operation

A strainer is a wide mesh filter whiparticles which may be present in the the scavenge pumps.

Note : The electrical magnetic plugvalve assembly, is fitted with

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Type :Wide mesh filter

Quantity :3

WIDE MESHFILTER

O'RINGSEAL

MOUNTING

FLANGE

To scavenge

To oil cooler

Scavengepumps

ACCESSORY GEARBOXSCAVENGE STRAINERS

REDUCTION GEARBOXSCAVENGE STRAINERS

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LOW OIL PRESSURE SWITCH

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LOW OIL PRESSURE SWITCH

Function

The low oil pressure switch provides cockpit indication of low oil pressure.

Position

- In the system : downstream of the filter

- On the engine : mounted on the filter base.


- Type : diaphragm pressure switch

- Setting : 130 kPa (18.9 PSI)

- Indication : light on instrument panel.

Description

The pressure switch comprises the following components :a mounting flange and an electrical connector (connectionwith the instrument panel).

The pressure switch is secured by means of two screwsonto the filter base.

Operation

The pressure switch microswitch is engine operation.

If the oil pressure reduces to less thanthe diaphragm moves down. This ccontact to close, completing the cipressure warning light.

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Fro

LOW OIL PSW

LOW OIL PRESSURESWITCH

Type :Diaphragm pressure swich

Setting :130 kPa / (18.9 PSI)

Indication :Light on instrument panel

Oil

pressure

LOW OIL PRESSUSWITCH

O'RINGSEAL

MOUNTING FLANGE(secured by two screws

on the filter base)

ELECT(

the

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OIL PRESSURE TRANSMITTER

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OIL PRESSURE TRANSMITTER

Function

The transmitter provides a signal of oil pressure.

Position

- In the system : in the supply system, downstream of thefilter after the restrictor.

- On the engine : mounted on the filter base.


- Supplied by the aircraft manufacturer

- Type : resistive

- Output signal : voltage proportional to the oil pressure

- Indication : on instrument panel.

Description

The transmitter includes :

- A mounting flange (mounting on t

- An electrical connector (connectiopanel).

Operation

The oil pressure transmitter incorporateprinted on a flexible support.

The deformation of the support produproportional to the oil pressure for a co

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ELECTRICAL CONN(connection with the instru

MOUNTING FLANGE(secured by 2 screws on

the filter base)

OIL TRA

Oil

pressure

AIRCRAFTMANUFACTURER SUPPLY

Type :Resistive

Output signal :Voltage proportional to

the oil pressure

Indication :On instrument panel

OIL PRESSURETRANSMITTER

Training Manual ARR

EXTERNAL OIL PIPES

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EXTERNAL OIL PIPES

This description deals with the external pipes of the oilsystem.

Function

The oil pipes ensure the oil circulation between the oilsystem components and the lubricated parts of the engine(bearings).


- Type of pipelines : rigid (one flexible)

- Type of union : flanged union.

Description

Lubrication

- Oil inlet (from oil tank to pressure pump ; aircraftmanufacturer supply)

- From pressure pump to filter base

- Supply of the gas generator front bearings

- Supply of the gas generator rear bearing.

Scavenge

- Scavenge of the gas generator rear

- Scavenge of the power turbine beturbine to reduction gearbox ; flex

Breathing

- Gas generator rear bearing (extern

Air vent

- External pipe from centrifugal brepipe.

Training Manual ARR

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LUBRICATION PIPE

(from pressure pumpto filter base)

POWER TURBINE

BEARING SCAVENGE(flexible)

GAS GENERATORREAR BEARING

SUPPLY

REAR BEARINGSCAVENGE

Oil inlet

GAS GENERATREAR BEARIN

BREATHING

FRONT BEARINGSUPPLY

SUPPLY

SCAVENGE

BREATHINGAIR VENT

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Training Manual ARR

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5-AIR SYSTEM

- Air system (75-00-00)............................................. 5.2

- Internal air system (75-00-00)............................... 5.4

- Air tappings (75-00-00).......................................... 5.6

- Compressor bleed valve (75-31-00) ...................... 5.8

- P3 pressure transmitter (75-41-00)....................... 5.12

- Air tapping unions (75-00-00) ............................... 5.14

- External air pipes (75-29-00) ................................ 5.16

Training Manual ARR

AIR SYSTEM

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AIR SYSTEM

Function

The engine air system includes :

- An internal air system which ensures :

• The pressurisation of the labyrinth seals

• The cooling of the engine internal parts

• The balance of forces on the rotating assemblies

- Air tappings which ensure :• The air pressure measurement for the control system

• The start injector ventilation

• The aircraft air system supply

• 2B : The air supply to the pump and metering unit assembly (metering unit)

• The air for the bleed valve operation

• The air for the pressurisation of the power turbinelabyrinth seals.

- The compressor bleed valve.

Note : Refer to the various systems for the location, thecharacteristics, the description and operation.

Training Manual ARR

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INTERNAL AIR SYSTEM- Pressurisation of labyrinth seals

- Cooling of internal parts- Balance of forces on the rotating assemblie

AIR TAPPINGS

- Start injector ventilation

- Air pressure measurement for the control system- Aircraft air system supply

- Bleed valve operation- Pressurisation of the power turbine labyrinth seals

- AIR SUPPLY TO THE METERING UNIT (2B)

COMPRESSORBLEED VALVE

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Training Manual ARR

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INTERNAL AIR SYSTEM

FRONT SECTION GAS GENERATOR HP SECTION

Discharge of air(through compressor

bleed valve)

- Internal passages

P2.4 (centrifugal compressor P2.6 (centrifugal compressor P3 (c

Type :Air pressure tapping with

a calibrated flow

Air pressures used :- Centrifugal compressor inlet pressure- Centrifugal compressor wheel outlet pressure- Centrifugal compressor outlet pressure

Training Manual ARR

AIR TAPPINGS

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AIR TAPPINGS

Function

Air tappings are used for :

- Fuel control

- 2B : The pump and metering unit assembly (meteringunit)

- Start injector ventilation

- Aircraft services

- Bleed valve operation- Pressurisation of the power turbine labyrinth seals.


- P3 air : 820 kPa (118.9 PSI) / 335 °C (635 °F)

- Air tapping limited by restrictors.

Functional description

Fuel control

A P3 pressure transmitter measures the centrifugalcompressor outlet air pressure.

The signal of pressure is transmitted to the EECU.

2B: Air tapping for the pump and metering unit assembly

Theair tappedfromtheoutletof thecentrifugalcompressor

Start injector ventilation

Compressor delivery air is used toinjectors to avoid blockage by the carbfuel.

The system comprises a tapping unionto the start electro-valve.

Aircraft services

Compressor delivery air is tapped oaircraft systems.

The engine has two air tapping unionsservices) located on the centrifugal c

Note : The use of this bleed is restr

and in single engine mode.

Bleed valve operation

Compressor delivery air is tapped to opbleed valve.

Pressurisation of the power turbin

Refer to page 5.4

Training Manual ARR

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P0

82

A

ENGINEELECTRONIC

CONTROL UNIT

P3 PRESSURETRANSMITTER

Aircraft services

Bleed valve operation Control

signals

Power turbine

labyrinth seals

Fuel control (2B)

P3 air

Training Manual ARR

COMPRESSOR BLEED VALVE - GENERAL

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Function

The valve prevents compressor surge by bleeding off acertain quantity of air tapped from the axial compressoroutlet. When the valve is open, the discharge of air causesthe air flow through the axial compressor to increase thusmoving the operating line away from the surge line. Theoperation of this valve depends on the P3/P0 pressureratio.

Position

- In the system : between the axial and centrifugalcompressors

- On the engine : at the top of the counter casing.


- Type : pneumatic, butterfly valve

- Control : by P3/P0 pressure ratio.

Main components

- Pneumatic control system

- Butterfly valve

- Rack and pinion mechanism

- Microswitch (connected to the EE

- P2.4 air outlet

- P3 inlet filter.

Note : The air can be discharged uorder to improve coolincompartment.

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Type :Pneumatic, butterfly

Control :By P3/P0 pressure r

MICROSWITCH(connected to EECU)

RACK AND PINIONMECHANISM

BUTTERFLYVALVE

P3 INLETFILTER

P2.4 air outlet

P3 air

PNEUMATIC

CONTROL SYSTEM

COMPRESSION

RATIO P3/P0

COMPRESSOR FIELD DIA

Surgeline

Work(valv

Work(valv

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Training Manual ARR

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A B

P2.4

P2.4

RACK

INDICATION

MICROSWITCH

P0 air

INTERMEDIATE

STAGE

Signal to the

EECU

BUTTERFLYVALVE

PINION

PISTON

Training Manual ARR

P3 PRESSURE TRANSMITTER

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Function

The P3 pressure transmitter senses the compressor outletair pressure and supplies a signal to the EECU.

Position

In the system : connected to the EECU.

On the engine : on the ignition unit support.


- Type : resistive

- Output signal : voltage proportional to the air pressure

- Supply voltage : 10 VDC.

Description

The P3 pressure transmitter system comprises the P3tapping, an air pipe and the pressure transmitter.

The transmitter is secured on the ignition unit support by

2 screws.

The electrical connector provides the connection with the

Operation

The transmitter produces an electricalto the P3 air pressure.

The pressure signal is used by the EEC(fuel flow limit, surge control).

Training Manual ARR

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Type :Resistive

Output signal :Voltage proportional

to the air pressure

Supply voltage :10 VDC

P3 PRESSURE

TRANSMITTER

Compressor out

Engine Electronic

Control Unit

P3 air pressure

MOUNTING FLANGE(secured by 2 screws

on the ignition unit support)E

C(connecP3 PRESSURE

TRANSMITTER

Training Manual ARR

AIR TAPPING UNIONS

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Function

The air tapping unions allow air to be tapped from thecentrifugal compressor outlet.

Position

They are located on the centrifugal compressor casingfront face. The air in this zone is considered clean air as it

is out of the main air stream and thus contains very littledebris.


At 100 % N1, in standard conditions :

- Air pressure : 820 kPa (118.9 PSI)

- Air temperature : 335 °C (635 °F)


Start injector ventilation

Standard union.

Air flow : very low.

Power turbine labyrinth pressurisation

P3 pressure transmitter

Standard union.

Air flow : nil.

Aircraft services

Standard union.

Max air flow : 100 g/s (0.22 lb/sec.)

Compressor bleed valve

Standard union.

Air flow : negligible.

2B: Metering unit supply

Standard union.

Air flow : nil.

Training Manual ARR

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At 100 % N1,

in standard conditions

Air pressure :

820 kPa (118.9 PSI)

Ai t t

START INJECTOR

VENTILATION

Standard unionAir flow : very low

POWER TURBINELABYRINTH PRESSURISATION

Standard unionAir flow : very low

AIRCRA

StanMax air flow :

P3 PRESSURE

TRANSMITTER

Standard unionAir flow : nil

COMPRESS

StanAir flo

METERIN

Stan

Training Manual ARR

EXTERNAL AIR PIPES

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This part considers the external air pipes of the air system.

Function

The air pipes ensure the air supply from/to the varioussystem components.


- Type : rigid, stainless steel

- Unions : standard (connecting flange with bolts).

Description of the pipes

The air system uses the following external pipes :

- P3 air pipe for the control of the compressor bleed valve

- Air pipe for the ventilation of the start injectors

- Air pipe to supply the P3 pressure transmitter

- Air pipe for the pressurisation of the power turbinelabyrinth.

- 2B : Air pipe to supply the pump and metering unit assembly (acceleration controller).

Training Manual ARR

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BLEED VALVECONTROL

START INJECVENTILAT

Type of pipes :Rigid, stainless steel

Type of unions :Standard (connecting

flange with bolts)

AIR PIPE TO SUPPLY THE

PUMP - METERING UNIT

ASSEMBLY (2B)

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Training Manual ARR

6 FUEL SYSTEM

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6-FUEL SYSTEM- Fuel system (73-00-00) ........................................... 6.2

- Pump and metering unit assembly (73-23-00)..... 6.16

• Fuel pumps (73-23-00) .................................. 6.18

• Start purge valve (73-23-00) ......................... 6.22

• Metering unit (73-23-00) ............................... 6.24

- Fuel filter (73-23-11) .............................................. 6.42

- Fuel filter pre-blockage pressure switch (73-23-32) 6.48

- Fuel filter blockage indicator (73-23-31) ............. 6.50

- Low fuel pressure switch (73-23-33)..................... 6.52- Fuel valve assembly (73-14-00) ............................. 6.54

- Main injection system (72-00-43) ......................... 6.58

- Engine fuel inlet union (72-43-00) ........................ 6.60

- Start injectors (72-43-00) ...................................... 6.62Combustion chamber drain valve (71 71 00) 6 66

Training Manual ARR

FUEL SYSTEM - GENERAL

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Main components

- Pump and metering unit assembly

• LP pump

• Filter

• HP pump

• Metering unit.

- Fuel valve assembly

- Injection system.

Function

The fuel system ensures fuel supply, distribution, control,metering and injection.

Position

All the system components are mounted on the engineexcept the EECU.


- Supply by the aircraft system and the engine pumps

- Centrifugal main injection and start injection by injectors

- 2B : Manual control

- 2B1: Automatic back-up control

- Fuel control : digital control unit controlling a meteringdevice.

Training Manual ARR

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P3

N1

N1

FUEL VALVE

ASSEMBLY

PUMP AND METERING UNITASSEMBLY

SENSORS

HP PUMP

FILTER

LP PUMP

MANUAL

CONTROL (2B)

METERINGUNIT

FUEL INJESYSTE

AUTOMATIC BACK-UP CONTROL (2B1)

ENGINE

ELECTRONICCONTROL UNIT

- air

- en

I- centrifu- start inje

Manu

Automco

FuDigita

controlling

Training Manual ARR

FUEL SYSTEM - DESCRIPTION Metering unit

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This part shows the main components of the fuel system.

Low pressure pump (LP)

Centrifugal type pump which gives an initial pressure rise.

Oil/Fuel heat exchanger (oil filter)

Filter

Fitted between the LP and HP pumps, this filter has ablockage indicator and a by-pass valve.

Start purge valve

To eliminate air from the system before start.

Fuel filter pre-blockage pressure switch

Provides a cockpit indication of the onset of the filterblockage.

Low fuel pressure switch

Sensing the filter outlet pressure, it gives a cockpit indicationof system low pressure.

High pressure pump (HP)

- Normal control (stepper motor, resoconstant ∆P valve)

- 2B : Manual control : twist grip - 2B1 : Automatic back-up control

actuator (the actuator is supplmanufacturer).

Additional check valve

The valve permits the correct operatiovalve in low fuel flow conditions

starting).

Fuel valve assembly

- Start electro-valve

- Stop electro-valve

- Pressurising valve

- Stop purge valve.

Fuel injection system

- Start injectors (2)

- Main injection (centrifugal wheel)

- Engine fuel inlet union

- Combustion chamber drain valve.

Note : A fuel flowmeter, suppli

manufacturer, can be fitted bunit and the fuel valve assem

Training Manual ARR

PressStopNormal Stop

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Constant∆P valve AUTOMATIC BACK-UP

ACTUATOR (2B1)

Metering needle(with resolver andstepper motor)

ADDITIONALCHECK VALVE

Pressva

Stoppurge valve

PUMP ANDMETERING UNIT

ASSEMBLY

MANUALCONTROL

(2B)

HP PUMP(with pressure

Fuel inlet

(from aircraft

Purge (to tank)

LOW FUELPRESSURE SWITCH

FUEL FILTER(with by-pass valve

and blockage indicator)

OIL/FUEL HEATEXCHANGER

(oil filter)

Blockageindicator

START PURGEVALVE

Normalcontrol

FUEL FILTERPRE-BLOCKAGE

PRESSURE SWITCH

LP PUMP

Startelectro-valve

Stopelectro-valve

Engfuel inle

c

Purge (to tank)

FUEL VALVEASSEMBLY

Training Manual ARR

FUEL SYSTEM - OPERATION (1)

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This part deals with the following operating phases : pre-start, purge, starting, normal running, back-up control and

shut-down.

Pre-start

- The LP and HP pumps do not operate and there is nopressure in the system

- The constant ∆P valve is closed

- The stop electro-valve is closed

- The pressurising valve is closed

- The additional check valve is closed

- The start purge valve is closed

- The stop purge valve is closed

- The start electro-valve is in the ventilation position (noelectrical supply).

2B : At power-up the metering valve is positioned to permit the engagement of the manual control should this be necessary.

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Training Manual ARR


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Fuel system purge

Before starting, the booster pump is switched on. The lowpressure fuel flows through the LP pump and filter, and isreturned to the tank through the start purge valve.

This purge must be carried out before each start, for 15 to20 secs.

Training Manual ARR

BOOSTER PUMP PRESSURE

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START PURGEVALVE

HP PUMP(stopped)

Fuel inlet

(booster pump pressure)

Purge (to tank)

LP PUMP(stopped)

Restrictor

Training Manual ARR


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Starting

When start is selected, the start accessories are electricallysupplied.

The pumps are driven at a speed proportional to N1. Firstthey supply the start injectors and then the centrifugalinjection wheel.

The start purge valve closes.

The constant ∆P valve operates and returns the excess fuelto the LP pump outlet.

The additional check valve ensures the operation of theconstant∆P valve when the HP pump pressure is very low.It increases the HP fuel pressure during starting, particularlyat altitude.

The fuel flow is metered by the metering unit according tocontrol laws determined by the Engine Electronic ControlUnit.

At the end of starting, the start accessories are de-energisedand the start injectors are ventilated by P3 air pressure.

The gas generator rotation speed is stabilised at a controlled

value.

Training Manual ARR

PRESSURISING

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START PURGEHP PUMPFuel inlet

LP PUMP(driven)


LOW PRESSURE

HIGH PRESSURE

METERED FUEL

CONSTANT∆P VALVE

(in control)


(open)

PRESSURISINGVALVE (open)

STARELECTRO-(electrically

STOPELECTRO-VALVE

(electrically supplied)

Restrictor

Training Manual ARR


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Normal running

The required fuel flow is metered by the metering needle.The metering needle position is determined by the EngineElectronic Control Unit (refer to "CONTROL SYSTEM"chapter).

The HP pump always supplies more fuel than the enginerequires. The excess fuel returns to the LP pump outletthrough the constant ∆P valve.

The start injectors are continuously ventilated by P3 aircirculation.

Back-up control

2B : The manual control provides a back-up control of the fuel flow in case of a control system failure.

2B1 : In the event of a control system failure, an automaticback-up control system will ensure the correct fuel

flow.

Training Manual ARR

PRESSURISINGAUTOMATIC BACK-UP

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HP PUMPFuel inlet

LP PUMP

(driven)


LOW PRESSURE

HIGH PRESSURE

METERED FUEL

CONSTANT

∆P VALVE

(in control)


(open)

VALVE(open)

STARTELECTRO-VAL

(ventilation posi

MANUAL CONTROL (2B)

AUTOMATIC BACK UP CONTROL (2B1)

P3 AIR

In the event of a control system failure,an automatic back-up control system

will ensure the correct fuel flow.

Restrictor

Training Manual ARR


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Shut-down

The engine stop command electrically supplies the stopelectro-valve and the stepper motor to close the meteringvalve.

The fuel supply to the injection wheel is cut and the enginestops.

The stop purge valve opens briefly to drain the fuel from

the injection line to the tank.

Note : The electrical signal to the stepper motor is delayed in order to detect a failure to close of the stop valve.

Training Manual ARR

STOP STOP

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HP PUMP

LP PUMP(stopped)


(closed)

PURGE VALVE(open)

Momentary purge (to tank)

ELECTRO-VAL(electrically sup

The electrical signal to the stepper motor is

Restrictor

Training Manual ARR

PUMP AND METERING UNIT ASSEMBLY -

GENERAL

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GENERAL

Function

The pump and metering unit assembly ensures fuel supplyand fuel flow metering.

Position

- In the system : before the fuel valve assembly

- On the engine : on the left front face of the accessorygearbox.


- Mounting : clamping ring

- Replaceable components (LRUs):• Filter

• Pre-blockage pressure switch

• Low fuel pressure switch

• Fuel filter blockage indicator.

Main components

- LP pump

- Filter

- Pre-blockage pressure switch

- Blockage indicator

- Low fuel pressure switch

- Start purge valve

- HP pump

- Constant ∆P valve

- Metering unit

- Additional check valve.

Training Manual ARR

FILTER Pump and metering unit

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METERINGUNIT

MoClam

Replaceab

Pre-blockagLow fuel p

CONSTANT∆P VALVE

To HP

pump inlet

Heat

exchanger

LP PUMP

LP PUMP

HP PUMP

HP PUMP

BLOCKAGEINDICATOR


START

PURGE VALVE

START

PURGE VALVE


FILTER

FILTER

HP PUMLP PUMPFuel inlet

FILTER

PRE-BLOCKAGEPRESSURE SWITCH

METERINGUNIT

Pump and metering unit assembly (2B1)

Training Manual ARR


FUEL PUMPS - GENERAL - DESCRIPTION

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Function

The pump assembly supplies fuel under determinedconditions of pressure and flow.

Position

- In the system : before the metering unit

- On the engine : on the right side of the pump andmetering unit assembly.


- Type :• LP pump : centrifugal type

• HP pump : spur gear type.

Description

The pump assembly includes an LP pump and an HP pumpfitted with a pressure relief valve.

Low pressure pump (LP)

The low pressure pump is a centrifugan impeller driven at a speed propimpeller is mounted on a shaft supporshaft also drives the high pressure pu

The pump has an ejector supplied byoutlet in order to improve the pump

The pump is capable of operating wiso there is no filter at the inlet.

The shaft of the LP and HP pumps i

High pressure pump (HP)

The high pressure pump is a gear type

gear and a drive gear driven at a speed

The drive shaft is fitted with two lichamber between them. Any fuel ldrained overboard and no fuel can gearbox.

The high pressure pump also includ

valve which returns the excess fuel t

Training Manual ARR

HP FUEL PUMP

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Fuel inlet

(from aircraft fuel system)

Ejector Impeller

Drive gDriven gear

HP FUEL PUMP

LP FUEL PUMP

HP PUMP

PRESSURERELIEF VALVE

Heat

exchanger (oil filter)

LP PUMFuel inlet

Filter

Type :LP pump : centrifugal type

2B1

2B

Training Manual ARR


FUEL PUMPS - OPERATION

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U U S O ON

Fuel from the aircraft system enters the LP pump whichprovides an initial pressure increase to supply the HPpump. The HP pump gives a second pressure rise andsupplies the metering unit.

The LP pump is capable of drawing fuel from the aircrafttank and therefore booster pumps are not necessary afterstarting.

LP pump operation

The centrifugal impeller draws the fuel in and forces it outtowards the heat exchanger.

The pump efficiency is improved by an ejector pump at itsinlet, supplied from the centrifugal impeller outlet.

The LP pump is said to be "transparent" as fuel can flowthrough it when it is not turning.

HP pump operationThe fuel arriving from the LP pump, vout under pressure by the HP pump t

The amount of fuel supplied by the puthan that required by the engine.

The HP pump is provided with a pre

the event of overpressure the valve opof the flow to the pump inlet. This vanormal engine running.

Training Manual ARR

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Fuel filter

HP PUM(with pres

relief va

LP PUMP


LOW PRESSUREHIGH PRESSURE

Heat exchanger

(oil filter)

Fuel inlet (from aircraft fuel system)

To spur

To m

Training Manual ARR


START PURGE VALVE

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Function

The start purge valve permits a purge of air from the fuelsystem before engine start.

Position

- In the system : between the filter and the return line to the

fuel tank

- On the engine : on the upper part of the pump andmetering unit assembly.


- Type : ball valve controlled by a piston and a spring.

Description

- A valve

- A piston

- A spring.

Operation

When the aircraft booster pump is supplied to the engine.

As soon as engine start is selected, HPon the piston to close the start purge

The start purge valve is open. The fueLP pump, the filter and return to the

Training Manual ARR

Purge (to tank)

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STARTPURGE VALVE

SPRING PISTONVALVE

Pm

Low pressure

STARTPURGE VALVE

(open)

FUEL SYSTEMPURGE

NORMOPERA

HP pump(engine stopped)

Booster pump

pressure

Purge (to tank)

STARTPURGE VALVE

(closed)

HP pump(engine running)

Low

pressure

(to tank)


STARTPURGE VALVE

From fuel filter

From fuel filter

Training Manual ARR


METERING UNIT (2B) - GENERAL -

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DESCRIPTION

Function

The metering unit controls the fuel flow in automatic modein response to signals from the EECU.

In the event of control system failure, it permits fuel flowcontrol in manual mode.

Position

- In the system : downstream of the HP pump

- On the engine : at the front part of the pump and metering unit assembly.


- Automatic control by an electrical actuator (stepper motor) driving a metering needle

- Manual control by a mechanical unit.

Description

- Actuator (automatic control)

- Metering needle (automatic and m

- Manual control system

- Metering needle position transmit

- Constant ∆P valve (common)

- Additional check valve (common).

Note : The position transmitter can

resolver.

Training Manual ARR

Automatic control by an electrical actuator (stepper

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METERINGNEEDLE

Return to

HP pump inlet

Low pressure

HP pump

CONSTANT∆P VALVE

AC

POSITIONTRANSMITTER

Automatic control by an electrical actuator (steppermotor) driving a metering needle

Manual control by a mechanical unit

ELECTRICAL

ACTUATOR

METERINGNEEDLE

MANUAL CONTROL(connection withthe twist grip)

Training Manual ARR


METERING UNIT (2B) - OPERATION (1)

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This unit incorporates the automatic and manual control

systems in one unit.

The manual control is connected to a twist grip control onthe collective pitch lever

Automatic control system (normal operation)

The twist grip and manual system are in the "neutral" notch.

The manual control mechanism is "clutched" and,consequently, the upper end of the metering needle controllever is fixed. On the other hand, the acceleration controllever is kept away from the stops ; thus it does not offer anyresistance to the displacement of the metering needle.

The metering needle position is controlled by the stepper motor.

When the EECU commands a fuel flow increase thestepper motor rotates and through the rack and pinionmechanism, drives the metering needle open. The upper end of the vertical lever acts as a pivot point. The horizontalmetering needle rod has a rack and pinion mechanismwhich drives the position resolver which provides a

metering needle position signal to the EECU (XMV). For a fuel flow decrease, the system operates in the opposite

The constant ∆P valve returns the e

pump inlet and maintains a constant∆Pneedle. Thus fuel flow is only a functio

position, unaffected by change of ∆P

During shut-down the metering neeclosed position by the EECU.

During power-up, the metering nee permit engagement of the manual co

Training Manual ARR

METERINGNEEDLE


POSITIONTRANSMITTER

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P3

+

+

-

-

+ -

N

Fuel return

to HP pump inlet

To fuel valve

assembly

CONSTANT∆P VALVE

C C

ADDITIO

CHECK V

S

MANUAL

CONTROL

METERING

NEEDLECONTROL LEVER

STEPPER

MOTOR

METERING NEEDLEFue

to HPFuel inlet

METERING

NEEDLE

STEPPERMOTOR

Fuel

inlet

AUTOMATIC CONTROLSYSTEM

Training Manual ARR

PUMP AND METERING UNIT ASSEMBLY - METERING UNIT (2B) - OPERATION (2)

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Manual control system

Fuel flow increase demand (+ range)

The stepper motor is "frozen". The lower end of thetransmission system is then fixed and acts as a pivot.

When the manual control is moved, the accelerationcontroller lever is engaged onto the metering needle

control lever.

Thus the metering needle moves according to the manualcontrol until it reaches the P3 capsule stop.

This provides an instant step of fuel flow increase caused by the opening of the metering needle.

Should the manual control continue to move, thetransmission system would temporarily declutch.

The metering needle opening is afterwards controlled bythe capsule compression caused by the progressive increaseof the P3 air pressure.

Thus, the fuel flow required is obtained without surge or exceeding the limits.

The acceleration ends when the metering needle control

Training Manual ARR

METERINGNEEDLE


POSITIONTRANSMITTER

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N+

∆P

P3

ACTUATOR

(manual control)

Fuel return

to HP pump inlet

To fuel valve

assembly

CONSTANT

∆P VALVE

NEEDLE CHECK VALVETRANSMITTER

Fuel

inlet

OPENING

MANUALCONTROL

METERING NEEDLEPOSITION TRANSMITTER

FFuel

ACCELERATION

CONTROLLER

Low stop

MICROSWITCH

(neutral position signalto EECU)

LOADLIMITER

METERING

NEEDLEMANUAL

CONTROL SYSTEMFUEL FLOW INCREASE

Training Manual ARR


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Manual control system (continued)

Fuel flow decrease demand (- range)

The stepper motor is "frozen". The lower end of thetransmission system is then fixed and acts as a pivot.

The clutch transmission system is pushed by the twist grip.

The acceleration controller lever is engaged onto themetering needle control lever.

Thus the metering needle moves with to the manual controluntil it reaches the fixed low stop.

If the metering needle reaches the low stop, the transmissionsystem is declutched in order to limit the stresses on themechanical lever.

In the case of sudden control movement, the load limiter reduces the load on the pump and metering unit assemblyinternal mechanism.

Training Manual ARR

METERINGNEEDLE


POSITIONTRANSMITTER

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∆P

N-

P3

ACTUATOR(manual control)

Fuel return to HP pump

inlet

To fuel valve

assembly

CONSTANT∆P VALVE

NEEDLE CHECK VALVETRANSMITTER

Fuel inlet

CLOSINGMANUAL

CONTROL

METERING NEEDLEPOSITION TRANSMITTER

FuFuel

ACCELERATIONCONTROLLER

Low stop

MICROSWITCH(neutral position signal

to EECU)

LOADLIMITER

METERINGNEEDLEMANUAL

CONTROL SYSTEMFUEL FLOW DECREASE

Training Manual ARR


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Manual control system (continued)

"Mixed" mode

During normal operation (automatic mode), if the twist grip is moved out of the neutral notch :

- The neutral position switch sends a signal to the EECU

- The stepper motor continues to operate

- The EECU outputs a signal to the cockpit.

Any variation of fuel flow commanded by the twist grip willbe automatically compensated by the EECU.

Consequently the N1 and the power delivered by theengine will still be controlled by the EECU.

Forced idle mode

To permit autorotation training, a idle) is operated at the end of movemin the flow decrease direction. When toutput to the EECU causes the softwengine to idle (67 % N1). The engin

power to the aircraft transmission possible. Return to normal flight powthe twist grip is moved off the minmicroswitch opens.

Training Manual ARR

METERINGNEEDLE


POSITIONTRANSMITTER

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+ -

N

+

+

-

-

+ -

P3

MANUAL

CONTROL SYSTEM"MIXED" MODE AND


inlet

To fuel

valve assembly

CONSTANT∆P VALVE

NEEDLE CHECK VALVE

ADDITICHECK

TRANSMITTER

MANUALCONTROL

STEPPERMOTOR

METERING NEEDLEPOSITION TRANSMITTER FuFuel

METERINGNEEDLE

STEPPERMOTOR

Fuel inlet

ACTUATOR(manual control)

ACCELERATIONCONTROLLER

LOADLIMITERFORCED IDLEMICROSWITCH

MICROSWITCH(neutral position signal

to EECU)

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Training Manual ARR

Automatic control by an electrical actuator

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METERING

NEEDLE

POSITIONTRANSMITTER

Return to HP pump inlet

Low

pressure

HP pump

CONSTANT∆P VALVE

ELECTRICALACTUATOR

ACH

uto at c co t o by a e ect ca actuato(stepper motor) driving a metering needle

Back-up control by an automatic unit

ELECTRICAL

ACTUATOR

AUTOMATICBACK-UPCONTROL

AUTOMATICBACK-UPCONTROL

Training Manual ARR


METERING UNIT (2B1) - OPERATION (1)

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This unit incorporates the normal automatic control and

the mechanical part of the back-up control system in oneunit.

Automatic control system

Normal operation

In normal operation, the by-pass valve is closed to by-passand fully open to metering needle supply. This is theneutral position.

The metering needle position is controlled by the stepper motor.

When the EECU commands a fuel flow increase, thestepper motor rotates and through the rack and pinion

mechanism, drives the metering needle open. The meteringneedle rod movement drives the resolver through a rack and pinion which provides a metering needle positionsignal to the EECU. For a fuel flow decrease, the systemoperates in the opposite sense.

The constant ∆P valve returns the excess fuel to the HP pump inlet and maintains a constant pressure drop acrossthe metering needle. Thus fuel flow is only a function of

metering needle position, unaffected by changes of ∆P.

D i h d h i dl i d h

Note : NPS: Neutral position switch

Training Manual ARR


POSITIONTRANSMITTER A

CONT

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N2

+

-


inlet

To fuel valve

assembly

CONSTANT∆P VALVE

METERINGNEEDLE

ADDITICHECK

METERING NEEDLEPOSITION

TRANSMITTER(to EECU)

ELECTRICALACTUATOR

METERINGNEEDLE

DUAL

STEPPERMOTOR

Fuel

inlet

NEUTRALPOSITIONSWITCH

CONT(norm

DUAL

STEPPERMOTOR

EECU

ELECTRICALCONTROL UNIT

(EBCAU)

Training Manual ARR

PUMP AND METERING UNIT ASSEMBLY - METERING UNIT (2B1) - OPERATION (2)

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Automatic control system (continued) Forced idle mode

To permit autorotation training, a microswitch (forced idle) is operated at the end of movement of the twist gripin the flow decrease direction. When this switch is closed its output to the EECU causes the software to deceleratethe engine to idle (67 % N1).

The engine no longer supplies power to the aircraft transmission and autorotation is possible.

Return to normal flight power is made as soon as the twist grip is moved off the microswitch.

Training Manual ARR

AUTO


POSITIONTRANSMITTER

AUTOMATICBACK-UP

CONTROL

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+

-

∆P+-

N2

CONTRO

FORCED

Fuel return

to HP pump inlet

To fuel valve

assembly

CONSTANT∆P VALVE

METERINGNEEDLE

ADDIT

CHECK

CONTROL

METERING NEEDLEPOSITION

TRANSMITTER

(to EECU)

METERING

NEEDLE

DUAL

STEPPERMOTOR

Fuel

inlet

DUAL

STEPPERMOTOR

BY-PASSVALVE

Forced idlecontrol

FORCED IDLEMICROSWITCH

(+)

(-)

ELECTRICAL

ACTUATOR

NEUTRAL

POSITIONSWITCH

EECU


(EBCAU)

Training Manual ARR


METERING UNIT (2B1) - OPERATION (3)

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Automatic back-up control system

The automatic back-up system includes an electrical controlunit (EBCAU) in the aircraft and an electrical actuator

fitted on the pump and metering unit assembly linked to ametering needle by-pass valve.

In the unlikely event of a total EECU failure, the stepper motor will be frozen and the back-up system will maintain

N2 at 100 %. The electrical control unit receives a signalof N2 from the engine.

If the N2 decreases, it will command the actuator to openthe by-pass thus permitting an increased fuel flow in by-

pass of the metering needle.

If the N2 increases, the control unit will command the

actuator to rotate the by-pass valve in the opposite direction.This will reduce the flow to the main metering needlewithout opening the by-pass.

The rate of engine acceleration and deceleration is a function of the speed of movement of the actuator which isdesigned to avoid the possibility of surge or flame-out.

Note : The electrical control unit Back-up Control Auxiliary Unactuator are supplied by the ai

Training Manual ARR

AUTOMATCONTRO


AUTOMATICBACK-UP

CONTROL

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+-

∆PN2

CONTRO

(ope

Fuel return

to HP pump inlet

To fuel valve assembly

CONSTANT

∆P VALVE

ADDITICHECK

CONTROL

Fuel

inlet

BY-PASSVALVE

METERING NEEDLE

POSITIONTRANSMITTER

(to EECU)

DUAL

STEPPERMOTOR

ELECTRICALACTUATOR NEUTRALPOSITION

SWITCH

EECU


(EBCAU)

Training Manual ARR

FUEL FILTER - GENERAL

Function Main components

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Function

The filter retains any particles that may be in the fuel inorder to protect the metering unit components.

Position

- In the system : between the LP and HP pumps

- On the engine : on top of the pump and metering unitassembly.


- Type : fibre glass cartridge

- Filtering ability : 20 microns

- By-pass valve setting : ∆P 120 kPa (17.4 PSID)

- Pre-blockage pressure switch setting : ∆P 70 kPa(10.2 PSID).

Main components

- Filter

- Blockage indicator

- By-pass valve

- Pre-blockage pressure switch

- Cover with union (supply to start p

Training Manual ARR

Type :Fibre glass cartridge

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g g

Filtering ability :20 microns

By-pass valve setting :∆P 120 kPa (17.4 PSID)

Pre-blockage setting :∆P 70 kPa (10.2 PSID)

From LP pump

Pre-blopressure

Blockage

indicator

FUELFILTER

BY-PASS

VALVE

Blockageindicator

Blockageindicator

Pump and metering unit assembly (2B)

FUELFILTER

FUELFILTER

Pre-blockagepressure switch

To start purge valve

To start purge

valve

Training Manual ARR

FUEL FILTER - DESCRIPTION

The assembly comprises the housing, the filtering element,th b l th bl k it h d

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the by-pass valve, the pre-blockage pressure switch and

the blockage indicator.

Filtering element

It is a fibre glass cartridge with a filtering ability of 20microns.

O'ring seals ensure the sealing between the cartridge and

the filter housing.

The filter cover is fitted with a purge outlet union.

By-pass valve

This valve ensures a fuel flow to the metering unit in theevent of filter blockage. It is subjected on one side to filter

upstream pressure and on the other side to downstreampressure plus the force of a spring.

Note : The by-pass valve is fitted inside the pump and metering unit assembly body.

Training Manual ARR

FILTERING ELEMENT(20 micron fibre glass filter)

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(20 micron fibre glass filter)

FIL(20 m

O'RING

O'RINGSEALS

FILTERHOUSING

To start purge valve

COVER

BY-PASSVALVE

Training Manual ARR

FUEL FILTER - OPERATION

The operation is considered in normal operation, pre-blockage and blockage

Blockage

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blockage and blockage.

Normal operation

The fuel provided by the LP fuel pump enters the fuel filterand flows through the filtering element (from outside toinside).

The filtering element retains particles larger than 20

microns. The fuel then flows to the HP pump.

Note : Before entering the fuel filter, the fuel passesthrough the heat exchanger formed by the oil filter housing.

Pre-blockage

When the filter becomes dirty, the pressure differenceacross the filtering element increases.

If the pressure difference becomes higher than 70 kPa(10.2 PSID), the electrical contact of the pressure switchcloses and supplies the "fuel filter pre-blockage" indicationin the cockpit.

When the pressure difference across exceeds 120 kPa (17.4 PSID), the by-causes :

- The red indicator to pop out

- The fuel flow to by-pass the filter.

Note : Refer to the following pages f pressure switch operation.

Training Manual ARR

OPERATION OF THE FUEL FILTERPRE-BLOCKAGE PRESSURE SWITCH

∆P 70 kP (10 2 PSID)

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FILTERBLOCKAGE

ONSET

The pre-blockagelight illuminates(cockpit)

From

LP pump To HP pump

FILTERING ELEMENTOPERATION(20 microns)

BLOCKAGEINDICATOR OPERATION

(the red visualindicator appears)

FromLP pump

To HP pump

∆P : 70 kPa (10.2 PSID)

PRE-BLOCKAGE

OBY

∆P : 12

From

LP pump

FILTERBLOCKED

Training Manual ARR

FUEL FILTER PRE-BLOCKAGE PRESSURE

SWITCH

Description

The pre-blockage pressure switch incomponents :

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FunctionThe pre-blockage pressure switch provides an indicationof the onset of filter blockage.

Position

- In the system : between the fuel inlet and outlet of the

filter

- On the engine : on the pump and metering unit assemblybeside the fuel filter.


- Type : differential pressure switch

- Setting : ∆P 70 kPa (10.2 PSID)

- Indication : light in the cockpit.

p

- The pressure switch body which hcontact

- The mounting flange : the pre-blocis secured by two screws on the pumassembly

- Electrical connector (connected to the cockpit).

Two O'ring seals ensure the sealinblockage pressure switch and the pumassembly body.

Operation

Normal operation

The filtering element is clean. The preach side of the filtering unit is lblockage pressure switch setting : theopen and there is no indication.

Filter pre-blockage

When the filtering unit becomes difference across the filter increasesdifference exceeds the pressure swi

Training Manual ARR

Type :Differential pressure switch

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Pump and metering unit

assembly (2B)


MOUNTINGFLANGE

O'ring

seals

Differential pressure switch


Indication :Light in the cockpit

Fuelfilter

Fuelfilter

To HP pump

From LP pump

From LP pump

Fuel pressure

Cleanfilteringelement

Pre-blockage lig(cockpit)

Dirtyfilteringelement

PRE-BLOCKAGEPRESSURE SWITCH

Training Manual ARR

FUEL FILTER BLOCKAGE INDICATOR

Function Operation

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The blockage indicator provides a visual indication of filter blockage.

Position

- In the system : between the fuel inlet and outlet of thefilter

- On the engine : on the pump and metering unit assemblybeside the fuel filter.


- Type : differential pressure, magnetic arming device

- Setting :∆

P 120 kPa (17.4 PSID)

- Indication : red indicator.

Decription

The indicator comprises :

- A body with a mounting flange

- A red indicator

A bl ( l )

p

Normal operation

The filtering element is clean. The preach side of the filter is lower than thsetting : the indicator doesn't protrud

Filter blockage

When the filter becomes dirty, the increases.

When the pressure difference exceeds17.4 PSID) it causes the by-pass vaindicator to pop out.

Note : The indicator is reset, aftercover by pushing it back into

Training Manual ARR

RED INDICATOR(magnetic) TType :

Differential pressure

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MOUNTINGFLANGE

Upstream

pressure

Downstream pressure

Differential pressure,

magnetic arming device


Indication:Red indicator

BLOCKAGEINDICATOR

BlockagindicatioTo HP pump

From

LP pump

From

LP pump

Filter(clean)

Filter(dirty)

BLOCKAGEINDICATOR

Pump and metering unit assembly (2B)

Fuelfilter

Fuelfilter

P d i i

Training Manual ARR

LOW FUEL PRESSURE SWITCH

Function Description

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The low fuel pressure switch detects low pressure at the LPpump outlet.

Position

- In the system : upstream of the HP pump

- On the engine : on the pump and metering unit assemblyfront face above the LP pump.


- Type : diaphragm

- Setting : 60 kPa (8.7 PSI)

- Indication : light on the instrument panel.

The pressure switch includes :

- A fuel inlet orifice

- A diaphragm and a microswitch

- An electrical connector (connectionpanel).

The low fuel pressure switch is securepump and metering unit assembly fr

Operation

Normal engine running

In normal operation the fuel pressurethe electrical contact open.

The warning light on the instrument p

Low pressure operation

If the fuel filter downstream pressure

(8.7 PSI), the electrical contact closecircuit to the low fuel pressure warni

Training Manual ARR

MOUNTING

FLANGEFuel

pressure

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Type :

Diaphragm

Setting :

60 kPa (8.7 PSI)

Indication :

Light on the instrument panel

PRESSUSWITC


LOW FUEPRESSURE SW

ELEC(

the

To

From

LP pump

HP pumpLP pump

Lo

(in

Training Manual ARR

FUEL VALVE ASSEMBLY - GENERAL -

DESCRIPTION

Start electro-valve

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FunctionThe fuel valve assembly distributes the fuel to the injectionsystem.

Position

- In the system : between the metering unit and the

injection system

- On the engine : on a support at the upper part of thecentrifugal compressor casing.


- Assembly which comprises electro-valves and

hydromechanical valves

- Setting of the pressurising valve : 300 kPa (43.5 PSI)

- Setting of the stop purge valve : 1300 kPa (188.5 PSI).

Description

This assembly includes the start electro-valve, the stopelectro-valve, the pressurising valve and the stop purge

This valve allows either fuel or airinjectors. It is a 3-way, mono-stable vsolenoid which controls a double vaare : the fuel inlet, the air inlet aninjectors.

Stop electro-valve

This valve controls the fuel flow to this a bi-stable type valve and consists ocoils (open and close) and a two pos

Pressurising valve

During starting it ensures priority

injectors. It is a ball valve which is sp

Stop purge valve

It is a ball valve which is spring loadedcentrifugal injection wheel during eprevent carbonisation of residual fue

Training Manual ARR

FUA

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Fuel valve assembly :- Electro-valves

- Hydromechanical valves

Pressurising valve setting :

300 kPa (43.5 PSI)

Stop purge valve setting :1300 kPa (188.5 PSI)

PRESSURISINGVALVE

STARTELECTRO-VALVE

FUEL VALVEASSEMBLY

STOPPURGE VALVE

STARTELECTRO-VALVE

From metering unit

Purge

(to tank)

PRESSVA

STOPELECTRO-VALVE

Training Manual ARR

FUEL VALVE ASSEMBLY - OPERATION

The following phases are considered : starting, normalrunning and shut-down.

Shut-down - Injection wheel pur

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g

Starting

When start is selected, the start electro-valve is electricallysupplied. The double valve opens the fuel supply to thestart injectors. At the same time the stop electro-valve isenergised to the open position to admit the fuel flow fromthe metering valve.

When there is sufficient fuel pressure (300 kPa / 43.5 PSI),the pressurising valve opens and fuel flows to the centrifugalinjection wheel.

When the engine reaches self-sustaining speed (approx.45 % N1) the electrical supply to the start electro-valve iscut. The valve moves across under spring pressure, closingthe fuel supply and opening the P3 air supply to ventilatethe injectors.

Normal running

In this condition the fuel is supplied to the centrifugalinjection wheel and the start injectors are still ventilatedwith P3 air.

When shut-down is selected the cloelectro-valve is supplied. The valve cfurther supply to the injection systemvalve closes and the engine beginssudden but brief pressure rise, upstreavalve, causes the purge valve to opeThis allows combustion chamber air presidual fuel from the centrifugal injline. This prevents carbonisation of thmight cause the blockage of the injectis returned to the fuel tank.

As the fuel pressure decreases, theunder the action of its spring.

Training Manual ARR

Stoppurgevalve

Pressurisingvalve

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valve

Startelectro-valve

valve

Fuelinjectionsystem

Stopelectro-valve

INITIAL PHASE OF STARTING ACCELERATENGINE STOPPED

P3 P3

Training Manual ARR

MAIN INJECTION SYSTEM

Function Internal supply pipe

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The injection system sprays fuel into the combustionchamber to give stable and efficient combustion.

Position

- In the system : downstream of the fuel valve assembly

- On the engine : inside the combustion chamber. Theinjection wheel is mounted between the centrifugalcompressor and the turbine shaft.


- Type : centrifugal injection

- Radial fuel supply.

Description

The main injection system comprises the fuel inlet union,the internal supply pipe and the centrifugal injectionassembly.

Engine fuel inlet union

Fi d h l i h f f f h

This pipe connects the inlet union to

Centrifugal injection assembly

This assembly consists of a stationarinjection wheel. The distributor is drildeliver the fuel to the wheel. The injecbetween the compressor and the tur

with holes which form the fuel spbetween the distributor and the whpressurised labyrinth seals.

Operation

As the injection wheel is rotating at fuel is centrifuged out through the

sprayed between the two swirl plate

It should be noted that the injection prthe centrifugal force and therefore therequire very high pressures.

The injection wheel fuel chamber is slabyrinth seals. There is a small aichamber. During shut-down the fusystem is purged via the fuel valve a

Training Manual ARR

8/13/2019 Arriel_2B-2B1 11-02 En


Type :

Centrifugal injection,radial fuel supply

CENTRIFUGAL

INJECTION WHEEL(with spraying jets)

INTERNALSUPPLY PIPE

ENGINE FUEL

INLET UNION

ENGINE FUELINLET UNION

DISTRIBUTORFuel inlet

DISTRIBUTOR

Leak test

plug

Restrictor

Pressurising

valve

CENTRIFUGAL

WHEELFrom metering unit

To stop purge valve

Training Manual ARR

ENGINE FUEL INLET UNION

Function Operation

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The union ensures transfer of the fuel from the externalpipe to the internal supply pipe.

Position

- In the system : downstream of the pressurising valve

- On the engine : it is fitted at the lower right front face of the compressor casing.

Description

The device comprises :

- A body with a mounting flange and an internal restrictor

- A leak test plug

- Seals (O'rings and copper seal).

The union ensures the fuel transfer band internal fuel ducts of the main in

The restrictor is used to increase pressure thus to improve the pumpassembly ∆P valve operation.

The leak test plug helps to check the i

union (there should not be any leak)

Training Manual ARR

8/13/2019 Arriel_2B-2B1 11-02 En


Internalsupply pipe

ENGINE FUELINLET UNION

Distributor

From

metering unit P3

Fuel

inlet

Leak test

plug

Coppe

seal

Restrictor O’ring

seals

Training Manual ARR

START INJECTORS - GENERAL

Function Main components

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The two start injectors spray fuel into the combustionchamber during engine starting.

Position

- In the system : downstream of the start electro-valve

- On the engine : on the upper half of the turbine casing at2 o'clock and 10 o'clock

- They penetrate into the mixer unit.


- Type : simple injector

- Quantity : 2

- Ventilation : by air flow.

- Mounting flange

- Fuel inlet union

- Injector body

- Spraying jet.

Training Manual ARR

MOUNTINGFLANGE

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STARTINJECTOR Startelectro-valve

From

metering unit

Type :Simple injector

Quantity :2

Ventilation :By air flow

SPRAYINGJET

STARTINJECTOR

Training Manual ARR

START INJECTORS - DESCRIPTION -

OPERATION

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DescriptionThe injectors are mounted on the upper part of the turbinecasing. They penetrate into the combustion chamberthrough holes in the mixer unit.

They are secured by two bolts onto bosses with seals andspacers to prevent leaks and adjust the depth of penetrationinto the combustion chamber.

Injector components

- Injector body

- Fuel inlet (threaded to receive a union)

- Spacers and seals (depth adjustment)

- Mounting flange (secured by 2 bolts)

- Filter

- Nut

- Jet

- Shroud.

Operation

Starting

During starting the injectors are supp

The fuel is atomised and is ignited byigniter plugs. The flame thus produ

sprayed by the centrifugal injection w

Normal running

When the engine reaches self-sustai45 %) the fuel supply to the injector

P3 air is then blown through thecarbonisation of the residual fuel.

It should be noted that ventilation iengine running.

Training Manual ARR

From

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metering unit

From

metering unit

Startelectro-valve

Startelectro-valve

P3

FILTER

JET

Gas flow direction

SPACERS ANDSEALS

SHROUD

NUT

Fuel

inlet

MOUNTING FLANGE(mounting with two bolts)

INJECTOR

STARTING

Training Manual ARR

COMBUSTION CHAMBER DRAIN VALVE

Function Operation

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The valve drains overboard any unburnt fuel remaining inthe combustion chamber.

Position

- On the engine : at the bottom of the turbine casing.


- Type : piston valve

- Setting : Closing threshold as a function of N1 and P0.

Description

The drain valve includes the following components :- A mounting flange (secured by two bolts on a mounting

pad located at the bottom of the turbine casing).

- A piston valve held open by a spring

- An outlet union which connects to the drain system.

The valve has two positions : open a

Open position

When the engine is not running andstart, the valve is held open by the a

Any unburnt fuel in the combustionthrough the valve overboard to theensures that no fuel accumulates in thewhich could cause starting overtemperature).

Closed position

As the engine starts the combustioincreases. This pressure is felt on the

valve which moves down to close th

The valve closes during starting whena given threshold as a function of N

Training Manual ARR

8/13/2019 Arriel_2B-2B1 11-02 En


Fuelinjectionsystem

DRAIN

VALVE

SPRING(keeping thevalve open)

PISTONVALVE

M

DESCRIPTION

Unburnt fuel

To drain system

Type :Piston valve

Setting :Closing threshold as a function of N1 and P0

Training Manual ARR

EXTERNAL FUEL PIPES

Function

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The fuel pipes ensure the circulation of fuel between thecomponents of the system.


- Type : rigid, stainless steel.

Main pipes

- From LP pump to oil filter (heat exchanger)

- From oil filter to fuel filter

- From pump and metering unit assembly to valve assembly

- From valve assembly to start injectors (x2)

- From valve assembly and pump and metering unitassembly to tank (injection wheel and start purge valve)

- From valve assembly to injection wheel.

Training Manual ARR

LP PUMP /

OIL FILTER(heat exchanger)

VALVE ASSEMBLY /

LEFT START INJECTOR

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(heat exchanger)

OIL FILTER /FUEL FILTER

PUMP AND METERINGUNIT ASSEMBLY /

VALVE ASSEMBLY

VALVE ASSEMBLY /RIGHT START INJECTOR

VALVE AS

METERINFUEL TANK (

COMBUSTION

CHAMBER DRAIN

VI

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Training Manual ARR

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7-CONTROL SYSTEM

- Control system ............................................................... 7

• General ................................................................... 7

• Description .............................................................. 7

• Operation ............................................................... 7

•Indication and monitoring .................................... 7

- Engine Electronic Control Unit (73-21-00) ................. 7

• General .................................................................... 7

•Functional description ........................................... 7

Training Manual ARR

Main components

CONTROL SYSTEM - GENERAL

Functions

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- Engine and systems

- Aircraft : various systems (control

The system is designed to adapt the engine to the aircraftpower requirements whilst remaining within defined limits.

The main functions are :

- Starting

- Speed control

- Various limits


- 2B1 : Automatic back-up control

- System monitoring and fault management.

Main characteristics2B : - Single channel digital electronic control system

- Manual control

2B1 : - Dual channel digital electronic control system

- Automatic back-up control

- Redundant electrical supply (from the aircraft and fromthe engine alternator).

Training Manual ARR

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ENGINE EL

CONTR(EE

AIRCRAFT

(various systems)

ENGINE

MAIN FUNCTIONS

- Starting

- Speed control

- Various limits


- 2B1 : Automatic back-up control

- System monitoring and fault management

Training Manual ARR

CONTROL SYSTEM (2B) - DESCRIPTION

The complete system includes aircraft components, enginecomponents and the EECU.

- Electrical components :

• Control system sensors

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Aircraft components

- Switches, buttons, etc. (logic and analog signals)

- Indicators, warning lights, etc.

- EECU power supply

- Start and stop selection logic.

Engine components

- Hydromechanical components :

• LP pump

• Filter

• HP pump

• Metering unit (with manual control)

• Check valve

• Start injection

• Main injection system

• Indication system sensors• Dedicated alternator

• Position transmitter

• Stepper motor

• Bleed valve position microswit

• Forced idle microswitch

• Stop electro-valve

• Start electro-valve• Neutral position switch.

Engine Electronic Control Unit (

Computer which controls and monit

- Digital

- Mounted in the aircraft

- Serial data link with the aircraft.

Training Manual ARR

A/C CONTROLS ANDINSTRUMENTS

A/C 28 VDCSUPPLY

A/C START AND STOP LOGIC

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AIRCRAFT

Firewall

LPPUMP

STOPELECTRO-

VALVEFILTER

HPPUMP METERING

UNIT

PRESSUVAL

STARTELECTRO-VALVE

Fuel inlet

ENGINE

FUEL

PUMP - METERING UNIT ASSEMBLY

P3

M e t e r i n g

n e e d l e c o n t r o l

M e t e r i n g

n e e d l e f e e d b a c k

M a n u a l c o n t r o l

n e u t r a l p o s i t i o n s w i t c h

EECU

INDICATIONSENSORS

ALTERNATORSUPPLY

CONTROLSENSORS

BLEEDVALVE

F i l t e

r p r e - b l o c k a g e i n d i c a t i o n

S t a r t a c c e s s o r y c o n t r o l

S t o p

S t a r t

L o w

f u e l p r e s s u r e i n d i c a t i o n

F o r c e d i d l e

Training Manual ARR

CONTROL SYSTEM (2B1) - DESCRIPTION (1)

The complete system includes aircraft components, enginecomponents and the EECU.

- Electrical components :

• Control sensors

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Aircraft components

- Switches, buttons, etc. (logic and analog signals)

- Indicators, warning lights, etc.

- EECU power supply

- Start and stop selection logic.

Engine components

- Hydromechanical components :

• LP pump

• Filter

• HP pump

• Metering unit (with automatic back-up)

• Check valve

• Start injection

• Main injection system

• Indication sensors• Dedicated alternator

• Position transmitter

• Stepper motor

• Stop electro-valve

• Start electro-valve

• Neutral position switch (NPS)

• EBCAU back-up control unit (f

• Electrical actuator.

Note : EBCAU = Engine Back up Co

Engine Electronic Control Unit (

Computer which controls and monit

- Digital, dual channel

- Mounted in the aircraft

- Serial data link with the aircraft.

Training Manual ARR

A/C START AND STOP LOGICA/C 28 VDC

SUPPLYA/C CONTROLS AND

INSTRUMENTS

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AIRCRAFT

Firewall

Fuel inlet

ENGINE

INDICATIONSENSORS

S t a r t c o n t r o l

S t o p

S t a r t

EECU

CONTROL SENSORSIG

LPPUMP

STOPELECTRO- VALVE

PRESSVA

FILTERHP

PUMP

NPS

METERING VALVE

STARTELECTRO-VALVE

ELECTRICALACTUATOR

EBCAU

A B

ALTERNATOR

STEPPERMOTOR A

STEPPERMOTOR B

POSITIONTRANSMITTER

F i l t e r p r e - b l o c k a g e

i n d i c a t i o n

L o w f u

e l p r e s s u r e

i n d i c a t i o n

CHANNEL BCHANNEL A

Training Manual ARR

CONTROL SYSTEM (2B1) - DESCRIPTION (2)

The EECU has two independent channels A and B. Bothchannels have the same software.

Channel selection

A channel selector in the EECU will s

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Analog inputs

The two channels receive the following analog inputs : P3,t4.5, resolver position,Tq, N2 trim, P0, t0, collective pitchand conformation resistances Tq and t4.5.

The inputs are shared between the two channels. The N1and N2 inputs are independent for each channel.

There is a data link between the two channels.

This configuration ensures that if all the acquisitions onone channel fail the acquisitions of the other channel aresufficient to control the engine safely.

Discrete inputs and outputs

The discrete inputs are received and shared by the twochannels and the discrete outputs are controlled by theselected channel. The resources of each channel receivetheir power supply from the corresponding channel. Theshared resources receive their power supply from bothchannels.

will control the engine depending on t from the two channels. The normal chthe system changes automatically to

If both channels are unable to controstepper motor is frozen.

Training Manual ARR

POWER SUPPLYCHANNEL A SPEED

MEASUREMENT

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CHANNELA

CHANNEL

B

INTER CHANNELDATA LINK

N1, N2ANALOGINPUTS

CHANNEL A

ANALOGINPUTS

CHANNEL B

DISCRETEINPUTS

CHANNEL SELECTIONLOGIC

SPEEDMEASUREMENT

N1, N2POWER SUPPLYCHANNEL B

Training Manual ARR

CONTROL SYSTEM - OPERATION (1)

Main functions of the control system

2B1 : Automatic back-up control

This function permits automatic fuel of N2, by-passing the main metering na major failure.

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The control system ensures the following functions :starting, speed control,manual control (2B) and monitoring.

Starting

This function guarantees a quick and safe start under alloperating conditions :

- Sequential control- Control of the fuel flow required to start.

Speed control

This function maintains the aircraft rotor rotation speedconstant (almost constant) in all operating conditions.

It also protects the engine with various limitations : rotationspeeds, acceleration, deceleration, fuel flow…

2B : Manual control

This function permits manual engine control in the event of failure of the automatic control system.

Monitoring

This function ensures engine monitorinand maintenance aid.

Maintenance aid

The EECU permanently records parameters and engine events.

They can be transmitted to the displathe cockpit, for maintenance aid pur

Note : The operation described in considers the following mode

- Starting- Idle and Transition from id

- Fuel control - Generalities

- Speed control

- N1 limits

- Fuel flow limits

- Selection and indication of

- 2B : Manual mode trainingIndication and monitoring

Training Manual ARR

STARTING MAINTENANCE AID

C

- Sequential control

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CONTROL

SYSTEM

MONITORING

- Fuel flow control

SPEED CONTROL

- N2 rotation speed

- Engine protection

AUTO

CO

Training Manual ARR


Functions ensured by the electronic control

system

Monitoring

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This part mentions in a general way the main functionalelectronic blocks.

Note : In the ARRIEL 2B1, both channels can perform allof these operations.

Control mode determination

Starting

N2 datum selection

N2 speed control

Anticipation

N1 datum selection

Limitations (N1, torque…)

N1 speed control

Flow datum selection

Flow limitation

M t i dl t l

- Engine power check

- ∆N1 indication calculation

- Cycle counting

- EECU hours counting

- Definition of serial messages

- Fault detection and management

- Data bus interfaces with the aircra

- Bleed valve monitoring

- Maintenance aid.

Training Manual ARR

Determination ofcontrol mode

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N1datum

selection

N2datum

selection

Anticipation

N2 speedcontrol

LimitationsN1 speedcontrol

∆N1calculation

Fault detectionand management

Bleed valvemonitoring

Cycle

counting

EECU hours

counting

Maintenanceaid

Enginepowercheck

AIRCRAFT

Fldat

sele

Fllimit

Metenee

con

Star

Note : In the ARRchannels c

Training Manual ARR


Starting

Thi f i i l d h i h i

Starting fuel flow control

D i i h f l fl CH

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This function includes the starting sequence, the startingfuel flow control, idling, the transition from idle to flightand relight in flight.

Starting sequence

The system ensures the cranking (starter), ignition (ignitionunit) and the fuel supply.

Start is selected using the Stop / Idle / Flight selector :

- Stop (selection of engine shut-down)

- Idle (start control up to idle)

- Flight (normal control).

Note : Refer to "FUEL SYSTEM" and "STARTING" chapters for more details on engine starting.

In-flight relight

The sequence is identical to a ground start, but onlypermitted below 17 % N1.

During starting, the fuel flow CH provide a rapid start without overtem

To this end, the fuel flow is contdifferent laws :

- Basic flow law as a function of t0 temperature

- Starting flow law as a function (∆N1/ ∆t)

- Flow correction law as a functiproportional to N1.

- t4.5 surveillance law : automatic t4.5 does not exceed 100°C before

The elaborated fuel flow datum CH* metering needle via :

- Choice of datum

- Flow limitation stage

- Metering needle control, dependin

the actual position signal XMV.

Training Manual ARR

STARTING FUELFLOW CONTROL LAW

1 B i fl

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STARTING FUEL FLOW CO

Contrmod

N1 speedcontrol CH* datum

Control modeStop - Idle - Flight

CHdatum

selecti

Meterineedcontr

Idling

N1 (%)

0

≈ 67

TimeSelection

CrankingIgnition

Fuel supply

Self-sustaining speed(de-energisation ofstarting accessories)

STARTING CONTROL SEQUENTIAL

t4.5

P0

t0

N1

N1

XMV

P0

P3

t0Contrmod

Metering needleposition S* datumFuel flow

limitation(CH)

≈ 45

Starting

In-flightrelight Starting CH*

datum

1 - Basic flow2 - Starting3 - t4.5 correction4 - t4.5 surveillance

Training Manual ARR


Starting (continued)

Idl

Control functions

El b ti f th N1 idl d t

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Idle

When starting is completed, the rotation speed stabilises atidle which is 67 - 68 % (function of t0).

Transition from idle to flight

This is effected by moving the selector from idle to flight.

This transition is prohibited until a given increase of N2has been registered.

During the transition, the torque and N2 acceleration arelimited.

The transition is completed when the system enters intonominal speed control. The control loop comprises the N2

control which elaborates an N1 datum, and the N1 controlwhich elaborates a fuel flow datum CH*.

- Elaboration of the N1 idle datum a

- Transition control

- Speed control (N2, N1, limitations

- Selection of fuel flow datum CH*

- Flow control

- Metering needle control.

Training Manual ARR

N1 (%)

t0

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Fuel flow

limitation(CH)

Speed control

CH* datum

CH datum

selection

Starting

CH datum

Flight (N2 100 %)

Idle

Starting

Time

Controlled acceleration

from Idle to Flight

Mete

neecon

Metering needleposition S* datum

≈ 67

0

t0

N1 Tq

P3

P0

Speed control

andlimitations

N1 idle datum

elaboration

XM

Training Manual ARR


Control - General

I st ll ti fig ti

Adaptation to requirements

Th t l t m th i

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Installation configuration

The gas generator supplies power to the power turbinewhich is connected to the helicopter main rotor.

Installation requirements

- Aircraft rotor speed (NR) almost constant in all operatingconditions (because of the rotor efficiency) whatever theload applied

- Max torque limitation (imposed by the mechanicaltransmission and the helicopter main gearbox)

- Power turbine rotation speed (N2) within given limits(in fact almost constant, as it is connected to the rotor)

- Limitation of the gas generator rotation speed N1 :• Max N1

• Min N1 (to avoid engine flame-out and criticalspeeds)

- Protection against surge, flame-out, overtemperature ...

The control system ensures the engirequirements by metering the fuel flthe combustion chamber.

Thus, the gas generator adapts aurequirements (N1 demand) to maintarotation speed N2 constant whilst kparameters within determined limits

This adaptation is illustrated by :

- The diagram W/N1, N2 which illuthe max torque C and the rotation

- The diagram N1/N2 which illustratcurve.

Training Manual ARR

N1

NRW

N2

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N1

CH

N1

Max

Min

M a x t

o r q u

e

TET

N2

TqW

engine

Controlsystem

INSTALLATION CONFIGURATIONAND REQUIREMENTS

Nom

Operang

ADAPTATION TO REQU

REQUIREMENTS

- NR

- N2

- Max torque

- N1

- Protection

Training Manual ARR


Speed control - General

Control loop

The basic datum is modified by the Nis a proportional controller, after com

between a datum (the nominal NR) a

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Control loop

The control loop comprises essentially :

- An anticipator linked to the helicopter collective pitchlever

- A power turbine speed (N2) controller

- An N1 datum limiter for max and min N1, acceleration…

- An N1 controller

- A fuel flow limiter (CH) for max and min flow, antiflame-out, anti-surge

- A fuel flow controller to control the fuel meteringneedle.

Operating principle

In this type of control system the position of the helicoptercollective pitch lever, which represents the power required,determines the basic N1 datum. This function, which iscalled the anticipator, permits an initial adaptation of thegas generator speed to balance the power supplied with thepower required and thus maintain the N2 constant.

Furthermore the anticipator supplies an instant signal of aload variation which reduces the detection time and

between a datum (the nominal NR) aThus the N2, and therefore the NR, arewithout static droop.

The N1 datum is thus elaborated aanticipator and the N2 controller.

The N1 datum is then limited in ordfunctions such as rating stops, acceleracontrol.

The N1 controller is proportional/indifference between the N1 datum atranslates the difference into a fuel order to maintain the N1 constant wistatic droop.

The fuel flow limiter then modifies thassure certain protection functions suflame-out, torque limitation, etc.

Finally the fuel flow datum is treated metering unit which determines the actinto the combustion chamber, whoperation of the gas generator, partspeed N1.

Training Manual ARR

N1 N2

NR

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CH

CH*

N1*

N1*

N1*

N1*

CH*

N1 speed

N2 speedN2 controller

N1 controller

N2*

N1 Limiter

CH limiter

Metering needle

Training Manual ARR


Speed control

The control loop comprises N2 control anticipation N2

Anticipation

Load variations are anticipated bpotentiometer linked to the collectiv

Th: XCP acts on the N1 datum

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The control loop comprises N2 control, anticipation, N2datum selection, limitations and N1 control.

N2 control

2B : The N2 controller is a proportional controller whichtreats the difference between the actual N2 and adatum N2*. This datum is elaborated as a function

of a signal XTL. This signal comes from a potentiometer in the cockpit which permits servicingadjustment of N2.

2B1 : The N2 controller is a proportional type controller which treats the difference between the actual N2and a datum N2*. This datum is elaborated as a

function of a signal XTL (rudder position), P0 and NFT. The NFT signal comes from an adjuster in the

cockpit which permits servicing adjustment of N2,during certain maintenance tasks.

P0 varies NR with altitude for noise reduction in proximity to the ground.

Note : If the XCP signal is lost the N2 controller becomes proportional/integral.

Th:, XCP, acts on the N1 datum.

N1 datum selection

This stage chooses the N1* datum control mode, that is : N1 idle or N1

N1 limiter

The N1 datum is limited to assure(details on the following pages).

N1 control

The N1 controller is a proportional/inis without static droop. This controllebetween the datum and the actual N

necessary fuel flow datum CH*.

Acceleration and deceleration con

During acceleration, the rate of changlimited in order to avoid surge causedrate of change (∆N/ ∆t) is modified ast0. The system includes a more limwhich it uses in the event of the P

defective.

Training Manual ARR

Control mode

Control mode

Idle N1

XTL

NFT

N2 DATUM

ELABORATION

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++

Control mode

Controlmode

Idle N1datum

elaboration

Control mode

N1 limitation

N1accelerationdeceleration

limitation

Control mode

Speedcontrol

N1* datum

Raw N1*datum

Idle N1*datum

XCP

N2

t0

Anticipation

NFTP0

N1

ELABORATION (2B1)

N2 DATUM

ELABORATION (2B)

XTL

N1datum

selection

N2control

N1*speed

datum

Control mode

N2*

Training Manual ARR


Fuel flow limitation

The system has several fuel flow limitations to control :

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The system has several fuel flow limitations to control :

- Transient overtorque of the power turbine shaft : maxflow limitation signal as a function of a constant

- Surge : max flow limitation as a function of N1, t0, P3and P0 with back-up law in the event of loss of t0 or P0signals

- Flame out : min flow limitation as a function of N1, t0,and P0, with back-up laws in the event of loss of t0 or P0signals.

The fuel flow datum CH* coming from the speed controlloop passes first through a datum selection stage whichmakes the choice between starting CH* and speed controlCH*. The choice depends on the control mode, that is the

present state of control. The output from the selector ispassed to a flow limiter which treats the flow datum as afunction of t0, P0 and P3 to assure the limits. It elaboratesa metering needle position datum which is transmitted tothe metering needle control stage. This control stagereceives a signal of metering needle position XMV andelaborates a control signal for the stepper motor whichpositions the metering needle.

Training Manual ARR

METERING NEEDLE

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Transient overtorque

CH*

Starting CH*

datum

Control mode

Control mode

Metering needle

position S* datum

Speed CH*

datum

CH*

datumselection

Fuel flowlimitation

(CH)

XMV

METERING UNIT (2

METERING UNIT (

DUALSTEPPER

MOTOR

STEPPER

MOTOR

P0

P3

t0

N1

Max

Tq

Metering

needle

control

METERING NEEDLE

Meteringneedle

Training Manual ARR


Principle of limitations

Theprincipleoflimitations isbasedononelimitparameter :

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The principle of limitations is based on one limit parameter :the gas generator rotation speed (N1 or Ng).

This speed is therefore the essential piloting parameter.

The other parameters (TET, N2, torque) are kept withingiven limits by the control system.

Max N1 limitation

The maximum N1 is limited automatically, in the followingmanner :

There is no automatic limitation of the take-off ratingwhich is controlled by the pilot. However a stop preventsany exceedance of the max N1.

If the sand filter is active, the EECU derates the N1 limits;the EECU also takes into account the sand filter activesignal for the power check calculation.

Max continuous power is also controlled by the pilot.

Torque limitation

The pilot also controls the max torque applied to the main

gearbox, however as a safety measure the EECU elaborates

Training Manual ARR

8/13/2019 Arriel_2B-2B1 11-02 En


Max

N1

Max continuous f (P

T/O f (P0 and

EECU max st

MAX N1 LIMITAPRINCIPLE OF LIMITATIONS

∆N1INDICATION

FUEL FLOWCONTROL

Torque

TETN1

N2

EECU

Training Manual ARR

CONTROL SYSTEM (2B) - OPERATION (10)

Manual mode

This mode permits manual control of the engine in thef l f il f h l

Fuel metering in manual mode

Themanualcontrolhasarangebetweflow

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This mode permits manual control of the engine in theevent of complete failure of the control system.

Manual reversion

If the electronic control fails the system is automatically inmanual control. In this mode the fuel flow will only alter if the manual control is moved.

Manual control

The twist grip in the cockpit is connected by a mechanicallinkage to the pump and metering unit assembly.

It has a neutral position, automatic flow control ; a flowincrease range (the plus range), and a flow reductionrange (the minus range).

For more details refer to "FUEL SYSTEM".

Note : The aircraft electrical power should be switched on before moving the twist grip.

The manual control has a range betwe flow.

It allows :

- Engine acceleration without surge power to 95 % of T/O power in lessengine deceleration without flame

- The engine to be reduced to idle bthe twist grip.

Note 1 : It is possible to return toanytime, however it is rec

from a stable condition.

Note 2 : The 2B1 version system is twist grip. The sole purposautorotation training via th

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Training Manual ARR

CONTROL SYSTEM (2B) - OPERATION (11)

Manual mode training

The system is designed to allow training in manual modeby simulating a complete failure of the electronic control

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The system is designed to allow training in manual modeby simulating a complete failure of the electronic controlsystem by freezing the stepper motor.

The mode is selected using a manual/automatic selector and an indicator gives the status of the system.

The system can be returned to automatic at any time.

Note 1 : Manual control is carried out by displacing thetwist grip out of the neutral position (flight

position). Refer to the "manual control function" p. 7.28 and to the chapter "FUEL SYSTEM" for details.

Note 2 : The above procedure does not apply to the 2B1version. The "Auto" / "Manual" selector is onlyused for periodic maintenance testing of theautomatic back-up control system.

Training Manual ARR

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A

M

Manualtraining

"Auto" - "Manual"

selector

Meteringneedle control

Cockpitindication

Metering

needle control

Control

XMV

Training Manual ARR


Operating principle

In this type of control system the position of the helicoptercollective pitch lever, which represents the power required,

The N1 controller is proportional/indifference between the N1 datum a

translates the difference into a fuelorder to maintain the N1 constant wit

8/13/2019 Arriel_2B-2B1 11-02 En


collective pitch lever, which represents the power required,determines the basic N1 datum. This function, which iscalled the anticipator, permits an initial adaptation of thegas genetator speed to balance the power supplied with thepower required and thus maintain the N2 constant.Furthermore the anticipator supplies an instant signal to aload variation, which reduces the detection time andprovides a rapid reaction: However the first reaction is not

sufficient, as the power required depends on other factors.

The basic datum is modified by the N2 controller, whichis a proportional controller, after comparing the differencebetween a datum (the nominal NR) and the measured N2.Thus the N2, and therefore the NR, are maintained constantwithout static droop.

The N1 is thus elaborated as a function of the anticipatorand the N2 controller.

The N1 datum is then limited in order to assure certainfunctions such as rating stops, acceleration and decelerationcontrol.

order to maintain the N1 constant witstatic droop.

The fuel flow limiter then modifies thassure certain protection functions suflame-out, torque limiting, etc.

Finally the fuel flow datum is treated

metering unit which determines the actinto the combustion chamber, whoperation of the gas generator, partspeed N1.

Training Manual ARR

Control mode Control mode N1

NFTN2 DATUM

Discrete inputs

Control Stop, Idle, transition Idle /Cockpit indicators

N2

Idle N1 Idle N1*

Control mode

determination

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Control mode

Control mode

++

XCP Anticipation

N2control

N2

XTLN2 DATUM

ELABORATION (2B)

XTLN2 DATUM

ELABORATION (2B1)

Speed N1*datum

N1datum

selection

Control

mode

Controlmode Automatic, Manual, transi

Automatic, Back-up, trans

Control mode

t0

Idle N1datum

elaboration

d edatum

Control

mode

Control mode

P0

t0

N2

N1, Tqlimitation

calculation

N1

Sand filter active

P0t0

N1 limitation

N1accelerationdeceleration

limitation

Max N1

Raw N1*datum

∆N1calculation ∆N1 indication

Max N1 T/O

Max N1 continuous

N1

N1

Speed ControlN1* datum

P0t0

t4.5

Control mode

Starting andin-flightrelight

se

P0

P3

Limitation(CH)

LimitationTq

t0

N1

XMV

Starting CH*datum

N1

Speed ControlCH* datum

CH* Metering needleposition S* datum

Max tq

N1control

N2*

N1

t0

Bleva

moni

P0helicopter

Training Manual ARR

CONTROL SYSTEM - INDICATION AND

MONITORING (1)

The system ensures the indication of engine parameters,performance indication, cycle counting, rating exceedancetime counting, fault indication and maintenance aid.

Engine power check

It is possible to carry out an engine p

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g,

Engine parameter indication

Indication of N1, N2, t4.5, to allow engine monitoring inthe event of total electronic failure and to check that theEECU is maintaining the engine within limits.

These indications are independent of the electronic control.Refer to the "MEASUREMENT AND INDICATINGSYSTEMS" chapter for further details.

Torque indication

The system provides an indication as a function of the

actual measured torque and "conformed" torque (refer to"torque" indicating system for further detail).

FLI indication

It indicates the difference between the actual N1 and thetake-off N1. This shows the pilot the power reserve.

It is possible to carry out an engine p

In stabilised conditions a power checknecessary parameters are being trans(P0, t0, configuration).

The EECU verifies the stability of calculates the minimum guaranteed pe

the result and transmits it to the aircrconfiguration, N1, N2, P0, t0, cguaranteed torque, max guarantedifference in torque and t4.5, validit

Cycle counting

The EECU counts and records :

- Power turbine cycles

- Gas generator cycles.

The counting capacity is 16000 cyclwhen achieved.

EECU hours counting

Training Manual ARR

N2SPEED

N1SPEED

INDICATION Torqueconformation

Torqucalcula

Torque

TORQUE IND

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Max N1 take-off

P0

FLIcalcula

t0

N1

SPEEDINDICATION

ENGINE PARAMETER INDICATION(independent from the control system)

FLI INDIC

TORQUE IND

t4.5 GASTEMPERATURE

INDICATION

N2

EECUhours

counting

N1Tq

t4.5

t0

Enginepowercheck

N2

P0 helicopter

N1Cycle

counting

Maintenanceaid

Data

exchan

with air

Faultdetection and

indication

Training Manual ARR

CONTROL SYSTEM (2B) - INDICATION AND

MONITORING (2)

Fault tolerance, Indication and Management

Fault tolerance

Fault indication

There are three levels of indication :

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Fault tolerance

If a fault affects a nominal law the system uses a back-uplaw. The essential functions (N1 and N2 control,acceleration and deceleration control) remain ensured.

In the event of a fault affecting a main law and theback-up law the system declares itself unable to control

the engine and the engine must be controlled manually.

f

- Level 3 - Major failure : man

- Level 2 - Minor failure : resaffected but the essenare ensured

- Level 1 - Minor fault : loss ofeffect on engine perf

Two lights provide the fault indicatiGOV (Amber)

- A GOV (Red) indicates a total fasystem

- A GOV (Amber) indicates degradcontrol system. This light also indic

flashing during engine starting, idshut-down (N1 < 20 %).

Training Manual ARR

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GOV

GOV

FAULT TOLERANCE

GOV

GOV

GOV

GOV

Control systemfailure

Consequences

Faults affecting

a main control law :minor failure - level 2

Use of aback-up law

Faults affecting a main

control law &the back-up law :

major failure - level 3

Manualcontrol

Faults not affectinga main control law :

minor fault - level 1

The system remainson the main control law

GOV RedMajor failure -

(manual back-uFault

Detection andIndication

GOV AmberMinor failure - (response timebut the essenti

are ensured)

GOV Flashing

Minor fault - Le

(no effect on e

FAULT INDICATION

Training Manual ARR

CONTROL SYSTEM (2B) - INDICATION AND

MONITORING (3)

Fault management

For each input signal, the EECU has a set of criteria with

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p g , fwhich it can decide if the signal is valid. The tables on the

following pages show the logic used by the EECU in theevent of an invalid signal. They also show the associated

fault level, the CWP indication and the VEMD indicationwhere applicable.

Note 1 : CWP : Central Warning Panel

VEMD : Vehicle and Engine Multifunction Display (indication and messagescreen).

Note 2 : In the following pages, the CWP indicationscorrespond to :

R = GOV Red

A = GOV Amber FA = GOV Amber flashing when N1 < 20 %

Note 3 : The codes listed in the following pages are given for instruction purposes only. In all cases, refer to the maintenance manual for the reasons of fault alarm, for the meaning of fault codes and for the corrective action.

Training Manual ARR

CONTROL SYSTEM (2B) - INDICATION

AND MONITORING (3)

FAULT TOLERANCE TABLES (EXAMPLE)

Refer to trouble shooting manual

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N1B & N1 Alt Stepper motor freeze 3 R ManualFAIL 2 - 00A0 or

FAIL 2 - 04A0

N1B (sensor) Use of N1 alternator 1 FA FAIL 2 - 0020

N1 (alternator) Use of N1B sensor 1 FA

N2B Use of N2C 1 FA FAIL 2 - 0010

N2C Use of N2B 1 FA FAIL 2 - 0040

N2B & N2C Stepper motor freeze 3 R FAIL 2 - 0050 Manual

In normEECU uFAIL 2 - 0080

orFAIL 2 - 0480

In normEECU u

CInput Effect on EECU operation Level CWP VEMD Message

Training Manual ARR

CONTROL SYSTEM (2B1) - INDICATION AND

MONITORING (4)

Fault tolerance, Indication and Management Fault indication


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Fault tolerance

In the event of a fault the system automatically reconfiguresitself, without losing the essential functions, i. e. N1 and N2control, acceleration and deceleration control. For these

functions the software has recovery laws which it will useif a main control input becomes invalid.

In normal operation, channel A is the prefered channel.The system will only change to channel B if channel A hasa major failure.

- If a minor fault affects channel A,the system remainson channel A

- If a fault affects a main control law on channel A, it will use a recovery law.

- If a fault or faults affect a main control law and itsrecovery law, the system changes automatically tochannel B

- If a fault or faults affect a main control law and therecovery law of both channels, the system freezes thestepper motor automatically and enables the back-up system.


- Level 3 - Major failure : stepp

- Level 2 - Minor failure : respaffected but the essenare ensured

- Level 1 - Minor fault : no effect

There are two lights in the cockpit to a GOV red and GOV amber:

- The GOV red indicates a majo

- The GOV amber indicates a minalso indicates a minor fault

N1 < 20 %.

Note : The control system will alwawhich can receive informatiunless an internal malfunctiona major failure.

Training Manual ARR

Channel BAA: Failure level 2A: Failure level 1A: No failure

ChCh in control ACh in control ACh in control A

Channel A

FAULT TOLERANCE

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GOV

GOV

GOV

B: No failure

Ch. EEC

GOV

B: Failure level 1

Ch.

EECGOV

B: Failure level 2

Ch.

EECGOV

B: Failure level 3

Ch.

EECGOV

Ch. in control: AEECU: Minor failure

GOV: Amber

Ch. in control: A

EECU: Minor failureGOV: Amber

Ch. in control: A


Ch. in control: A


Ch. in control: AEECU: Redun. failure

GOV: Flashing amber

Ch. in control: A

EECU: Redun. failureGOV: Flashing amber

Ch. in control: A


Ch. in control: A


Ch. in control: AEECU: Redun. failure

GOV: Flashing amber

Ch. in control: A


Ch. in control: A


Ch. in control: A

EECU: No failureGOV: No

FAULT INDICATION

GOV Red

Major failure - Le(Stepper motor fr

Fault

Detectionand

IndicationGOV AmberMinor failure - Le

(response time messential control

GOV Flashing amMinor fault - Leve

(no effect on eng

Channel ANote : The control system will always be on channel

A, which can receive information fromchannel B unless an internal malfunction of

Training Manual ARR

CONTROL SYSTEM (2B1) - INDICATION AND

MONITORING (5)

Fault management

For each input signal the EECU has a set of criteria with

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For each input signal, the EECU has a set of criteria withwhich it can decide if the signal is valid. The tables on the

following pages show the logic used by the EECU in theevent of an invalid signal. They also show the associated

fault level, the CWP indication and the VEMD indicationwhere applicable.

Note 1 : CWP : Central Warning Panel

VEMD : Vehicle and Engine Multifunction Display (indication and messagescreen).

Note 2 : In the following pages, the CWP indicationscorrespond to :

R = GOV Red

A = GOV Amber

FA = GOV Amber flashing when N1 < 20 %

Training Manual ARR

CONTROL SYSTEM (2B1) - INDICATION AND MONITORING (6)


Level 1 - Minor fault : GOV amber flashing if N1 < 20%.

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The EECU redundancy failure is output if one of the following signals is declared invalid :

- Engine t4.5

- Helicopter t4.5

- Start switch failure after start (flight mode automatically selected)

- Engine P0 with helicopter P0 valid

- Single N1 signal

- Single N2 signal

- Single stepper motor

- Tq conformation after power-up

- t4.5 conformation after power-up

- Helicopter P0 with engine P0 valid

- Engine t0 failure

- Helicopter t0

Training Manual ARR



Level 2 - Minor failure : GOV amber.

The EECU minor failure is output if one of the following events occurs :

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FAULT INDICATION COMMENTS

Loss of XTL signal (rudder pedal position)

Loss of P0 engine and P0 helicopter

Loss of XCP signal (collective pitch)

Loss of P3 signal

Loss of t0 engine and t0 helicopter

Loss of torque signal

Loss of Tq conformation at power-up

Loss of t4.5 at power-up or stop

Stop electro-valve failure

Loss of alternator power supply

Loss of 28 VDC supply from helicopter

Back-up fuel valve out of neutral

Recovery law - No effect on N2

Recovery law permitting N1 max, d

but maintaining surge and flame-o

Recovery value permitting N1 max

but maintains surge and flame-out

Recovery value - N2 in integral con

Degraded transients, engine still p

surge and flame-out

No max torque limit

Recovery value - Max Tq remains

Recovery value - Degraded startin

Engine shut-down by stepper mot

Supply from helicopter 28 V bus

Use of alternator supply - No start

Training Manual ARR



Level 3 - Major failure : GOV red.

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The EECU major failure is output if one of the following events occurs :

- Dual stepper motor failure

- P0 failure, P0 helicopter failure and P3 failure

- t0 failure, t0 helicopter failure and P3 failure

- "Stop" / "flight" selector failure in stop mode

- Hardware / watchdog failure

- Double N1 failure

- Double N2 failure.

Training Manual ARR

CONTROL SYSTEM - INDICATION AND

MONITORING (9)

Maintenance aid

The system ensures the following functions :

Data exchange with the aircraft

The EECU exchanges data with the aserial data link ARINC 429.

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The system ensures the following functions :

- Fault detection

- Fault isolation and identification of the componentaffected

- Writing of a fault report containing information such as

fault type, location

- Transmission of the fault report to the memory or to thehelicopter system

- Recording in the memory of the last 32 fault reports.

It can receive :

- P0 and t0

- The request for a performance chresults

- The request to read the cycle and h

- The request for a fault report.

It can transmit :

- The indications of torque, FLI, ble

- The value of EECU inputs and ou

- The counters contents

- The reports.

Two types of messages can be consi

- Standard messages which are cont

M i hi h

Training Manual ARR

Transmission ofthe report to thei ft t

MAINTENANCE AID

- Fault detection- Identification of the

defective component- Writing of a fault report

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P0 and t0

Fault reports

Counters contents

Value of EECU inputs

Indications Torque, FLI,

bleed valve position

CONTROLSYSTEM

MAINTENANCE AID

aircraft system- Writing of a fault report

(fault type, location)- Recording (of the last

32 fault reports)

A

RI

NC

42

9Request for engine power checkand read-out of results

Request for cycle counters, limit exceedance counter,

fault report

Training Manual ARR

ENGINE ELECTRONIC CONTROL UNIT -

GENERAL

Function

The EECU controls and monitors the engine operation.

Main components

- Electrical connectors

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g p

Position

- The EECU is installed in a helicopter compartment.

Main characteristics- 2B : Single channel digital electronic

- 2B1 : Dual channel digital electronic

- Redundant electrical supply : 28 V

- Mass : 4.2 kg (9.24 lbs)

- Dimensions : 300 x 200 x 80 mm (11.7 x 8 x 3 inches).

- Mounting pads.

Training Manual ARR

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Type :

- Digital electronic,single channel (2B) - Digital electronic,

dual channel (2B1)

Electrical supply :28 V ; redundant

Mass :4.2 kg (9.24 lbs)

Dimensions :

300 x 200 x 80 mm(11.7 x 7.8 x 3 inches)

ENGINE ELECTRONICCONTROL UNIT

E

CO

ENGINE ELECTROCONTROL UNIT

Mountingpad (x 4)

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Training Manual ARR

ALTERNATOR B (2B1)

ALTERNATOR A (2B1)

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ALTERNATOR (2B)

SUPPLY

EECU

28V DC

CIRCUIT

- Metering valve p

- Bleed valve pos

- P3 air pressure

- Neutral notch po

- Torque

- Torque conform- N1 speed

- N2 speed

- t4.5 temperature

- t4.5 conformatio

- 2B: Manual / Auto

- 2B1: Automatic / Back-up

- "Stop-Idle-Flight"

- Forced idle

- 2B:XTL

- 2B1:NFT, XTL- Rotor collective pitch (XCP)

- Serial link (ARINC 429)

- Ambient air temperature t0

- Ambient air pressure P0

- Sand filter active

AIRCRAFT

Training Manual ARR

EECU - FUNCTIONAL DESCRIPTION (2)

EECU outputs

To the aircraft

Start accessory relay

To the engine

- Fuel metering needle

- P3 pressure transmitter

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- Start accessory relay

- ∆N1 indication (FLI)

- Torque indication

- Fault lights

• Major failure• Minor failure

• Minor fault

- 2B: Twist grip out of neutral position

- Serial links

- Bleed valve position

- 2B1: Neutral Position return

- 2B1: EBCAU enable.

P3 pressure transmitter

- XMV resolver.

Training Manual ARR

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EECU

AIRCRAFT

- Start accessory relay

- ∆N1 indication (FLI)

- Torque indication

- Failure lights (Major, Minor,

Minor fault)- 2B: Twist grip out of neutral position

- Serial links

- Bleed valve indication

- 2B1: Neutral Position return

- 2B1: EBCAU enable

- XMV resolver

- Fuel metering n

- P3 pressure tra (power supply)

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Training Manual ARR

8-MEASUREMENT AND

INDICATING SYSTEMS

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INDICATING SYSTEMS- Measurement and indicating systems (77-00-00) ............ 8

- Speed measurement and indicating system (77-00-00) .. 8

- N1 speed sensor (77-11-00) ................................................ 8

- N2 speed sensors (77-12-00) .............................................. 8- t4.5 gas temperature measurement and

indicating system (77-00-00) ............................................. 8

- t4.5 thermocouple probes (77-21-00) ............................... 8

- t4.5 conformation box (72-43-00) ..................................... 8

- Torque measurement and indicating system (77-00-00) 8- Torquemeter (72-61-00) ..................................................... 8

- Torque sensor (72-61-00) ................................................... 8

- Torque conformation box (72-61-00) ............................... 8

- Indicators............................................................................ 8

Mi ll i di ti 8

Training Manual ARR

MEASUREMENT AND INDICATING

SYSTEMS

Functions

The measurement and indicating system provides thef ll i f i

Miscellaneous measurement and

systems

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following functions :

- It allows the pilot to check that the engine is operatingwithin determined limits

- It signals faults or abnormal changes of parameters

- It permits the checking of certain operating phases.

Note : In fact, there are operating parameters (e.g. : N1and torque) and monitoring parameters (e.g. N2,t4.5, oil temperature and pressure).

- N1 gas generator rotation speed

- N2 power turbine rotation speed

- t4.5 gas temperature

- Engine torque- Lubrication system (refer to chapt

- Miscellaneous (indicating lights an

Note : Refer to the various systemsand operation.

Training Manual ARR

- To ensure that the engine operateswithin determined limits

FUNCTIONS

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N2 ENGINETORQUE

N1 SPEED

within determined limits

- To signal a fault or an abnormalchange of parameters

- To check certain operating phases

t4.5 GASTEMPERATURE

LUBRICATIONSYSTEM

MISCELLANEOUS

(indicating lightsand monitoring)

Training Manual ARR

SPEED MEASUREMENT AND

INDICATING SYSTEM (2B)

Function

This system measures the rotation speeds of the gasgenerator (N1) and the power turbine (N2)

Operation

The N1 signals are used for :

- Engine control (starting, speed co

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generator (N1) and the power turbine (N2).


- Type : phonic wheels and electro-magnetic sensors

- Sensor signals : frequency proportional to the rotationspeed.

Main components

- N1 speed sensors

- N2 speed sensors

- Connection to the EECU

- Connection to the indicators.

Description

Refer to following pages and the aircraft documentation.

- Indication (N1 actual and delta)

- Cycle and hours counting

- Maintenance aid.

N1 is an operating parameter as it power and serves to determine the li

The N2 signal is used for :

- Engine control (speed control loop

- Indication (associated with the NR

Training Manual ARR

Firewall

ENGINEECUINSTRUMENT PANEL

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CONTROL

STARTING

SPEED CONTROLLOOP

MAINTENANCEAID

VEMD

INDICATION

Frequencyproportional to N1

Frequency

proportional to N1




Power supply

NR signal

N1

N2

∆N1

N2 + NRIndication

Training Manual ARR

SPEED MEASUREMENT AND

INDICATING SYSTEM (2B1)

Function

This system measures the rotation speeds of the gasgenerator (N1) and the power turbine (N2)

Operation

The N1 signal from the sensor goes indicator and is thus independent fro

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generator (N1) and the power turbine (N2).


- Type : phonic wheels and electro-magnetic sensors

- Sensor and alternator signals : frequencies proportionalto the rotation speed.

Main components

- One N1 speed sensor

- Double alternator (generation of N1 signals)

- Three N2 speed sensors

- Electrical harnesses for connection to the EECU and the indicators.

Description

Refer to following pages and the aircraft documentation

indicator and is thus independent fro

The∆ N1 indication is supplied to the which derives its N1 signals from

frequencies.

N1 is an operating parameter as it

power.

It is also used for engine control, maintenance aid.

Two N2 signals are used for engine coloop, cycle counting and maintenanc

One N2 signal goes direct to the coindication associated with the NR in

Training Manual ARR

Firewall

ENGINEEECUINSTRUMENT PANEL

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CONTROL

STARTING

EBCAU

SPEED CONTROL

LOOP

Frequency

proportional to N1

Power supply

Frequency proportionalto N1




Power supplyFrequency proportional

to N1

CYCLE

COUNTING AND

MAINTENANCEAID

VEMD(FLI)

INDICATION

NR signal

N1

N2

∆N1

N2 + NRIndication

Training Manual ARR

N1 SPEED SENSORS (2B)

Function

The N1 speed sensors measure the gas generator rotationspeed. The signals are used by the N1 indicator (digitalindication) and by the EECU.

Description

The N1 speed measurement and indica

- A phonic wheel mounted on the al

- Two electro-magnetic sensors eac• A permanent magnet

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) y

Position

- In the system : connected to the indicator and the EECU

- On the engine : left side of the accessory gearbox.


- Quantity : 2 identical sensors (interchangeable)

- Type : electro-magnetic

- Phonic wheel :

• Quantity : 1

• On the alternator drive shaft

Main components

- Phonic wheel (in module 01)

- Sensor body

• A coil.

Each sensor is secured by one screw othe alternator drive casing.

An O'ring seal ensures the sealing

body and the casing.

Operation

The rotation of the phonic wheel c produce an electrical signal.

The frequency of the signal is proporspeed and the number of teeth on the

The output signal from the N1C sedirectly to the VEMD.

The output signal from the N1B senso EECU ; it is used for start fuel flow coand speed indication :

- Priority signal from N1B

Training Manual ARR

PHONIC WHEELElectrical connector(connection with

the instrument panel)

O'ringseal

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N1CSENSOR

N1BSENSOR

EECU

N1 SPEED SENSOR

Coil

Permanent

magnetN1 SPEEDSENSOR

Mountingflange

ALTERNATOR(redundancy)

Quantity :2

Type :Electro-magnetic

Phonic wheel :- Quantity : 1

- On the alternatordrive shaft

Training Manual ARR

N1 SPEED SENSOR (2B1)

Function

The N1 speed sensor measures the gas generator rotationspeed. The signal is used by the N1 indicator (digitalindication).

Description


- A phonic wheel mounted on the al

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)

Position

- In the system : connected to the VEMD

- On the engine : left side of the accessory gearbox.


- Quantity : one


- Phonic wheel :• Quantity : 1

• On the alternator drive shaft.

Main components

- Phonic wheel (in module M01)

Sensor

- One electro-magnetic sensor whic

• A permanent magnet

• A coil.

The sensor is secured by one screwlocated on the alternator drive casin

An O'ring seal ensures the sealing body and the casing.

Operation

The rotation of the phonic wheel c produce an electrical signal.


Note : The N1 signals for the EECUalternator frequencies (A and

Training Manual ARR

PHONIC WHEEL Winding

A

Electrical connector(connection with

the instrument panel)

O'ringseal

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WindingA

ALTERNATOR

WindinB

N1 SPEEDSENSOR Mountingflange

WindingB

Coil

Quantity :1


Phonic wheel :

- Quantity : 1- On the alternator

drive shaft

N1C

SENSOR

EECU

N1 SPEED SENSOR

Permanentmagnet

Training Manual ARR

N2 SPEED SENSORS

Function

The N2 speed sensors measure the power turbine rotationspeed.

Description


- A phonic wheel which is the reducgear

- Three electro-magnetic sensors ea

A t t

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Position

- In the system : connected to the indicator or to the EECU

- On the engine : on either side of the reduction gearbox

•

N2A and N2B on the right• N2C on the left.


- Quantity : 3 identical sensors (interchangeable)


- Phonic wheel :• Quantity : 1

• Reduction gearbox output gear.

Main components

- Phonic wheel (reduction gearbox output gear)

• A permanent magnet

• A coil.

Each sensor is secured by one screwlocated on the reduction gearbox casinO'ring.

Operation

The rotation of the phonic wheel cproduce an electrical signal.


The output signal from the N2A sdirectly to the speed indicator in the

The output signals from the N2B atransmitted to the EECU ; they are usand N2 cycle counting.

2B1 : N2B goes to channel B

N2C goes to channel A

Training Manual ARR

Mountingflange

O’ring

seal

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N2CN2A

N2B

Electrical connector(connection with

the instrument panelor the EECU)

N2 SPEED

SENSOR

N2ASENSOR

EBCAU (2B1)

N2BSENSOR

N2C

Pem

N2A AND N2BSENSORS

Quantity :3 identical sensors

(interchangeable)


Phonic wheel :- Quantity : 1

- Reduction gearbox output gear

PUMP ANDMETERING UNIT

ASSEMBLY

Training Manual ARR

t4.5 GAS TEMPERATURE MEASUREMENT

AND INDICATING SYSTEM

Function

This system provides a measurement and indication of thegas temperature (t4.5) at the gas generator turbine outlet.

Description

Refer to following pages and aircraf

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gas temperature (t4.5) at the gas generator turbine outlet.

Position

- All the system components are located on the engineexcept the EECU and the t4.5 indicator.


- Type : Alumel / Chromel thermocouple probes

- Indication : degrees Celsius

- Quantity : 8 probes (with 2 thermocouples each)connected in parallel through a conformation box.

Main components

- Thermocouple harness (x2)

- t4.5 conformation box


General operation

The gas temperature (t4.5) is an oparticularly during engine starting.

The signal from the thermocouples i

- Engine control (starting fuel flow)

- Indication.

The conformation box provides thbetween the thermocouples, the indic

Training Manual ARR

8/13/2019 Arriel_2B-2B1 11-02 En


Type :

Chromel - Alumel

Quantity :

8 probes(with 2 thermocouples each)

Connection :

LOCATION OF

THERMOCOUPLEPROBES

t4.5CONFORMATION BOX

t4.5INDICATION

THERMOCOUPLE

HARNESS (x2)

t4.5ARINC 429

VEMD

Training Manual ARR

t4.5 THERMOCOUPLE PROBES

Function

The thermocouples supply a signal for:

- t4.5 indication

Description

The 2 groups of 4 thermocouple probeare positioned to give a homogeneou

Each probe contains two hot juncAlumel wires soldered together).

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- Fuel flow control at start (limitation of t4.5 by means of the EECU)

Position


- On the engine : the probes (x8) are located around therear part of the turbine casing and each probe is securedby a bolt.


- Type : Chromel - Alumel

- Quantity : 8 probes (16 thermocouples) in 2 harnesses.

Thus the t4.5 gas temperature measuretwo distinct measuring channels, eac

- 8 thermocouples, connected in paraindicating system

- 8 thermocouples, also connected inEngine Electronic Control Unit.

In fact, the system consists of 2 asseEach assembly is an LRU.

Principle of operation

A thermocouple produces an electromproportional to the temperature differand the cold junction.

This voltage is supplied, via the conf

- The EECU (for start fuel flow con

- The t4.5 indicator (millivoltmeter g

Celsius)

Training Manual ARR

PR(sheath an

Alumel

MOUNTING

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CONFORMATION

BOX

MOUNTINGFLANGE

(1 bolt)

Type :Chromel - Alumel

Quantity :

8 probes (16 thermocouples)in 2 harnesses

THERMOCOUPLEHARNESS (x2)

HARNESSES

EECU

t4 5 INDICATION

VEMD

Training Manual ARR

t4.5 CONFORMATION BOX

Function

The conformation box forms the interface between the

thermocouples, the indicator and the EECU.

It also allows a corrected temperature indication for a

Description

The t4.5 conformation box is mounte

output shaft protection tube.

The box is provided with:

8/13/2019 Arriel_2B-2B1 11-02 En


given turbine inlet temperature.

Being given discrepancies of measurement, theconformation ensures a reading which reflects a referencetemperature identical for all engines.

The conformation box is matched to the gas generator

module.

Position


- On the engine : on a support mounted underneath theoutput shaft protection tube.


- Type : box with conformation resistors installed on aprinted circuit board

- Setting : adapted to the gas generator (M03 module).

The box is provided with:

- 5 electrical connectors :

• 2 harness connectors

• 2 EECU connectors

• 1 indicator connector

- Printed circuit board equipped wit

• 2 equal ZERO resistors

• 2 equal PENTE (slope) resisto

Operation

The t4.5 conformation box provides between the thermocouples, the EECIt contains resistors which enable a unfor a given turbine inlet temperature

The resistor values are matched with tare recorded on the module M03 log

Note : Theresistorscanbeadjustedb

Training Manual ARR

ZERO

C

Z P Z P

C

PENTE PENTEZERO

C ON T R OL

1

2

3

4

5

6

7

1

2

3

4

5

6

7

1

2

3

4

5

6

7

1

2

3

4

5

6

7

CONNECTIONS(adjustment of

resistors)

T

EECU

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PENTE

ZERO

I N D I C A

T I O N

PENTE

ZERO

C O N T R O L

VEMD

Thermocoupleharness (x2)

EECUCONNECTOR

Mountingflange

RIGHT HARNESSCONNECTOR

Type :Box with

conformationresistors

Setting :

Adapted tothe gas generatormodule (M03)

t4.5INDICATION

Training Manual ARR

TORQUE MEASUREMENT AND

INDICATING SYSTEM

Function

The system provides measurement the engine torque,measured on the power transmission shaft.

General operation

The torquemeter measures the torqueAn electro-magnetic sensor transformelectrical signal

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Position

All the system components are located on the engineexcept the EECU and the torque indicator.

Main characteristics- Type : phase displacement

- Torque sensor : electro-magnetic

Main components

- Power transmission and reference shafts

- Torque sensor

- Torque conformation box


- Torque indicator.

Description

electrical signal.

This signal is sent through the EECU tin the cockpit.

Note : The system includes resistconformation box) to obtainvalue.

Training Manual ARR

TORQSENS

PHASEDISPLACEMENT

TORQUEMETER

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Type :Phase displacement

Torque sensor :

Electro magnetic

EECU

TORQUE

INDICATOR

TORQUE

CONFORMATIONBOX

POW

VEMD

Training Manual ARR

Operation

The rotation of the phonic wheel coutput an electrical signal to the EEC

The EECUmeasures the phase displac

TORQUEMETER

Function

The torquemeter provides an indication of the enginetorque, measured on the power transmission shaft.

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The EECU measures the phase displac

When there is no torque (zero), the disare equal (a = b).

When the torque changes, the dista

change (a ≠ b). The EECU measudetermines the engine torque value.

Example:

- When torque increases: the main sto the reference shaft causes a varia(a increases, b decreases).

Position

- On the engine : on the power transmission shaft and theprotection tube.

Main characteristics- Type : phase displacement.

Description

The torquemeter mainly includes :

- The transmission shaft fitted with 4 equidistant teeth

- A reference shaft (not submitted to torsion) also fittedwith 4 equidistant teeth.

These 8 teeth form the phonic wheel of the torquemeasuring system

- An electro-magnetic sensor is located in front of thisphonic wheel .

Training Manual ARR

REFERENCESHAFT

(fitted with 4equidistant teeth)

Type :Phase displacement

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a

b

a b

Without(zero torq

With torq

TRANSMISSIONSHAFT

(fitted with 4equidistant teeth)

Electrical signal

REFERENCESHAFT

S SS O

TORQUE SENSOR(connection with the EECU)

PHONIC WHEEL- 8 teeth- belonging to the 2 shafts

Training Manual ARR

TORQUE SENSOR

Function

The torque sensor provides an electrical signal to theEECU for torque indication and fuel control purposes.

Description

The sensor is attached by one screwlocated on the forward right side of thdepth of penetration is adjusted by a

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Position

- In the system : connected to the EECU

- On the engine : on the forward right hand side of theoutput shaft protection tube.


- Type : electro-magnetic sensor

- Phonic wheel : 1 phonic wheel formed by 4 teeth on thetransmission shaft and 4 teeth on the reference shaft

- Output signal : signal with phase displacement.

The sensor includes an electrical conthe EECU.

Operation

The rotation of the phonic wheel (8 teeto produce an electrical signal.

The phase of the signal varies as fun

Training Manual ARR

Type :Electro-magnetic sensor

Phonic wheel :1 phonic wheel formed by 4 teeth

on the transmission shaft and

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on the transmission shaft and4 teeth on the reference shaft

Output signal :Signal with phase displacement

MOUNTING FLANGE(secured by 1 screw on the

protection tube mounting pad)

ELECTRICALCONNECTOR

(connection with the EECU)

TOSE

TORQUESENSOR

Protectiontube

Training Manual ARR

Description

The torque conformation box includ

- A box which houses two conformaton a printed circuit board (ZERO

TORQUE CONFORMATION BOX

Function

The torque conformation box adapts the torque sensorsignal to the output shaft characteristics, being given thevariations due to the manufacturing tolerances.

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on a printed circuit board (ZERO

- A mounting flange : box screwed oon the left side of the protection tu

- An electrical connector to co

conformation box to the EECU.

Note : The resistances can be adconnections printed on the ci

Refer to maintenance manua

OperationThe zero (ZERO) and slope (PENTEinto account the difference of the taccording to the reference measuremengine on the test bench.

These values are therefore "matctransmission shaft which houses the

The conformation ensures that the torque reading reflectsthe real torque. It is matched to the module M01.

Position

- In the system : connected to the EECU

- On the engine : on a support secured by means of a clampon the protection tube.


- Type : box housing conformation resistors

- Setting : adapted to the output shaft (M01 module).

Training Manual ARR

Mountingflange

ELECTRICALCONNECTOR

( i i h h EECU)

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ZERO

PENTE

1 2 3

1 2 3

TORQUE

CONFORMATIONBOX


EECU

ZERO

PENTE

ADJUSTABLERESISTORS

Type :Box housing

conformation resistors

Setting :Adapted to the

output shaft(matched to the module M01)

Training Manual ARR

INDICATORS

There are several indicators which give information aboutthe engine operation. These pages summarize the variouslights which have already been dealt with in other chapters.

Position

Indications supplied through the

- Total failure

- Degraded operation or minor fault

- Manual mode

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- On the instrument panel.


- Indicators directly connected to the engine sensors

- Indicators whose signal is provided by the EECU.

Engine sensors connected direct to the cockpit

- Low oil pressure

- Fuel filter pre-blockage

- Electrical magnetic plug

- Low fuel pressure

- Fire detection.

- Manual mode

- Manual control out of neutral pos

- Bleed valve position.

Training Manual ARR

+ 28 V

Low oil pressure

Fuel filter pre-blockage

Electrical magnetic plugCircuitbreaker

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+ 28 V

EECU

g p g

Low fuel pressure

Fire detection

breaker

Circuit

breaker

Degraded operation or minor fault

Total failure

Manual mode

Bleed valve position

Manual control out of neutral position (2B)

Training Manual ARR

MISCELLANEOUS INDICATIONS

Function

To provide information in the cockpit about the operationof the aircraft and engine systems.

P iti

Description

There are two main indicating devic

- The VEMD - Vehicle and Engine M

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Position



- Central Warning Panel

- Display unit with two screens

- Liquid crystal displays.

Main components

- Engine sensors

- EECU

- VEMD

- CWP.

- The CWP - Central Warning Pane

The VEMD displays all the necessarparameters. It can also display mainwhen the aircraft is on the ground. Itand lower screen and ten selector buttvarious functions.

The CWP has a set of warning lights tomalfunction in any helicopter vital s

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Training Manual ARR

MISCELLANEOUS INDICATIONS - VEMD -

GENERAL - DESCRIPTION

Function

To provide information in the cockpit about the operationof the aircraft and engine systems.

Description

The upper screen has two display mo

- Engine parameter screen in startin

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Position



- 1 upper screen

- 1 lower screen

- Control buttons.

Engine parameter screen in startin

- Engine parameter screen in operat

The lower screen has three display m

- Operation screen in flight

- Engine parameter screen in operfailure)

- Maintenance screen (engine stopp

Note 1 :VEMD - Vehicle and En Display.

Note 2 : For more information, rmanufacturer's documenta

Training Manual ARR

F L I

768

9

10

11

5

P2

43

2

1

0

5

10 9

68

9

5

10

NG

T4

TQ

648 °C

61,8 % 72,7 %

5 64

3

0

78

9

x 100

x 10

2

0

4

10

8

6

-10

-5

5

0

P2

UPPER SCREEN

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BRT -

BRT +

ENTER

-

+

SELECT

RESET

SCROLL

OFF 2

OFF 1

UPPER

SCREEN

LOWER

SCREEN

F L I

MESSAGES

768

9

10

11

5

P2

43

2

1

0

0

5

10

NG

98 %

T4

680 °C

TQ

90 %

MESSAGES

0 0, % , %

FLIGHT REP

FAILURE

OVER LIMIT

ENGINE PO

TRANS. RE

FUNC. TIME

FADEC DAT

HA

5 10

160

TEMP90 °C

x 10

68

102

4

0

PRESS6 Bar

U/BUS28 V

I/GEN150 A

16

ENG OIL

LOWER SCREEN

STARTING OPERATIONCONTROL

BUTTONS

Note 1 : VEMD - Vehicle and Engine MultifunctionDisplay.

Note 2 : For more information, refer to the aircraft

manufacturer's documentation.

VEMD

(Vehicle and EngineMultifunction Display)

Or Or

Training Manual ARR

MISCELLANEOUS INDICATIONS - VEMDOPERATION (1)

There are two operating modes: operational andmaintenance.

Operational mode

In this mode in normal operation there are two displays

Flight Display

• Upper Screen: FLI

FLI means First Limit Indicator. This graduated from 0 to 11. The needlepositioned as a function of the param

8/13/2019 Arriel_2B-2B1 11-02 En


In this mode, in normal operation, there are two displayspossible - starting display and flight display.

Starting Display

• Upper Screen: "3 info display"

- t4.5 analog and digital- Delta N1 analog- N1 digital- Tq analog and digital- Bleed valve flag- P2 (sand filter)- OAT digital- Fuel quantity analog and digital

• Lower Screen- Eng oil pressure analog and digital- Eng oil temp. analog and digital- Starter current digital- Main Bus volts digital- Fuel quantity digital- Flight time remaining digital

Th di l h t ti ll t th fli ht di l t

positioned as a function of the paramits limit. The parameters used are N1needle reaches 10 one of the paramelimit. There is a digital indication of eright of the FLI indicator. When a paits limit a yellow line will flash undewhen it reaches the limit the line becowarning sounds.

• Lower Screen

Same indication as in start displaycurrent is replaced by generator curr

At the bottom of the screen is an areThe EECU inputs to the VEMD maythis area by pressing "SELECT".

Note 1 : TURBOMECA uses the ter ARP 755a, thus N1, t EUROCOPTER uses Ng, t4values.

N t 2 F i f ti

Training Manual ARR

OFF 1

P2

OFF 1

P2

BLEED VALVEFLAG

SANDFILTER

BLEED VALVEFLAG

SANDFILTER

N1EN

PARA

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BRT -

BRT +

ENTER

-

+

SELECT

RESET

SCROLL

OFF 2

5 10

160

TEMP

90 °C

x 10

68

102

4

0

PRESS

6 Bar

U/BUS28 V

I/GEN150 A

16

ENG OIL

F L I

MESSAGES

768

9

10

11

5

P2

43

2

10

0

5

10

NG

98 %

T4

680 °C

TQ

90 %

BRT -

BRT +

ENTER

-

+

SELECT

RESET

SCROLL

OFF 2

5 10

160

TEMP

90 °C

x 10

68

102

4

0

PRESS

6 Bar

U/BUS28 V

I/GEN150 A

16

ENG OIL

0

5

10

NG

T4

TQ

648 °C

61,8 % 72,7 %

5 64

3

0

78

9

x 100

x 10

2

0

4

10

86

-10

-5

5

0

P2

S G S G S

FAULTMESSAGESOR EECUINPUTS

t4.5

TORQUE

PARADIG

INDI

Note 1 : Turbome

terminol755a, thu

whereasNg, t4 an

values.Note 2 : For more

the aircr

d

Training Manual ARR


OPERATION (2)

Maintenance mode

In maintenance mode the following functions are available :

- FLIGHT REPORT

The other maintenance pages are aengine is stopped) by switching onpressing simultaneously the "SCRObuttons and keeping both buttons depVEMD with the buttons OFF1 and OF

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- FLIGHT REPORT

- FAILURE

- OVERLIMIT

- ENGINE POWER CHEK

- TRANS. RESET

- FUNC. TIMES

- FADEC DATA

Flight Report

At the end of a flight the Flight Report is automaticallydisplayed on the lower screen when N1 ≤ 10% and

NR≤ 70

RPM.

It provides the following information :

- Flight number

- Flight duration

- N1 and N2 cycles, this flight and totals

O li it fl i t f d

"release keys" appears on the screens.available N1 < 10% and NR < 70 RPM.

On the "MAINTENANCE MEN

"SELECT" button to select the req"ENTER" button to go to this page.

Refer to chapter 15 of this manual foon trouble shooting.

Note : For more information, ref

manufacturer's documentatio

Training Manual ARR

OFF 2

OFF 1

765

P2

10

NG

98 %

+

2

2

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BRT -

BRT +

ENTER

-

+

SELECT

RESET

SCROLL

F L I

MESSAGES

768

9

10

11

54

32

10

0

5

T4

680 °C

TQ

90 %

MAINTENANCE MENU

FLIGHT REPORT

FAILURE

OVER LIMIT

ENGINE POWER CHECK

TRANS. RESET

FUNC. TIMES

FADEC DATA

HARMONISATION IN PROGRESS

HARMONISATION OK

BRT -

BRT +

ENTER

-

FLIGHT REPORT

FLIGHT NUMBER 452

DURATION 1 h 21 mn

CYCLE NG XX.XX I XXXX.XXCYCLE NF XX.XX I XXXX.XX

TOTAL

OVER LIMIT DETECTEDFAILURE DETECTED

EXIT ---> PRESS RESET

Pg

-

+

31

1

3

4

1 4TO

Flight report automatically

displayed at engine shut downwhen N1 ≤ 10 % and NR ≤ 70 RPM

LINE

Note : For more information, refer tothe aircraft manufacturer's

documentation.

Training Manual ARR


OPERATION (3)

Maintenance mode

Flight Report

This page displays the last 32 flight reports in the memory

Trans. Reset.

This is for transferring information bmodules after a module change.

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This page displays the last 32 flight reports in the memory.

Failure

Failures are displayed on three pages, the +/- buttons are

used to change from one page to another. 256 failures canbe recorded.

Over Limit

This page displays any limit exceedances recorded inmemory for the last 32 flights.

Engine Power Check

The last 8 power check results can be accessed.

Func. Times

This page displays the total operatingand the EECU (FADEC).

Fadec Data

This page displays the values of the from the EECU.

Training Manual ARR

FLIGHT

FLIGHT NUMBER 452

DURATION 1 h 21 mn

CYCLE NG XX.XX I XCYCLE NF XX.XX I X

FLIGHT XXXXX

FLIGHTXXXXX

Nb FAILXXX

FAILURE DIAGNOSIS

MAINTENANCE MENU

FLIGHT REPORT

FAILURE

OVER LIMIT

ENGINE POWER CHECKTRANS. RESET

FUNC. TIMES

FADEC DATA

XXX

XXX

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FAIL

OVER LIMIT DETECTEDFAILURE DETECTED

EXIT ---> P

ENGINE POW

NG XXX.X

t4 XXX

TRQ XXX.X

t4 MARGIN

- XXX

GOOD

FADEC

NG TOP XXX.X %NG MCP XXX.X %NG LIM XXX.X %t4 - XXX °CIAS XXX Km/hTRIM NF XXX.X %COL. PITCH XXX.X %P3 XX.XX barFF XXX l/h

BV/HSPD/IRS

OVERT LIMIT XXXXX

TIME

TRQ

NG

NF

LIMIT MAX

FUNCTIONAL TIMES

FADEC FUNC. TIMES :

FADEC ENG. FUNC. TIMES :

MODULE 1 FLIGHT TIMES :

MODULE 1 FUNC. TIMES :

MODULE 2 FLIGHT TIMES :

MODULE 2 FUNC. TIMES :

XXXXX h

XXXXX h

XXXXX h

XXXXX h

XXXXX h

XXXXX h


Pg

-

+

XX

31

XXXXXX

XXXXXXX

XX

t4 XXXXXX

XXXXXXX

XX

XXXXXX

XXXX

XXXXXX

) TRQ MED XXX X) TRQ EXT

) TRQ TRA

) T4 MED) T4 HI

XXXXXX

) T4 LOW

) NG TRA) NG MNT

) NF EXT) NF TRA

XXX

XXXXXXX

EXIT ---> P

COMPLETE DIAGNOSIS

FAIL on FLIGHT XXXXX at X XX XX

TEST REF


HARMONISATION OK

XX

NG

TRQ

t4

T4R1

T4R2

P0

OAT

GENC

GENV

NF

NR

XXX.X

XXX.X

XXX

XXXX.X

XXXX.X

XXXXX

XX.X

XXX

XX.X

XXXXX

XXX

XXX.X

XXX.X

XXX

XXXX.X

XXXX.X

XXXXX

XX.X

XXX

XX.X

XXXXX

XXX

XXX

Param EOP

To see param press ENTER



FAIL

1

-

+

XXX

XXX

P

EOPFAIL

LRU name LRU name

XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX

XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX

1

TRANS. RESETThis is an internal VEMD function.

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Training Manual ARR

9-STARTING

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- Starting system ............................................................. 9

- Starter-generator ........................................................... 9

- Ignition system (74-00-00)............................................. 9

- Ignition unit (74-11-10) ................................................. 9

- Ignition cables (74-24-10).............................................. 9

- Igniter plugs (72-43-00) ................................................. 9

Training Manual ARR

Main components

- In the cockpit:

• Stop/Idle/Flight selector (2B)

• On/Off (2B1)

• Auto/Manual selector

STARTING SYSTEM - GENERAL -

DESCRIPTION

Function

The starting system ensures starting (on the ground and inflight) and dry crank of the engine. It includes the followingfunctions : cranking, fuel supply, ignition and sequential

8/13/2019 Arriel_2B-2B1 11-02 En


• Auto/Manual selector

• Crank push button

• Circuit breakers

- In the aircraft:

• Starter contactor• Accessory relay

• EECU

- On the engine:

• Starter generator

• Ignition system

• Start electro-valve• Stop electro-valve.

control.

Position

All the starting accessories are installed on the engineexcept the EECU which is installed in the aircraft. Indicatingand control components are aircraft components.


- Starting envelope : refer to flight manual

- Start duration : between 25 and 30 sec

- Max dry crank time : < 20 sec

- Stabilisation time before shut-down : 60 sec at idle

- Run-down time : > 30 sec from 67 to 0 % N1

- Max t4.5 during start : refer to flight manual.

Training Manual ARR

Flight

Idle

ON

Starting envelope :Refer to Flight Manual

Start duration :Between 25 and 30 sec

Max dry crank time :

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A

M

ST

ACCESSORY RELAY

STARTERCONTACTOR

EECU

I

STA

ST

"CRANK"PUSH BUTTON

CIRCUIT-BREAKER

ENGINE

SELECTOR (2B)

ENGINE

SELECTOR (2B1)

"AUTO" / "MANUAL"SELECTOR

Stop OFF< 20 sec

Stabilisation timebefore shut-down :

60 sec at idle

Run-down time :> 30 sec from 67 to 0 % N1

Max t4.5 during start :Refer to Flight Manual

Training Manual ARR

STARTING SYSTEM - OPERATION

This section deals with operating sequences associatedwith the starting system : start, shut-down and dry crank.

Starting cycle

The starting cycle is characterised by the evolution of theengine parameters especially the rotation speed and the

Dry crank cycle

A dry crank consists of cranking th

without supplying fuel or ignition (drycooling the engine or for maintenanc

The dry crank cycle comprises the fo

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engine parameters, especially the rotation speed and thegas temperature.

The main points of the starting cycle are :

- Start selection

- Self-sustaining speed (de-energisation of the starter andignition unit)

- End of start (stabilisation at idle speed).

Shut-down cycle

This cycle comprises the following points :

- Stabilisation at idle speed

- Stop selection

- Run-down and stop.

- Dry crank selection

- Cranking of the rotating assembly

- End of dry crank and run-down.

Note : Dry crank time is limited overheating of the starter mo

Training Manual ARR

ACCESSORYRELAY

STARTERCONTACTOR

Starting

accessories

Starter-

generator

DRY CRANK SELECTION

+

+

N1 speedStop sel

Run

Stabilisation

at idle speed

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EECU

RELAY accessories

START

SELECTION

N2 idle

N1 idle

Self-sustainingspeed

S l i

t4.5 gas

temperature SHUT-DOWN

N1 speedDry c

Training Manual ARR

STARTER-GENERATOR

Function

The starter motor cranks the gas generator rotating assembly

during starting and dry crank.

At the end of starting and when the rotation speed issufficient thestarteroperatesasaDirectCurrentgenerator

Operation

Engine cranking (starter)

When "START" is selected the starterconnects the aircraft DC bus bar to t

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sufficient, the starter operates as a Direct Current generator.

Position

- On the engine : on the front face of the accessory

gearbox.


- Supplied by aircraft manufacturer

- Type : starter-generator

- Supply : 28 VDC.

Description

The starter main components are :

- The starter (starter-generator)

h i fl

The starter then cranks the rotating aaccessory drive train.

The torque on the starter shaft is inve

the gas generator speed and will batmospheric temperature is low.

The N1 increases up to self-sustainwhich point the torque becomes negthe starter is cut by the opening of th

Generator operation

When self-sustaining speed is reachoperates as an electrical DC generaaircraft electrical system.

Training Manual ARR

SUPPLIED BYAIRCRAFT MANUFAC

Type :Starter - generat

Supply :28 VDCSTART

8/13/2019 Arriel_2B-2B1 11-02 En


0

N1

+VDC Eq

Ex

+D

+G

+

SUPPLY

TERMINALS

STARTER(starter-generator)

MOUNTING FLANGE

28 VDC

OO

STARTTORQUE

Decreasing ambient

temperature

Self-sustaining speed

GSTARTER

Training Manual ARR

IGNITION SYSTEM

Function

This system ensures the ignition of the fuel sprayed by the

start injectors into the combustion chamber.

Position

Operation

The system is electrically energised fr

until self-sustaining speed is reached

During this period sparks are proelectrodes of the igniter plugs.

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All the ignition system components are installed on theengine, except the electrical supply circuit.


- Type : High Energy (HE)

- Supply voltage : 28 VDC.

Description

The ignition system includes the following components :

- 1 double ignition unit

- 2 ignition cables

- 2 igniter plugs.

g p g

Training Manual ARR

Type :High Energy

Supply voltage :28 VDC

Output voltage :

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IGNITIONUNIT

IGNITIONCABLES

IGNITERPLUG

IGNITION

UNIT

POWER

SUPPLY

Output voltage :

3000 Volts

Training Manual ARR

IGNITION UNIT

Function

The ignition unit transforms the input voltage into a high

energy output.

Position

Operation

The ignition unit is supplied with 28

to a high energy voltage which is deplugs through the ignition cable0.5 Joules).

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- In the system : connected to aircraft accessory relay

- On the engine : mounted on a support at the front rightpart of the engine.


- Type : High Energy (HE).

Description

The ignition unit includes the following components in asealed box :

- An input connector (28 VDC)

- Two connectors (HE) for the 2 plugs

- 2 mounting brackets.

Training Manual ARR

OUTPUT CONNECTORS (HE(connection with the 2 igniter p

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Type :High Energy (HE)

INPUT CONN(connection with the

IGNITIONUNIT

Identification

plate

OUTPUT CONNECTORS (HE)

(connection with the 2 igniter plugs)

IGNITION

UNIT

Training Manual ARR

IGNITION CABLES

Function

The ignition cables supply the high energy current

(produced by the ignition unit) to the igniter plugs.

Position

Description

An ignition cable includes :

- An internal conductor

- An outer shielding (stainless steel

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- In the system : between the ignition unit and the plugs

- On the engine : on the front upper part of the engine.


- Type : multi-core nickel-plated copper wire

- Quantity : 2 identical independent cables

- Shielding : triple braided

- Operating voltage : 5 kVolts.

- Two stainless steel rigid end fittin

- Two electrical connectors

• One igniter plug connector (ceraand nut)

• One ignition unit connector (tefl joint, spring and nut).

Training Manual ARR

ELECTRICAL

ELECTRICAL CONNECTOR(to the igniter plug)

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ELECTRICAL(to the ign

ELECTRICALCONNECTORS

(to the ignition unit)

IGNITION CABLE(wire and shield)

ELECTRICALCONNECTOR

(to the igniter plug)

IGNITIONCABLES

Type :Multicore nickel-plated

copper wire

Quantity :2 identical

independent cables

Shielding :Triple braided

Operating voltage :

Training Manual ARR

IGNITER PLUGS

Function

The igniter plugs produce sparks to ignite the fuel sprayed

by the start injectors.

Position

Description

An igniter plug comprises :

- An external body connected to the

- A semi-conductor fitted in the tip

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- In the system : at the end of each igniter cable

- On the engine : mounted beside the start injectors oneither side of the combustion chamber casing.


- Type : High Energy (HE), surface discharge

- Quantity : 2.

- An insulator

- A central electrode connected to th

- An electrical connector for conneunit

- Mounting flange (2 bolts on the po

- Seals and spacers (depth adjustme

Operation

The high energy current produced bsupplied to the central electrode ofdischarges, across the semi-conductcausing a powerful spark.

This spark ignites the air fuel mixtucombustion chamber by the two star

Training Manual ARR

MOUNTING

FLANGE

ELECTRIC

(connection w

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Semi-conductor

Insulator

EXTERNAL

BODY(-)

CENTRALELECTRODE

(+)

Spark

Start injectors

IGNITERPLUG

COMBUSTION

IGNITERPLUG

Type :High Energy (HE),surface discharge

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Training Manual ARR

10-ELECTRICAL SYSTEM

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- Electrical system (71-51-00).......................................... 1

- Alternator (72-61-00)..................................................... 1

- Electrical harnesses (71-51-00)..................................... 1

Training Manual ARR

ELECTRICAL SYSTEM

Function

The system contributes to the various indicating and

control functions of the engine :

- Control

C t l t

Note : The accessories are dealt withchapters except the alternato

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- Control system

- Safety system

- Maintenance aid.


- Direct current : 28 VDC from aircraft electrical system

- Dedicated alternator electrical power : 100 VA, 48 V.

Main components

- Engine electrical components (accessories and sensors)

- Control and indicating components (aircraft)

- Engine Electronic Control Unit (installed in the airframe)

- Electrical harnesses.

Training Manual ARR

CONTROL

AND INDICATINGCOMPONENTS

Direct

28 VDC felectric

Dedicateelectric

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ACCESSORIESAND SENSORS

ELECTRICAL

HARNESSES

electric100 V

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Training Manual ARR

ELCO

(connecti

Type :

Permanent magnet rotor- 2B: 3 phase alternator

- 2B1 : 3 phase double

alternator

Power :100 VA

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Identificationplate

Drive shaft

(N1)Rotor

(permanent magnet)

MOUNTINGFLANGE

(mounting onaccesory gearbox)

A

Output voltage :< 48 V

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Training Manual ARR

ELECTRICAL CONNECTOR


ALTERNATOR

BODY

MOUNTING FLANGE(secured by 3 screws on

EECU(rectified three phase curre

(supppha

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STATOR(3 phase winding)

ROTOR

(permanent magnet ;8 poles)

DESCRIPTION OPERATIO

Normal operation

28 VDC bus bar failure

0 %

N1

65 %

the rear face of theaccessory gearbox) +28 VDC

Internalsupply

PRINCIPLE OF EECU

ELECTRICAL SUPPLY

Alternator

Alternator

28 V bus bar

100 %

Training Manual

ARR

ALTERNATOR (2B1) - DESCRIPTION -

OPERATION

Description

The alternator is secured by 3 screws on the rear face of the accessory gearbox. The flange has threaded holes for extraction.

I i l d h f ll i

The three phase voltage is rectifiebridge housed in the EECU.

The output frequency is used by the ch for fuel flow control etc.

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It includes the following components :

- A rotor driven by the accessory drive train (N1). It is provided with permanent magnets (8 poles)

- Two stators formed by two windings (A and B) withstator winding located at each side of the rotor. One for channel A and one for channel B

- Two electrical connectors for connection with the EECU,one connector for each channel.

The windings, all wiring and the connectors for each

channel are separate and insulated from one another.

Operation (for one winding, A or B)

The alternator transforms the mechanical power availableon the drive shaft into electrical power.

This electrical power is supplied to a channel of the

EECU electrical supply

The Engine Electronic Control Unit iseither from the aircraft 28 VDC bus b

alternator as follows :

- By the aircraft 28 VDC bus bar alonin the event of an alternator failur

- By the engine alternator above 65

The EECU switches automatically fro

to the alternator supply without any ef

Training Manual ARR

ChannelABUS BAR

+ 28 VDC

Stator

winding B

ELECTRICAL CONNECTORS(connection with the EECU)

STATORSTATOR

ALTERNATOR

BODY

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ChannelB

STATORWINDING A

STATORWINDING B

ROTOR(permanent magnet ;

8 poles)

DESCRIPTION

MOUNTING FLANGE

(secured by 3 screws onthe rear face of the

accessory gearbox)

EECUD

(supph

RO

OPERATION

Normal operation

28 VDC bus bar failure

0 %

N1

65 %

PRINCIPLE OF EECU

ELECTRICAL SUPPLY

Alternator

Alternator

28 V bus bar

100 %

Training Manual

ARR

ELECTRICAL HARNESSES

Function

The harnesses connect the engine electrical components to

the EECU and the aircraft circuit.


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- Cable type : shielded or double-shielded

- Type of connectors : threaded.

Main components

Two engine harnesses :

- 1 engine to EECU harness (P201 and P203 connectors)

- 1 engine to Aircraft harness (P100 connector)

Training Manual ARR

P 100P 200

EngineAircraft

Firewall

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P 203

P 204

P 201P 202

ENGIN

EECU

Aircraft r

Engine re

AIRCRAFT

Cable type :shielded or double-shielded

Type of connectors :threaded

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Training Manual ARR

11-ENGINE INSTALLATION

- Engine compartment .................................................... 1

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- Engine mounting and handling .................................... 1

- Air intake and exhaust system ..................................... 1

- Engine system interfaces ............................................... 1

•Oil system................................................................ 1

•Fuel system.............................................................. 1

•Drain system ........................................................... 1

•Electrical system..................................................... 1

Training Manual ARR

ENGINE COMPARTMENT

Function

The engine compartment houses the engine.

Position

- At the rear of the helicopter main gearbox.

Description

The engine compartment inclu

components :

- The firewalls :• Front firewall

• Rear firewall

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- Insulated compartment

- Compartment ventilation by air circulation.

Main components

- Firewalls

- Cowlings

- Support platform.

Rear firewall

- Rear fairing

- Engine cowling which includes th

The compartment ventilation is ensuin order to maintain an acceptablevarious areas.

Training Manual ARR

Air intakegrill

ENGINE COWLINGREAR FAIRING

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FRONTFIREWALL

Gearbox

Insulated

Compartmby air c

Training Manual ARR

ENGINE MOUNTING AND HANDLING

Function

The engine mountings attach the engine to the aircraft. The

lifting brackets permit engine lifting.

Position

E i i


The front support is ensured by a ring

front flange of the front support cgearbox input casing.

The rear support is ensured by meanclamps on the protection tube.

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Engine mounting

- Front mounting : on the support casing front flange

- Rear mounting : a cradle and two clamps on the protectiontube.

Engine lifting

- Two lifting brackets at the junction of the compressorand combustion chamber casings

- One lifting bracket on the mounting flange of the exhaustpipe.

p p

The lifting brackets permit the instsling.

Note : The power transmission triangin the front support casing.

Training Manual ARR

FRONT LIFTINGBRACKETS

R

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MOUNTING BY TWOCLAMPS AND ACRADLE ON THE

PROTECTION TUBE

MOUNTING BY THEFRONT SUPPORTCASING FLANGE

POWERTRANSMISSION

FLANGE

Training Manual ARR

AIR INTAKE AND EXHAUST SYSTEM

Air intake

Function

The air intake system directs the ambient air into theengine.

Position

Exhaust system

Function

The exhaust system discharges the ex

Position

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Position

- In front of the engine.


- Type : dynamic, annular

- Air flow : 2.5 kg/s (5.5 lbs/sec.).

Main components

- Helicopter air intake

- Air duct.


A circular flange on the compressor casing permitsconnection of the aircraft air duct.

The admission of air can be made through a static or adynamic intake which can be provided with protectiondevices (filters, anti-icing...).

A pressurized seal can also be fitted to improve the

- At the rear of the engine.


- Type : annular.

Main components

- Engine exhaust pipe

- Exhaust extension (air frame).


The exhaust expels the gases directlyto the aircraft by means of an extens

The extension is supplied by the aircis secured by a ring of bolts at the rear opipe.

Training Manual ARR

PROTECTION DEVICES

(filters, anti-icing...)

AIR DUCT PRESSURIZED

SEAL

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ENGINE

EXHAUST PIPE

UNION FOR

COMPRESSOR WASHING

AIR INTAKE

HELICOPTER

AIR INTAKE

EXHAUAir intake

- Type : dynamic, annular- Air flow : 2.5 kg/s (5.5 lbs/sec.)

Exhaust system

Training Manual ARR

ENGINE SYSTEM INTERFACES (1)

Oil system

The oil system has three interfaces which are installed on

the front firewall, inside the engine compartment.

The oil system interfaces are :

- Oil outlet line to the oil cooler

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- Oil supply line to the oil pump pack. The oil supply lineis fitted with a drain plug on the interface

- Engine breathing and oil tank vent line.

Training Manual ARR

OIL SUPPLYTO THE PUMP

Oil tankvent line

ENGINEBREATHING

Oil tank

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Training Manual ARR


Fuel system

The engine is provided with :

- A fuel system inlet union

- A fuel return line (start purge and injection wheel purge)back to the tank.

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Training Manual ARR

1

2

3INJECTION

WHEEL PURGE

(stop purge valve)

FUEL SYSTEM

INLET UNION

START PURGE

(start purge valve)

T t k

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2

3

To tank

From tank

To tank

To

tank

Training Manual ARR


Drain system - Purge - Air vent

Function

To drain fluids from certain engine components.

Position

Description

A drain collector is fitted on a bracke

accessory gearbox casing and is conpipe to an aircraft drain.

Three drain tubes are connected to th

The output shaft seal drain

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- Various pipelines on the engine connected to the aircraftdrain system.


- Stainless steel tubes.

Main components

- Combustion chamber drain valve

- Engine breather union

- Fuel pump drive drain

- Injection wheel purge

- Start purge valve outlet

- The output shaft seal drain

- The fuel pump drive drain

- The combustion chamber drain.

The engine breather comprises a T unside of the accessory gearbox. Connthis union is the oil tank breather andwhich discharges into the exhaust.

The injection wheel purge drain and sconnect to the aircraft to be returned

The double exhaust pipe drain conwhich is connected to an aircraft ove

Training Manual ARR

INJECTION WHEEL S

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Engine breather pipe

COMBUSTION DRAIN

INJECTION WHEELPURGE

FUEL PUMPDRIVE DRAIN

EXHAUST PIPEDRAIN

SVA

To fuel

tank

Training Manual ARR


Electrical system

The engine electrical harness is connected to the EECU

installed in the airframe and to the aircraft electricalsystem by means of three connectors (P100, P201, P203).

There are also earthing strips and starter-generator cables.

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Training Manual ARR

P 100P 200

EARTHING

EngineAircraft

Firewall

STARTER-GENERATORCABLES

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P 203

P 204

P 201P 202

STRIPS

ENGINEEECU

Aircraft respon

Engine respon

AIRCRAFTCABLES

Training Manual ARR

FIRE DETECTION

Function

The fire detection system detects overtemperature in the

engine compartment and gives a cockpit indication.

Position

- One detector on the right of the accessory gearbox


Each fire detector comprises a bime

in a steel tube.

Each detector is fitted by three bolts

The two detectors on the accessory 200 °C (392 °F)

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g y g

- One detector on top of the pump and metering unitassembly

- One detector on the rear flange of the combustionchamber casing left side.


- Sealed bi-metallic strip detectors.

Main components

- Three detectors

- Electrical harness

- Detection logic system and indication in airframe.

200 C (392 F).

The one on the gas generator is set a

Training Manual ARR

Ses

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FIREDETECTOR

(200 °C / 392 °F)

FIREDETECTOR

(200 °C / 392 °F)

FIREDETECTOR

(400 °C / 752 °F)

SEALEDBI-METALLICSTRIP DETECTOR

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Training Manual ARR

12-OPERATING LIMITATIONAND PROCEDURES

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AND PROCEDURES

- Operating limitations ................................................... 1

- Operating procedures .................................................. 1

Training Manual ARR

OPERATING LIMITATIONS

All operating limitations are defined in the officialdocuments :

- Flight manual

- Maintenance manual(s).

The main engine limitations are :

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- Flight envelope

- Gas generator rotation speed N1

- Power turbine rotation speed N2

- t4.5 gas temperature

- Torque

- Miscellaneous (load factors, vibration...)

The systems general limitations are :

- Pressure, flow, volume, voltage...

Training Manual ARR

FLIGH T MANUAL

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ENGINE AND SYSTEMLIMITATIONS

- Flight envelope- N1 rotation speed- N2 rotation speed- t4.5 gas temperature- Torque- Miscellaneous (load factors,

vibration...)- Pressure, flow, volume,

voltage...

Training Manual ARR

OPERATING PROCEDURES (1)

The operating procedures are considered for trainingpurposes only. Refer to the aircraft manual.

Pre-start checks

- Inspections, checks…

2B : Starting

- Power "On"

Shut-down

- After stabilisation : at idle

- Selector to "Stop". The engine shurundown time.

Dry crank

Ensure that N1 < 10 %

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- Power On

- Move selector to "Idle"

- The engine starts and accelerates to idle speed (≈ 67 %

N1). During start, check : N1, N2, t4.5, oil Pr and t ° - Selector moved to "Flight".

The engine accelerates up to nominal rotor speed.

Note : Starting can be selected by placing the controllever directly to the "flight" position.

2B1 : Starting- Power "On"

- Move twist grip to "Idle"

- Selector to "On"

- The engine starts and accelerates to idle speed (≈ 68 % N1).

- Twist grip moved to "Flight".

Ensure that N1 < 10 %

- Selector to "Stop"

- Press crank button (and maintaaccelerates without ignition and funot exceed 20 seconds

- Release crank button.

Relight in flight

- Move selector to "Stop" and return Note : Wait until N1 has decelera

commence automatically whe17 %.

Training Manual ARR

SHU

PRE-START CHECKS

- Inspections, checks…

STARTING (2B)

- Power "On" - Move selector "Stop - Idle - Flight" to "Idle"

- Selector moved to "Flight"

The oprocedures for training

Refer to the

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Flight

Idle

Stop

ON

OFF

DRY CRANK

SHU

RELIGH

STARTING (2B1)

- Power "On" - Move twist grip to "Idle"

- Selector to "On" - Twist grip moved to "Flight"

- After stabilis

- Selector to "

- Check the ru

- Selector to "Stop"- Press Crank button (and

maintained)- Ventilation should not exceed

20 seconds- Release crank button

2B VERSION 2B1 VERSION

- Move selectreturn to "F

Training Manual ARR

OPERATING PROCEDURES (2)

Flight

- Selector in "Flight" position.

Automatic control : monitor engine parameters andespecially the N1 indication.

2B : Control system total failure

2B : Training to control system f

- "Manual" selection of the "Manua

- Manual control procedure.

Note 1 : Return to normal mode pos preferably from a stable c

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The fault is indicated and the manual control procedurecan be applied ("plus" and "minus" range) : closemonitoring of parameters.

2B1 : Control system total failure

If both EECU channels can not control fuel flow, the N2speed will be automatically maintained at 100 % by theautomatic back-up control system.

Note 2 : If the manual control prwithout selecting "Manualis the "mixed mode".

2B1 : Automatic backup test proc

On the EC 130, a periodic test of thecontrol system must be carried out.

This procedure is described in therequires selection of manual mode to

Training Manual ARR

FLIGHT

CONTROL SYSTEM TOTAL FAILURE (2B)

TRACONTR

FAIL

(Training t

Range(+)

Range(-)

Range(-)

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Flight

Idle

Stop

ON

OFF

AUTOMA

TEST P

2B VERSION 2B1 VERSION

(+)

Automaticback-up

Range(+)

CONTROL SYSTEM

TOTAL FAILURE (2B1)

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Training Manual ARR

13-VARIOUS ASPECTS OF

MAINTENANCE

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- Maintenance concept .................................................... 1

- TBOs and life limits....................................................... 1

- Preventive maintenance ................................................ 1

- "On-condition" monitoring .......................................... 1

- Corrective maintenance ................................................ 1- Technical publications .................................................. 1

Training Manual ARR

MAINTENANCE CONCEPT

Introduction

The engine is designed to have a high availability rate with

reduced maintenance.

The main aspects of the maintenance concept are thefollowing :

- Effective modularity

Second line maintenance : engine m(I level).

- Corrective maintenance : SRU andinstallation.

Third line maintenance : deep

involves module repairs (H level).

- Corrective maintenance : compone

Fourth line maintenance : overhaul shop (D level).

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- Good accessibility

- Reduced removal and installation times

- On-condition facility

- Quick repair.

Maintenance levels

Four maintenance levels can be considered :

First line maintenance : engine installed on the aircraft(O level).

- Scheduled and preventive maintenance

• Checks and inspections

• Life limit or completed TBO removal.

- Corrective maintenance

• Fault detection

- Maintenance scheduled when the Twhen the life limit of a componen

- Corrective maintenance.

Other aspects of maintenance

Refer to the following pages.

Note 1 : LRU - Line Replaceable U

SRU - Shop Replaceable

Note 2 : The maintenance steps aroperator taking into accou

personnel and logistic con

As far as the engine manufathe current maintenance line) are defined and maintenance manual. De

Training Manual ARR

MAINTENANCE LEVELS

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2nd LINE MAINTENANCE(I level)

(engine removed)- Corrective maintenance

(modules, SRU)

3rd LINE MAINTENANCE(H level)

(engine removed)- Deep maintenance

1st LINE MAINTENANCE(O level)

(engine installed on aircraft)- Scheduled or preventive

maintenance

- Corrective maintenance

4th LI

(engine re- Sche

(o

- Corr

Training Manual ARR

TBOs AND LIFE LIMITS

Engine, module and accessory TBOs

TBOs (operating Time Between Overhauls) are defined

for the engine, the modules and some accessories. TheseTBOs, determined by tests and experience, are subject toan extension programme.

The TBO is expressed in operating hours.

TBO components (flight hours)

The TBO is expressed in operating h

- Engine

- Modules

- Some accessories.

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Component life limits

Certain components (mainly rotating parts such as

compressor, turbines, injection wheel…) have a life limitwhich requires the part to be scrapped when the limit isreached.

The life limit is expressed in operating cycles.

Counting of hours and cycles

A cycle is a clearly defined operating sequence. Cyclecounting is effected either manually or automatically. Themethod of counting cycles and the various limits aredescribed in Chapter 5 of the maintenance manual.

A counting check (comparison between automatic countingand manual counting) is a procedure planned in the periodicmaintenance.

A simple check can be carried out by comparing the two

Life limited components (N1 or N

Life limits are expressed in operatin

- Axial and centrifugal compressors

- Injection wheel (N1 cycles)

- Turbines (N1 or N2 cycles).

Consumable and repairable com

(examples)- Oil pumps (repairable)

- EECU (repairable)

- Igniter plug, start injector (consum

On-condition components (exam

Training Manual ARR

TBO

- Engine

- Modules- Accessories

- Manu

- Autom- Count

CO

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EECU

t

LIFE LIMITS

Cycles for :- Compressors- Turbines

- Injection wheel

Training Manual ARR

PREVENTIVE MAINTENANCE

Preventive maintenance includes the procedures whichmust be systematically carried out and the procedureswhich are recommended.

Refer to maintenance manual (chapter 05-20-00).

Servicing inspections

- Inspection before the first flight of the day

I ti ft th l t fli ht f th d

- Required maintenance inspections

The engine manufacturer considerrequired maintenance inspections

although not affecting directly the be performed.

- Recommended maintenance inspe

The tasks of the recommended mainli t d i th t bl d i db th

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- Inspection after the last flight of the day.

Periodic inspections

- These procedures can be "blocked" (at fixed intervalsfor all the procedures) or staggered (each procedure isdistributed over a period of time to reduce the turnaroundtime while still respecting the intervals)

- Visits are scheduled as a function of flight hours (ex:every 500 hours) or calendar (ex: 2 years)

- Special inspections :• Particular inspections

• Inspections according to airworthiness.

The procedures are also qualified as follows:

- Mandatory maintenance inspections.

The actions to be carried out to meet the Airworthiness

listed in the table, are advised by thein order to improve the reliability,reduce the operating cost of the en

Main inspection points of preven

- Visual inspections

- Run-down check

- Magnetic plug and filter inspectio

- Oil sampling for analysis

- Oil level checks

- Compressor cleaning (according to o

- Operating checks and ground run

- EECU data operation :

• Hour counting check

• Cycle counting check

Training Manual ARR

REFER TOMAINTENANCE MANUAL PERIODIC IN

- Procedure "block (flight hours or ca

- Special inspectio

SERVICING INSPECTIONS

- Inspection "before the first flight of the day"- Inspection "after the last flight of the day"

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MAIN INSPECTION POINTS

- Visual checks- Run-down check- Inspection of filters- Inspection of magnetic plugs- Oil sampling (for analysis)- Oil level (and replenishment if required)- Compressor cleaning (depending on operating conditions)- Ground run test

- Mandatory- Required

- Recommended

Training Manual ARR

ON-CONDITION MONITORING

When applying on-condition maintenance, the maintenanceprocedures are carried out according to the condition of engine components. It requires a monitoring which includesappropriate procedures studied during the engine design.

Objectives of on-condition monitoring

The objective is to increase safety and to reducemaintenance costs.

- Lubrication oil check : various methfor the contamination of the oil (magsampling). Samples of oil are takeand the samples are analyse

contamination and anticipate incipiby magnetoscopy, ferrography,analysis)

- Vibration level check : the vibratioassemblies gives an indication of t

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This is obtained as the monitoring ensures an early diagnosisof anomalies which could have serious consequences ; on

the other hand, monitoring avoids unnecessary maintenancetasks.

On-condition monitoring resources

On-condition monitoring implies an appropriate design of the engine which allows the use of monitoring tools.

The following procedures are available:

- Borescopic inspection : this permits inspection of internal parts which are not accessible withoutdisassembly : compressor, combustion chamber andturbine. A special tool is used to allow direct visualinspection of the parts.

gSensors installed at given points arevibration level. This type of check

periodic inspections or according t

- Health monitoring : the monitomeans of the Engine Electronic C"CONTROL SYSTEM" chapter a

- Visual inspection : conventional valso considered for on-condition minspection , exhaust pipe inspection

external inspections…).

Training Manual ARR

- To increase safety- To reduce maintenance costs

OBJECTIVES OFON-CONDITION MONITORING

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BORESCOPIC INSPECTION VIBRATION CHECK

Training Manual ARR

CORRECTIVE MAINTENANCE

Objective of corrective maintenance

The objective is to put the engine back into normal serviceas soon as possible. Corrective maintenance includes allprocedures which must be carried out when required(failure, fault…). It implies general and particular activities.

Corrective maintenance main tasks

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- Fault finding (refer to Maintenance Manual or TroubleShooting Manual : Chapter 71.00.06)

- Functional checks

- Condition checks

- Removal and installation : removal and installation of the complete power plant, of the accessories and of themodules and of some engine components as required.

Note : Assembly and disassembly of the engine is dealt with in general overhaul and repair.

- Adjustments

- Miscellaneous procedures : cleaning, storage…

- Repair or replacement

- Particular instructions : for example procedures in

Training Manual ARR

OBJECTIVES OF CORRECTIVEMAINTENANCE

- To put the engine back into normal

service as soon as possible

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CORRECTIVE MAINMAIN TASK

- Fault finding

- Functional and condition ch

- Removal and installation

- Adjustments

- Miscellaneous procedures (

Training Manual ARR

TECHNICAL PUBLICATIONS - GENERAL

This part deals with the engine technical documentation.

Operation documents

The operation documents are :

- The control documents (e.g. : flight manual)

- The management documents :

• Flight log book

- The general overhaul and repair do

• Overhaul manual

• Standard practices manual

•

Work specification.

- The deep maintenance instruction• Maintenance technical instruct

Identification documents

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• Flight log book

• Engine log book (records and provides informationon the engine status).

Maintenance documents

- The current maintenance documents are the following (1st

and 2nd lines) :• Maintenance manual (describes the engine and its

systems and all the maintenance procedures)

• Service bulletins (approved by the authorities, andissued to inform the operators of a modification or aninstruction which affects the operational aspects)

• Service letters (letter sent to inform the operator of certain instructions related to the operation of theengine)

• Modification index

Identification documents

The identification documents are :

- The current maintenance documen

• Spare parts catalogue (list andspare parts)

• Special tool catalogue (toolreferences).

- Overhaul and repair documents :

• Illustrated parts catalogue (illusengine and accessory parts ; ooverhaul)

• Descriptive list and drawings.

Note : Before all maintenance proc

- Refer to official documenta

Training Manual ARR

OPERATION

OC

DOCUMENTS

MAINTENANCE IDENTIFICATION

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OVERREP

CURRENTMAINTENANCE

MANAGEMENTCONTROL

CURRENT MAINTENANCE(1st and 2nd lines)

DEEPMAINTENANCE

(3rd line)

GENERAL OVERHAUREPAIR(4th line)

Example :- Flight log book- Engine log book

Example :Flight manual

- Spare parts catalogue- Special tool catalogue

- IPC- Descrip

and dra

- Maintenance manual - Maintenance technical - Overhaul manual

Training Manual ARR

TECHNICAL PUBLICATIONS - ADVISORYNOTICES

Three types of advisory notice are used in the technicalpublications :

- WARNING

- CAUTION

- NOTE.

Examples

WARNING : do not breath the oil fu

in contact with the skin.

CAUTION : if the flush is being cametal particles in the oil system, chthoroughly clean the tank.

NOTE k h il l b f

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Interpretation

WARNING : warns the reader of the possibility of physicalharm (e.g. : wounding, intoxication, electrocution).

CAUTION : warns the reader of the possibility of damagingthe engine or tooling.

NOTE : gives the reader advice on how best to carry out atask.

NOTE : take the oil sample beforreplenishment.

Training Manual ARR

Examples :

WARNING(physical harm)

Examples :

CAUTION(possibility of damage)

Exa

N(ad

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p

- Toxicity of engine oil and vapours

- Toxicity of cleaning products

- Toxicity of extinguishing products- Eye protection

- Fire risk

- Electrical discharge from ignition units :- electrocution

- risks with use in an inflammable

atmosphere

-……

p

- Titanum part cleaning

- Scrapping of O'ring seals

- Use of the correct cleaning products- Engine cooling

- Engine cleaning after use ofextinguishing product

- Orifice protection during removal

- Borescope fragility

- Tightening torque

-……

- Oil analysis

- Cycle counting

- Installation of O'rin- Engine storage

- Insulation measure- Procedural change

-……

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Training Manual ARR

14-MAINTENANCE PROCED

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- 1st line (O level ) ............................................................ 1

- 2nd line (I level ) ............................................................ 1

- 3rd line (H level ) ........................................................... 1

- 4th line (D level ) ............................................................ 1

Training Manual ARR

1ST LINE MAINTENANCE PROCEDURES

(O LEVEL )

The 1st line maintenance procedures are described in theMaintenance Manual and can be carried out on the engineinstalled, in the airframe.

They include :

- Preventive maintenance procedures

- Corrective or unscheduled maintenance procedures( i i t ll d)

Note 1 : LRU - Line Replaceable U

Note 2 : Refer to maintenance manout any maintenance proc

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(engine installed).

These 1st line procedures are listed in the following pagesin two groups :

- Check, adjust and servicing procedures

- LRU removal and installation procedures.

Training Manual ARR

ENGINE

- Rundown time check (71-02-09)

- Cycle counting manual (73-21-00)

CHECK, ADJUST AND SERVICING PROCEDURES1st line

Refer to mmanual befout any m

proc

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- Engine storage procedure (71-05-01)

- Borescopic inspection of the combustion chamber (72-00-43)

- Borescopic inspection of the gas generator turbine (72-00-43)- Inspection of the axial compressor blades (impacts, erosion measurement,...) (72-00-32)

- Compressor cleaning and washing (71-01-00)

OIL SYSTEM

- Oil change (79-00-00)

- Oil pressure check (79-00-00)

- Oil sampling for analysis (71-02-08)

- Oil dilution check (70-02-00)- Oil filter replacement (72-61-00)

- Fuel - oil heat exchanger (72-61-00)

- Oil filter pre-blockage indicator reset (72-61-00)

- Mechanical magnetic plug : magnetism check (72-61-00)

- Electrical magnetic plug : magnetism check and electrical test (79-38-00)

- Low oil pressure switch test (79-31-00)

Training Manual ARR

AIR SYSTEM

- P3 pressure transmitter test (75-41-00)

Ch k f h bl d l i (75 31 00)


Refer to mamanual befoout any ma

proce

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- Check of the bleed valve operation (75-31-00)

FUEL SYSTEM

- Fuel filter replacement (73-23-11)

- Test of the fuel filter pre-blockage pressure switch (73-23-32)

- Fuel filter blockage indicator reset (__-__-__)

- Low fuel pressure switch test (73-23-33)

- Fuel valve assembly check (73-14-00)

- Fuel inlet union leak check (72-43-00)

- Permeability injection manifold check (72-00-43)

- Calibration of start injector penetration (72-43-00)

CONTROL SYSTEM

- Cycle counting check by the EECU (73-21-00)

(XX-XX-XX) : Page references which deal with the subject in the maintenance documentation

Training Manual ARR

INDICATING SYSTEM


Refer to mmanual bef

out any mproce

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- N1 speed sensor test (77-11-00)

- N2 speed sensor test (77-12-00)

- Pyrometric harness test (77-21-00)- Pyrometric harness inspection (77-21-00)

- Calibration of t4.5 conformation resistors (72-43-00)

- Calibration of torque sensor penetration (72-61-00)

- Calibration of torque conformation resistors (72-61-00)

- Vibration check (71-02-10)

STARTING SYSTEM

- Check of the high energy ignition unit operation (74-11-10)- Calibration of igniter plugs penetration (72-43-00)

ELECTRICAL SYSTEM

- Electrical harness check and test (71-51-00)

(XX XX XX) P f hi h d l i h h bj i h i d i

Training Manual ARR

LRU REMOVAL AND INSTALLATION PROCEDURES

ENGINE AIR SYSTEM

1st line

Refer to mamanual befo

out any maproce

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- Seal of the centrifugal breather cover (72-61-00)

- Seal of the starter-generator adaptor (72-61-00)- Fire detectors (26-11-00)

- Drain collector (71-71-00)

OIL SYSTEM

- Oil valve assembly (79-25-00)- Oil pump (79-24-00)

- Oil filter (72-61-00)- Pre-blockage visual indicator (72-61-00)- Strainers (72-61-00)

- Mechanical magnetic plugs (72-15-00)- Electrical magnetic plug (79-38-00)

- Low oil pressure switch (79-31-00)- Fuel-oil heat exchanger (72-61-00)- Pressure transmitter (aircraft supply)

- P3 pressure transmitter (

- Compressor bleed valve (

FUEL SYSTEM- Pump and metering unit assembly (- Fuel filter (

- Blockage visual indicator (- Pre-blockage pressure switch (

- Low fuel pressure switch (- Fuel valve assembly (- Engine fuel inlet union (

- Start injectors (- Combustion chamber drain valve (


Training Manual ARR

LRU REMOVAL AND INSTALLATION PROCEDURES1st line

Refer to mamanual befoout any ma

proce

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CONTROL SYSTEM- Engine Electronic Control Unit (73-21-00)

INDICATING SYSTEM- N1 speed sensors (77-11-00)- N2 speed sensors (77-12-00)- Torque sensor (72-61-00)- Torque conformation box (72-61-00)- t4.5 conformation box (72-43-00)

- t4.5 thermocouple harness (x2) (77-21-00)

STARTING SYSTEM- Starter-generator (aircraft supply)- Ignition unit- Igniter plugs- Ignition cables

ELECTRICAL SYSTEM- Electrical harnesses- Alternator


U O S O OC U Sst e

Training Manual ARR

2ND LINE MAINTENANCE PROCEDURES

(I LEVEL )

The 2nd line maintenance procedures are described in theMaintenance Manual and must be carried out on theengine removed from the airframe.

They consist of scheduled and unscheduled maintenanceprocedures, engine removed :

- Module removal and installation

SRU removal and installation (e g output shaft seal

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- SRU removal and installation (e.g. output shaft seal,exhaust system...)

Note : SRU: Shop Replaceable Unit.

Training Manual ARR

MODULE M02Axial compressor MODULE M04

Refer to mamanual befo

out any maproced

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2nd LINE MAINTENANCE (I Level) - Output s

MODULE M03Gas generator

high pressure section

Power turbine

MODULE M05Reduction gearbox

MODULE M01Transmission shaft

and accessory gearbox

SR

Training Manual ARR

3RD LINE MAINTENANCE PROCEDURES

(H LEVEL )

Definition

The 3rd line (or deep) maintenance procedures are carriedout on removed major parts (e.g. modules) in a workshop.

They consist of replacement or reconditioning of subassemblies without repair or adjustment (e.g. injectionwheel replacement).

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Procedure

3rd Line Maintenance may be carried out on site byoperators, provided that the operator has been formallytrained, is in possession of the official updateddocumentation (technical instruction) and has receivedthe corresponding TURBOMECA approval (periodicallyrenewable).

Training Manual ARR

3rd line maintenance m

carried out on site by opprovided that the operator has

trained, is in possession of the documentation (technical instru

received the corresponding Tapproval (periodically ren

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3rd LINE MAINTENANCE (H Level)(engine removed)

Training Manual ARR

4TH LINE MAINTENANCE PROCEDURES

(D LEVEL )

Repair and overhaul

Overhaul

Overhaul is a maintenance operation which is carried outwhen the engine (or module) has reached the end of itsTBO, either in operating hours or cycles.

The overhauled engine (or module) is then put back into

Main procedure steps

- Engine reception

- Disassembly

- Cleaning

- Inspection

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The overhauled engine (or module) is then put back intoservice with zero hours for a new TBO.

Repair

Repair is a maintenance operation which must be carriedout when the engine (or module) is unserviceable.

After a repair, the engine (or module) is returned to servicewith a TBO according to the work carried out and the

engine standard.

Note : TBO : Time Between Overhaul.

- Investigation

- Repair

- Installation (of engine and accesso

- Tests

- Delivery.

Training Manual ARR

ENGINE OR MODULEAT THE END OF TBO

OR FOR REPAIR

ENGINE OR MAFTER OV

FULL TBO

REPAIR

AND OVERHAULSHOP

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TESTS

DELIVERY

ENGINE

RECEPTION

DISASSEMBLY - REPAIRACCESSORY ASSEMBLY

INVESTIGATION

DISASSEMBLY

ENGINE ASSEMBLY

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Training Manual ARR

15-TROUBLE SHOOTING

G l 1

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- General .......................................................................... 1

- Trouble shooting ........................................................... 1

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Training Manual ARR

Fault(single, double,

dormant)

Inevitable Random

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Symptoms (and other addAll factors should be takeas well as the interaction

Analysis of the fault

Identification of the faulty

Additionalchecks

Deduction

Remed(adjustment replacemen

Or otherperception

Trouble shooting

- Diagnosis

- Remedy

- Repair

- Check

- Adequate means andprocedures

- Training of personnel

MTTR(Mean Time To Repair)

Total time required

for repairing

Training Manual ARR

No effect after selecting start

N doesn't increase

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Is crank

possible?

- Starting circuit (circuit breaker,

selector switch, relay …)

- EECU

Yes No

- Starter contactor

- Electrical supply

- Starter

Note : Further tests (failure code, engaging noise of the contactor … ) help locate the failure.

Training Manual ARR

The ignition

system operates(noise of HE components)

On selection of start, N , but no increase in t4.5

Yes No

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- Start electro-valve

- Injectors

- HE ignition unit- Igniter plugs

Possible start on1 injector +

1 igniter plug if

on the same side

Fuel

flow

I iti t St t l t

Orfuel supply

Yes No

Note: Refer to the procedure in ordediscriminate

Note: It is also possible to check the fuel flow through the combustion

chamber drain valve.

Training Manual ARR

- EECU- Metering needle- Fuel supply

(LP s stem filters )

Increase due tothe injectors, butthe main system

t4.5 > 200 °Cbut not sufficient

t4.5 too hight4.5 ≈ 200 °C

- EECU- Sensors- Combustion chamberdrain valve

Abnormal t4.5 rise

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- Pressurising valve- EECU

Failure of the accessory drive shaft

(LP system, filters...)y

is not supplied drain valve

Note : In all cases, check the electrical supply (battery voltage).

Other possibility : N and t4.5 increase, but no start

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Training Manual ARR

Deceleration to idle

N1

deceleration

N1 stabilisation -

-

-

Stop selection EECU, ...

Yes

Yes

No

No

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Stop selection EECU, ...

The engine stops

N1 , t4.5

- Fuel system sealing

- Stop / Idle / Flight selector

- Stop electro-valve

Note : Stop is delayed for several

seconds (closing of the metering needle)

Abnormal rubbing of the rotating assemblyNormal

shut-down

Correct

rundown

time

The eng

effected

Further (HP pum

Note: A crank with the power turbine locked ll di i i ti b t th

Yes

Yes No

No

Training Manual ARR

Crank selection

(press and hold)

N1 indication

Note: 2 0 sec. max to avoidstarter overheat

Yes No

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Is the

gas generatordriven ?

Accessory

drive trainNormal dry

crank

Does the

starter turn ?

N1 indicationIs startin

possible

Crank

push-button

Yes Yes

Yes

NoNo

Training Manual ARR

Abnormal oil pressure indication

- Oil condition- Seal

VariationNo pressureLow pressure High pressure

- Filter blockageindication

- Measuringsystem

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- Failure of the pump shaft- Pressure relief valve- Blockage inside the system- Large internal or external

leak

Pressure indicatingsystem :- Transmitter- Indicator

Low oilpressure lightilluminated ?

- Blockage insidethe system

- Oil pressuretransmitter

- Pump pressurerelief valve

- Blockage ofa jet

Yes No

Training Manual ARR

Abnormal oil temperature indication

HighLow

- Measuring system- Insufficient cooling- Insufficient lubrication,

Measuring system

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Insufficient lubrication,blockage of a jet

Note : Fuel dilution in thheat exchanger i

Oil contaminat

Detection

Acorco

- Magnetic plug- Analysis- Color, aspect

Abnormal oil consumption

Visibleleak

Yes No

External leak

Pipe or accessoryseal on casing

Internal leak

Leak from cold sectionlabyrinth seals (frontsection) :Contamination of theaircraft air bleed

Leak from hot sectionlabyrinth seals (rearsection) : Smoke and oilevidence in the exhaustpipe

Training Manual ARR

Uncommanded shut-down N2, N1, Tq, t4.5, oil pressure

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Engine internal

problem

Faulty fuel supply :

- Pump shaft failure

- Pipe rupture

- Water or air in fuel

- EECU

Water or ice

ingestion

Training Manual ARR

Abnormal t4.5 temperature indication

Compressor surge

Dirtycompressor Engine internal problMeasuring system

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Max N1 reached

Loss of power

Engine problem

(air intake, compressor...)

- Blockage of the injection sys

- Fuel supply (pumps, filters..

- EECU

- Degraded mode

- Torque and gas temperature indication

- Engine : dirty compressor, turbine

creep,etc ...

Yes No

- EECU

- Compressor bleed valve

Training Manual ARR

Incorrectresponse time

Overspeed

Abnormal gas generator rotation speed N1

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Fluctuations

- Air in the fuel system

- Dirt in the fuel syste- Constant ∆P valve- Blockage of the

centrifugal wheel

EECU

EECU

Uncommanded

deceleration

- Fuel supply- EECU- Abnormal operation of

one of the fuel systemaccessories (refer to the

chapter "fuel system")

- EECU

- Anticipator- Gas generator

internal problem

Uncommanded

acceleration

Training Manual ARR

Abnormal power turbine rotation speed N2

Overspeed

- Power transmission shaft

Incorrect speed

- Indicators

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Power transmission shaft

- Control system

Indicators

- EECU

- Gas generator operation

Vibration

Gas generator

or power turbinerotating assembl

Engine

attachmentPower Transmission

shaft

Engine - aircraft

alignment

Training Manual ARR

TROUBLE SHOOTING - VEMD (1)

The VEMD includes a maintenance aid facility to helpwith trouble shooting.

Faults

Faults detected by the EECU are transmitted to the VEMDwhich displays them on the lower part of the upper screen.This display is in the form:

FAIL 1 XXXX or FAIL 2 XXXX

F il 1 d F il 2 f t th f lt d t bl i Ch t

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Fail 1 and Fail 2 refer to the fault code tables in Chapter71.00.06 trouble shooting (Maintenance manual). Thesetables identify the fault related to each code.

Training Manual ARR

SCROLL

OFF 2

OFF 1

768

9

10

11

5

P2

43

2

15

10

NG

98 %

T4

680 °C

FAULTCODE TABLES

8/13/2019 Arriel_2B-2B1 11-02 En


BRT -

BRT +

ENTER

-

+

SELECT

RESET

5 10

160

TEMP90 °C

x 10

68

102

4

0

PRESS6 Bar

U/BUS28 V

I/GEN150 A

16

ENG OIL

F L I

MESSAGES

1110

0

OAT

+ 25.1 °C

FUEL QTY

210 KG

TQ

90 %

FAULT CODES - VEMD

CHAP. 71.00.06 TROUBLE SHOOTING

Training Manual ARR


Flight Report

The "FLIGHT REPORT" is automatically displayed duringshut-down. It can also be accessed from the Maintenance

menu at any time. Up to 32 records can be stored inmemory. In the event of problem being detected, the FlightReport will include one or both of the following messages:

OVERLIMIT DETECTEDFAILURE DETECTED

Over Limit

The Over Limit page records any oN1, N2 and NR. It displays the durat

excess.

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To see the details of an overlimit or failure proceed as

follows:

- Switch off the VEMD screens by pressing "OFF 1"

and "OFF 2.

- Depress and keep depressed the "SCROLL" and

"RESET" buttons.

- Depress the buttons OFF 1 and OFF 2.

The screens display the message "TEST IN PROGRESS"followed by "RELEASE KEYS" followed by theMaintenance Menu on the lower screen.

Use the "SELECT" button to highlight a subject and the"ENTER" button to display its page

1

3

2

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Training Manual ARR


Failure Diagnosis

The failure diagnosis is given on 5 pages.

"FAILURE DIAGNOSIS" page :

Displays all the faults in the memory for the last 32 flights.It includes :

- The total number of flights with failures detected

At last the "fault finding tree" inditasks ; maintenance tasks describedmanual.

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- The flight number with number of failures detected

- The number in the list of flights with failures.

Use the "+" and "-" buttons to scroll through the flights,then the "ENTER" button to see the details of the flightselected.

"COMPLETE DIAGNOSIS" page :

Displays the flight details and the accessory identification,plus a fault code which can be decoded in chap. 71.00.06Trouble shooting. To each fault code corresponds a task number. To the task number corresponds a "fault findingtree".

Training Manual ARR

SELECT

RESET

SCROLL

OFF 2

OFF 1

0

5

10

NG

T4

TQ

648 °C

61,8 % 72,7 %

5 64

3

0

78

9

x 100

x 10

2

0

4

10

8

6

-10

-5

5

0

P2

ENTER

FLIGHT XXXXX

FLIGHTXXXXX

Nb FAILXXX

FAILURE DIAGNOSIS

EXIT ----> PRESS RESET

XXX

XXX

1

COMPLETE DIAGN

NUMBEIN THE SE

LASWITH

N° IN LWIT

NUMBER OFFLIGHTS

WITH FAULTS(last 32 flight)

Press

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BRT -

BRT +

ENTER

-

+

MAINTENANCE MENU

FLIGHT REPORT

FAILURE

OVER LIMIT

ENGINE POWER CHECK

TRANS. RESET

FUNC. TIMES

FADEC DATA


HARMONISATION OK

-+

TASK

COMPLETE DIAGN

FAIL on FLIGHT XXXXX at X XX

TEST REF XXX

Param EOP


EXIT

EOPFAIL

LRU name LRU na

XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX


CHAP 71 00 06 M

To chooseflight number

Press

Training Manual ARR


Failure Diagnosis (cont.)

"PARAMETERS" pages:

The Parameters pages of the fault diagnosis display theengine parameters. They can be accessed by pressing the"Enter" button when on the complete diagnosis page.

The parameters are on 3 pages which will be displayedautomatically (one or several) according to the faultsdetected.

8/13/2019 Arriel_2B-2B1 11-02 En


detected.

The values of each parameter are given in 2 columns. Thefirst column (left) shows the values 12 seconds before thefailure and the second column (right) shows the valueswhen the fault was detected.

Training Manual ARR

COMPLETE DIAGNOSIS

FAIL on FLIGHT XXXXX at X XX XX

TEST REF XXX

P EOP

FAIL

1

-

+

XXX

XXX

R

EOPFAIL

LRU name LRU name

XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX


PRESSENTER

8/13/2019 Arriel_2B-2B1 11-02 En


Param EOP


EXIT ----> PRESS RESET

R

XX FAIL

NG

TRQ

t4

T4R1

T4R2

P0

OAT

I. GENCU. BUS

NF

NR

VZ

XXX.X

XXX.X

XXX

XXXXX.X

XXXXX.X

XXXXX

-XX.X

XXXXX.X

XXXXX

XXX

-XXXX

XXX.X

XXX.X

XXX

XXXX.X

XXXX.X

XXXXX

-XX.X

-XXXXX.X

XXXXX

XXX

-XXXX

%

%

°C

Ω

Ω

mb

°C

AV

RPM

RPM

Ft / mn

P2 HD/P/DFAIL BOOLEANX/X/X X/X/X

XX FAIL

EOP

EOT

FQ

FT

FF

SUNG

OAT

XXX.X

XXX.X

XXX

XXXX.X

XXXX.X

XXXXX

XX.X

XXX.X

XXX.X

XXX

XXXX.X

XXXX.X

XXXXX

XX.X

X

NG

NG F.

TRQ F.

t4

T4 F.

NF

NF F.

FAIL 1FAIL 2

OUT 1

OUT 2

IN

XX

XX

XX

X

X

XX

XX

XXXX

XX

XX

XX

bar

°C

Kg

°C

Kg / h

Kg

°C

PARAMETERS PARAMETERS (continued) PARAM

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Training Manual ARR

ARRIEL2B-2B1

8/13/2019 Arriel_2B-2B1 11-02 En


2B-2B1

CHAP. 71.00.06TROUBLE

SHOOTING

MAINTENANCEMANUAL

Trouble shootingtasks

Faultcodes

Maintenancefaults

Operatingfaults

Training Manual ARR

TROUBLE SHOOTING - CONCLUSION

Despite the high reliability of the product, failures remaininevitable and happen at random. But their rate and effectscan be reduced if the "enemies" of the engine are taken intoconsideration.

When the failure occurs, you have to be in a position tocorrect it.

"Enemies" of the engine

The traditional adverse conditions for this type of engineare :

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are :

- Supply (oil, air, fuel, electricity)

• Oil - Not in conformity with spec., contamination

• Air - Sand, salt, pollution

• Fuel - Not in conformity with spec., contamination

• Electricity - Low voltage, connectors.

- Operation ("non respect" of instructions and procedures)

- Maintenance ("non respect" of inspection frequencies,and of the strict application of the procedures).

Training Manual ARR

- Too low voltageduring starting

- Interference

FUEL

- Not in conformity withspecifications

- Water in fuel- Sulphur + salt in the air =

sulfidation

ELECTRICITY

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- Not in conformitywith specifications

- Contamination

MAI

AIR OP

- "Non respand proce

- Severe op

- "Non resfrequenc

- Various m- Wrong lo

- Sand- Salt- Pollution

OIL

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Training Manual ARR

16-CHECKING OF KNOWLE- Introduction .................................................................. 1

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- Questionnaire 1 ............................................................. 1

- Questionnaire 2 ............................................................. 1

- Questionnaire 3 ............................................................. 1

- Questionnaire 4 .............................................................. 1

Training Manual ARR

INTRODUCTION

Method

Continuous checking helps to ensure the information isassimilated. It is more a method of work than a testing inthe traditional sense.

Objectives of the questionnaires

The questionnaires permit a progressive assimilation anda long term retention. The questionnaires are a subject fordiscussion (effects of group dynamics). They also permitstudents to consider important subjects several times un-

Types of questionnaires

Several types of questionnaire can bcourse :

- Traditional written questionnaire

- "Short answer" questionnaire

- Multi Choice Questionnaire (MCQ

- Oral questionnaire

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p jder different aspects.

Integration into the training programme

- First hour every day for revision of the subjects previ-ously studied

- After each chapter (or module) of the course

- At the end of the training course.

- Learning Through Teaching (LTTexplain a given subject).

Examination

The final examination at the end of ththree tests : written, oral and practicalapproval card are given to the studesatisfactory.

Training Manual ARR

QUESTIONNAIRE 1

This traditional questionnaire is established according tothe same plan as the training manual in which the answerscan be found.

Power plant

1 - List the main functional components of the powerplant.

2 - Explain the thermodynamic operation of the engine.

3 - State the following features (at take-off, in standard

Engine

1 - List the main components of th

2 - State the following characterist• Compression ratio

• Turbine entry temperature

• N2 speed at 100 %

• N1 speed at 100 %

3 D ib h bi

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atmosphere) :

• Power on the shaft

• Output shaft rotation speed

• Mass of the engine with specific equipment

• Main overall dimensions of the power plant

4 - Explain the principle of engine adaptation to helicopter

power requirements.5 - Give a definition of the operating ratings.

3 - Describe the power turbine asse

4 - Describe the fuel injection syst

5 - List the engine driven accessor

6 - List the bearings which support

7 - Describe the system used for be

8 - Describe the modular construct

9 - Describe the engine air intake.

10 - List the manufacturing materialcomponents.

Training Manual ARR

QUESTIONNAIRE 1 (continued)

Oil system

1 - Explain the general operation of the oil system.

2 - Describe the oil filter assembly.

3 - State the location of strainers and magnetic plugs.4 - What is the purpose of the check valve ?

5 - How many magnetic plugs are there on the engine ?

Air system

1 - List the functions ensured by the internal air system

Control system

1 - List the main functions of the co

2 - Explain the basic principle of the

3 - Explain the operating principle o

4 - List the components of the EnginUnit.

5 - List the logic input signals of the

6 - List the analog input signals of th

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1 List the functions ensured by the internal air system

(secondary system).2 - List the function of the various air tappings.

3 - Why are the start injectors ventilated ?

4 - Explain the purpose and the operation of the compressorbleed valve.

Fuel system

1 - What type of fuel system is it.

2 - Describe the HP fuel pump.

3 - Describe the fuel metering unit.

4 - What is the purpose of the constant ∆P valve.

5 - Explain the principle of fuel injection (main and startinginjection).

7 - Describe and explain the operatioselector.

8 - Describe the Engine Electronic C

Measurement and indicating sys

1 - List the various measurement and

2 - Describe the power turbine speeindicating system.

3 - Explain the operating principlesystem.

4 - Describe the gas temperatureindicating system.

5 - What is the purpose of the torqu

Training Manual ARR


Starting

1 - Describe the cranking function of the engine.

2 - Describe the ignition system (ignition unit and igniterplugs).

3 - List the main phases of the starting cycle.

Electrical system

1 D ib th l t i l h d t

Limitations and engine handling

1 - List the main operating limitatio

2 - Describe the engine dry crank pr

Various aspects of maintenance

1 - List the main practices of a perio

2 - List the methods used for "on co

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1 - Describe the electrical harnesses and connectors.

2 - Describe the alternator.

Engine installation

1 - Describe the attachment of the engine to the aircraft.

2 - Describe the engine power drive and the powertransmission.

3 - List the various engine / aircraft interfaces.

4 - Describe the fire protection system of the engine.

3 - List the technical publicationmaintenance.

Maintenance procedures

1 - Describe the compressor cleanin

2 - Name the LRUs of the air system

3 - Explain the attachment of each o

Trouble shooting

1 - Carry out the trouble shooting ex

Training Manual ARR

Questions

1 - ARRIEL 2 power class?

2 - Power turbine rotation speed at100 %?

10 - Flight envelope - Max altitude

11 - Flight envelope -

Max temperature?

12 - Start envelope - Max altitude?

13 - Engine air flow at 100 % N

14 - Overall compression ratio?

QUESTIONNAIRE 2

The following questions require short and accurate answers.

The student can answer orally or in the space provided forthe answers.

Questions Answers

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100 %?

3 - Type of main fuel injection?

4 - Number of engine modules?

5 - Number of power turbine stages?

6 - Name the two engine ratings?

7 - Mass of the equipped engine?

8 - Power evolution when N1increases?

9 Specific fuel consumption at

15 - Max turbine entry temperature

16 - Gas generator rotation speed 100 % N1?

17 - Direction of rotation of the ggenerator?

18 - Direction of rotation of the powturbine?

19 - Manufacturing material for taxial compressor?

20 Wh f b i i h

Training Manual ARR

30 - Type of power turbine fbearing?

31 - Type of gas generator rear bea

32 - To which module does the pturbine nozzle guide vane belo

21 - How is the axial compressormounted on the gas generatormodule?

22 - Axial compressor compressionratio?

23 - Manufacturing material for the


Questions Answers Questions

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33 - Type of power turbine?

34 - Does the exhaust pipe belong tmodule (yes or no)?

35 - Type of exhaust pipe attachme

36 - Number of gears in the redu

gearbox?

37 - What type of gears are used ireduction gearbox?

38 - Number of driven accessoriethe accessory gearbox?

23 Manufacturing material for the

centrifugal compressor wheel?

24 - Number of stages of the centrifugalcompressor diffuser?

25 - Type of combustion chamber?

26 - Manufacturing material for the

combustion chamber?

27 - How is the injection wheel mountedon the shaft?

28 - Pressure drop in the combustionchamber?

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Training Manual ARR

60 - What is the bleed valve controlsignal?

61 - Where is the P3 transmitter fitted?

62 - Type of LP fuel pump?

63 Filt i bilit f th f l filt ?



71 - What type of valve is the electro-valve?

72 - Setting of the fuel pressurivalve?

73 - Fuel flow through the injectors?

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63 - Filtering ability of the fuel filter?

64 - Setting of the fuel filter by-passvalve?

65 - Type of HP fuel pump?

66 - Position of the pump pressure relief

valve in normal engine running?

67 - Type of fuel metering unit?

68 - Position of the constant ∆P valvewhen the engine is stopped?

injectors?

74 - Number of start injectors?

75 - Position of the combustion chamdrain valve when the enginstopped?

76 - Type of fuel control system?

77 - Signals for the start fuel fcontrol?

78 - Is the max torque limit calculatethe EECU?

Training Manual ARR

91 - Location of the t4.5 conformbox?

92 - How are the thermocouconnected (parallel or series)?

93 - Location of the torquemeter?

94 T f t ?

81 - Origin of XTL signal?

82 - Type of N2 controller?

83 - What are the two functions of thet4.5 signal in the EECU?

84 - Location of the EECU?



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94 - Type of torque sensor?

95 - Type of signal output by the tosensor?

96 - Is the torque sensor associateda particular module?

97 - Is the bleed valve position knby the EECU?

98 - Type of ignition system?

99 G t t ti

85 - How many modules does the EECUinclude?

86 - Position of the manual control innormal engine running?

87 - Type of speed sensors?

88 - Number of N1 speed sensors?

89 - Number of N2 speed sensors?

Training Manual ARR

111 - Minimum rundown time?

112 - How many engine lifting poin

113 - Min electrical supply volbefore starting?

100 - Number of igniter plugs?

101 - Max duration of a dry crank?

102 - Is the ignition cable integral withthe igniter plug?



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114 - Meaning of IPC?

115 - Meaning of TBO?

116 - Is borescopic inspection ofcombustion chamber possible

117 - Procedure in case of indicatiofuel filter blockage?

118 - Is there an adjustment oftorquemeter sensor?

119 - Is the removal of the free witt d i fi ld i t

103 - Number of electrical connectors?

104 - Location of the alternator?

105 - Type of seal on the power shaft?

106 - Type of connection engine/MGB?

107 - Number of engine drains?

108 - How many fire detectors are there?

109 - Power turbine max overspeed?

Training Manual ARR

QUESTIONNAIRE 3

This multi-choice questionnaire is used to review, in arelatively short time, certain important points and to testthe acquired knowledge.

Answers to the questions can be found at the end of the

questionnaire.

1 - The ARRIEL 2 engine is :

a) a free turbine turboshaft engineb) a turbo-jet enginec) a fixed turbine turboshaft engine.

2 - Section of passage of the compressor diffusers :

6 - How many bearings support the

a) 4b) 2c) 3.

7 - The engine includes :a) a hot section and a cold sectib) 5 modulesc) 4 modules.

8 - Type of oil system :

a) dry sumpb) constant pressure

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a) regularb) divergentc) convergent.

3 - Type of combustion chamber :

a) annular with centrifugal injectionb) annular, reverse flowc) annular, indirect flow.

4 - The power turbine nozzle guide vane belongs to :

a) module M04b) module M03c) module M02.

5 - Type of exhaust pipe attachment :

a) bolts

b) constant pressure

c) lubrication by splashing.

9 - Setting of the oil filter pre-block

a) lower than the by-pass valveb) higher than the by-pass valvec) the same as the pump valve.

10 - The oil scavenge strainers are lo

a) at the outlet of the pumpsb) on the inlet of the scavenge pc) at the inlet of the lubricated c

11 - Is there a max oil temperature :

a) yes, 60 °Cb) no) 115 °C i

Training Manual ARR


12 - The air tapped at the centrifugal wheel outletpressurises :

a) some labyrinth sealsb) the tank c) the pumps.

13 - Position of the bleed valve during flight ?

a) openb) closed

17 - The signal from the P3 pressure tr

a) to indicate pressureb) to avoid overpressurec) to control the fuel flow.

18 - The LP fuel pump is :a) vane typeb) gear typec) centrifugal.

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c) depends on conditions.14 - Ventilation of start injectors :

a) does not existb) is made with air from the compressorc) is made with atmospheric pressure air.

15 - The injection centrifugal wheel is drained :

a) permanentlyb) to enable the ventilation cyclec) during engine shut-down.

16 - The max speed of the gas generator is :

a) limited by the EECUb) limited by a mechanical stopc) not limited by the Fuel Control Unit.

19 - The fuel system pressurising va

a) is electrically controlledb) operates when overpressure oc) gives priority to the start inje

20 - Type of EECU :

a) hydraulicb) analogc) digital.

21 - The thermocouples are wired :a) in seriesb) in parallelc) on the turbine casing.

Training Manual ARR


22 - The torque indicating system :

a) is hydraulicb) is not usedc) is of phase displacement type.

23 - Number of thermocouple probes :a) 8 x 2b) 4 x 2c) 3 x 2.

24 - Number of N2 signals :

a) 2

28 - HE ignition means :

a) Hot Electrodeb) High Energyc) High Emission.

29 - Borescopic inspection is used to

a) the external parts conditionb) the condition of internal p

accessible without removalc) the reduction gearbox conditi

30 The reliability of the engine is :

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a) 2

b) 6c) 3.

25 - Number of N1 signals :

a) 3b) 2c) 6.

26 - The starter cut-off is made :a) automaticallyb) manuallyc) with air pressure.

27 - Starting is possible with one igniter :

a) yesb)

30 - The reliability of the engine is :

a) goodb) fairly goodc) extremely good.

3 - a

8 - a

1 3 - c

1 8 - c

2 3 - a

2 8 - b

4 - b

9 - a

1 4 - b

1 9 - c

2 4 - c

2 9 - b

5 - a

1 0 - b

1 5 - c

2 0 - c

2 5 - b

3 0 - a b c ?

Training Manual ARR

Max take-off power ........................

QUESTIONNAIRE 4

This questionnaire is a sort of drill which is also used to testand perfect the knowledge acquired.

1 - Complete this table (with values) :

2 - Name the reference stations and the right box:

G C T

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Compression ratio .......................

Engine air flow .......................

N2 speed at 100 % ......................

N1 speed at 100 % ....................... 3 - ................................. 4,5 - ...

Q

CC

Training Manual ARR


3 - Engine description - Complete the legend of thediagram :

1 2 3 4

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1 - ................................................... 2 - ...................................................... 3 - ..................

4 - ................................................... 5 - ...................................................... 6 - .................

5

6

Training Manual ARR


4 - Oil system - Complete the legend of the diagram :

1 2

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1 - .......................... 2 - .......................... 3 - ........................... 4 - ........................ 5 -

Indication

5

4

Training Manual ARR


5 - Complete the following table :

Injector ventilation

Aircraft services

P0 P2.6

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Bleed valve control pressure

Injection wheel pressurisation

Axial compressor bearing pressurisation

Gas generator NGV cooling

Power turbine front bearing pressurisation

Gas generator front turbine disc cooling

Training Manual ARR


6 - Complete the legend of the compressor field diagram :

A

COMPRESIONRATIO P3 / P0

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B

C

AIR FLOW G

Training Manual ARR


7 - Fuel system - List the components :

P3

4

2

3

9

6

1

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1 - ................................................... 2 - ...................................................... 3 - ..................

4 - ................................................... 5 - ...................................................... 6 - .................

N1

N1

3

5

EngineAircraft

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Training Manual ARR


8 - Complete the following table :

Fuel pumps ........................................................

Pump pressure relief valve ................................

Engine stoppedEngine in st

fligh

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Constant ∆P valve..............................................

Metering needle .................................................

Stop electro-valve ..............................................

Start electro-valve..............................................

Pressurising valve ..............................................

Injection wheel purge valve ...............................

Training Manual ARR


10 - Control system - List the components :

N1 N2

NR

CH

CH*

1

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1 - ................................................... 2 - ...................................................... 3 - ..................

6

3

N1*

N1*

N1*

N1*

4

CH*

2

5

N1 speed

N2 speed

N2 datum

Collective pitch

Training Manual ARR


11 - Starting system - List the components :

A

M

Flight

Idle

Stop

ON

OFF

1

5

4

2

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1 - .......................... 2 - .......................... 3 - ........................

6

3

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Training Manual ARR


14 - Definition of the following documents :

Maintenance manual

Spare parts catalogue

Tool catalogue

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Service bulletin

Service letter

Engine log book

Flight manual

Training Manual ARR


15 - Maintenance procedures

1 - List 2 advisory notices of "warning"category.

2 - Time of non operation requiringlong duration storage.

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3 - Compressor washing - Product andprocedure.

4 - Procedure to rotate the powerturbine for borescopic inspection.

5 - Location of the vibration sensor -

Installation.

6 - Type of attachment of thecompressor bleed valve.

7 Type of attachment of the fuel

Training Manual ARR


16 - Trouble shooting. Indicate the cause(s) in the case of the following faults.

1 - On start selection, N increases but not

the gas temperature (t4.5).

2 - On start selection, N and t4.5 increasebut not sufficiently to obtain start.

3 - Surge of the compressor.

4 - Max power not obtained

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4 Max power not obtained.

5 - On stop selection, the engine does notcompletely shut-down.

6 - Incorrect speed of the helicopterrotor.

7 - Power turbine overspeed.

8 - Drop of oil pressure.

9 - Abnormal t4 temperature.

10 N1 d

EN D

but not the END of your t rainingwhich must be continued,

harmonizing knowledge and experience.

THANK YOU for your kind at tent ion.

of this manual and (maybe also) of the course

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Au revo i rGood bye

Adiós

Auf Wiedersehen

Adeus

Arr ivederc i

Farve l

Tot z ie ns

Ad jö

Näkemi in

Ant io

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REMARKS CONCERNING THE TRAINING AIDS REMARKS CONCERNING THE TRAI

REMARKS

Remarks (appreciations, criticisms, suggestions...) should be forwarded to :

TURBOMECACENTRE D'INSTRUCTION

40220 TARNOS - FRANCE

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Name ....................................................................................................................................... .

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Documents

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