Arriel 1 Training Manual L1 PDF

Training information only delivered during a Turbomeca Training course and
not updated after the course (refer to the FOREWORD page)

Training Notes
ARRIEL 1 1st line maintenance course
FOREWORD

This document is intended to assist a TURBOMECA-qualified instructor in teaching

basic information related to the operation and maintenance of the ARRIEL 1

turboshaft engines.
It is a training aid and should only be used to support the training course to which
it refers, and only by a person attending such training. It must not be used in any
other circumstances.
It will not be updated and should not be relied upon for the maintenance or repair of
ARRIEL 1 engines. Only the current approved TURBOMECA maintenance technical
publications should be used for such purposes.
The acquisition of this document does not constitute proof of official formal training. Only
completion of a course delivered by a TURBOMECA-qualified instructor can lead to the
issuance of a TURBOMECA-recognised training certificate stating, when applicable, a
successful result.
Turbomeca Training - April 2012
This document is the property of TURBOMECA and it may not be copied without the express written authority of TURBOMECA.
Turbomeca Training is a registered Trademark.
For training purposes only 0.1
© Copyright - Turbomeca Training Edition: April 2012 FOREWORD
Training Notes
SUMMARY

0 - Foreword 8 - Measurement and indicating

1 - Introduction systems

2 - Power plant 9 - Starting system
3 - Engine 10 - Electrical system
4 - Oil system 11 - Engine installation
5 - Air system 12 - Troubleshooting
6 - Fuel system 13 - Checking of knowledge
7 - Control system

© Copyright - Turbomeca Training Edition: April 2012 SUMMARY
Training Notes
TABLE OF CONTENTS

0 - FOREWORD 3 - ENGINE

- Foreword........................................... 0.1 - Engine presentation.......................... 3.2

- Summary........................................... 0.2 - Axial compressor.............................. 3.6
- Table of contents............................... 0.3 - Centrifugal compressor..................... 3.8
- List of abbreviations.......................... 0.7 - Combustion chamber........................ 3.10
- Conversion table............................... 0.10
- Gas generator turbine....................... 3.12
1 - INTRODUCTION - Power turbine.................................... 3.14
- General information.......................... 1.2 - Exhaust system................................. 3.16
- Training programme ......................... 1.4 - 1.5 - Reduction gearbox............................ 3.18
2 - POWER PLANT - Transmission shaft and accessory
- Power plant....................................... 2.2 gearbox............................................. 3.20
- Principle of adaptation to the - Engine - Operation ........................... 3.32
helicopter.......................................... 2.8 - Engine - 1st line maintenance .......... 3.34 - 3.37
- Main characteristics.......................... 2.10
- Design and development ................. 2.14
- Maintenance .................................... 2.18 - 2.31

© Copyright - Turbomeca Training Edition: April 2012 TABLE OF CONTENTS
Training Notes
TABLE OF CONTENTS
(CONTINUED)

4 - OIL SYSTEM 5 - AIR SYSTEM

- Oil system presentation ................... 4.2 - Air system presentation ................... 5.2

- Oil tank - Oil cooler - Oil pressure - Internal air system ............................ 5.4
transmitter ........................................ 4.6 - Air tappings....................................... 5.6
- Oil pumps.......................................... 4.8 - Compressor bleed valve................... 5.8
- Oil filter.............................................. 4.10 - External air pipes.............................. 5.16
- Oil filter pre-blockage indicator......... 4.14 - Air system - 1st line maintenance .... 5.18 - 5.21
- Low oil pressure switch..................... 4.16 6 - FUEL SYSTEM
- Electrical magnetic plugs.................. 4.18 - Fuel system presentation ................. 6.2
- Mechanical magnetic plugs............... 4.20 - Fuel Control Unit............................... 6.8
- Scavenge strainers........................... 4.22 - Overspeed and drain valve .............. 6.18
- Centrifugal breather.......................... 4.24 - Start injector electro-valve................ 6.20
- Oil system - Operation...................... 4.26 - Start injectors.................................... 6.22
- Oil pipes and ducts .......................... 4.28 - Main injection system........................ 6.24
- Oil system - 1st line maintenance .... 4.30 - 4.33 - Combustion chamber drain valve..... 6.26
- Fuel system - Operation ................... 6.28
- External fuel pipes ........................... 6.32
- Fuel system - 1st line maintenance . 6.34 - 6.37

Training Notes
TABLE OF CONTENTS
(CONTINUED)

7 - CONTROL SYSTEM 9 - STARTING SYSTEM

- Control system presentation............. 7.2 - Starting system presentation............ 9.2

- Control system - Operation .............. 7.6 - Starter-generator............................... 9.6
- Control system - 1st line - Ignition system.................................. 9.8
maintenance .................................... 7.30 - 7.33 - Starting system - Operation ............. 9.10
- Starting system - 1st line
8 - MEASUREMENT AND INDICATING maintenance .................................... 9.14 - 9.17
SYSTEMS
- Measurement and indicating 10 - ELECTRICAL SYSTEM
systems presentation........................ 8.2 - Electrical system presentation.......... 10.2
- Speed measurement and indicating - Power turbine overspeed protection
system............................................... 8.4 system............................................... 10.4
- T4 measurement and indicating - Electrical harnesses.......................... 10.16
system............................................... 8.10 - Electrical system - 1st line
- Torque measurement and indicating maintenance .................................... 10.18 - 10.21
system............................................... 8.14
- Miscellaneous indications................. 8.18
- Measurement and indicating
systems - 1st line maintenance ........ 8.22 - 8.25

Training Notes
TABLE OF CONTENTS
(CONTINUED)

11 - ENGINE INSTALLATION OBSERVATIONS .......................... LAST PAGE

- Engine compartment......................... 11.2
These training notes are established to meet training

- Engine mounting and lifting............... 11.4

requirements and take into consideration, to a certain extent,
- Air intake and exhaust system.......... 11.6
ATA 104 specifications.
- Engine/airframe system interfaces.... 11.8
- Drains - Air vents............................... 11.16 This document has 336 pages. It was produced using a desktop
- Power drive....................................... 11.18 publishing system.
- Fire protection................................... 11.20
- Engine installation - 1st line
maintenance .................................... 11.22 - 11.25
12 - TROUBLESHOOTING
- General............................................. 12.2
- Troubleshooting................................ 12.4
- Conclusion ....................................... 12.10 - 12.11
13 - CHECKING OF KNOWLEDGE
- Introduction....................................... 13.2
- Questionnaire 1 ................................ 13.3
- Questionnaire 2 ................................ 13.6
- Questionnaire 3 ................................ 13.12
- Questionnaire 4................................. 13.15 - 13.28

Training Notes
LIST OF ABBREVIATIONS

The abbreviations / symbols shown below may be used during training:
A/C................. Aircraft FWD............... Forward

AC.................. Alternating Current G..................... Mass air flow

ACMS............. Automatic Control Monitoring System g..................... Grams
ACW............... Anti-clockwise HE.................. High Energy
AEO................ All Engines Operating HF................... Human Factor
ATA................. Air Transport Association HFC................ Hourly Fuel consumption
ATS................. Air Traffic Services HP................... Horsepower
BITE............... Built In Test Equipment HP................... High Pressure
cc/hr................ Cubic centimetres per hour HUMS............. Health and Usage Monitoring System
cSt.................. CentiStoke Hz................... Hertz
CW.................. Clockwise ICAO............... International Civil Aviation Organisation
daN................. DecaNewtons ICP.................. Intermediate Contingency Power
dB................... Decibels ID.................... Identification
DC.................. Direct Current IFDS............... Integrated Flight Display System
DGAC............. Direction Générale de l'Aviation Civile ILS.................. Integrated Logistics Support
EASA ............. European Aviation Safety Agency ISA.................. International Standard Atmosphere
Ec................... Kinetic energy ISV.................. Servo-valve intensity
EGT................ Exhaust Gas Temperature kHz................. Kilohertz
F..................... Frequency kPa................. Kilopascal
FAA................. Federal Aviation Administration kW.................. Kilowatt
FCU................ Fuel Control Unit l/h.................... Litre per hour
FCV................ Frequency/Voltage Converter lb..................... Pound
FMU................ Fuel Metering Unit lb/HP.hr........... Pounds per Horse Power per hour
FOD................ Foreign Object Damage lb/hr................ Pounds per hour
ft..................... Feet lb/sec. ............ Pounds per second

© Copyright - Turbomeca Training Edition: April 2012 LIST OF ABBREVIATIONS
Training Notes
(CONTINUED)

LP................... Low Pressure P..................... Pressure

LRU................ Line Replaceable Unit P2................... Compressor outlet pressure
LTT................. Learning Through Teaching POS................ Position

LVDT............... Linear Voltage Differential Transducer ppm................ Parts per million

m..................... Metres PSI.................. Pounds per Square Inch
mA.................. Milliamperes PSIA............... Pounds per Square Inch Absolute
MAX................ Maximum PSID............... Pounds per Square Inch Differential
MCQ............... Multiple-Choice Questionnaire PSIG............... Pounds per Square Inch Gauge
MGB............... Main gearbox PT................... Power Turbine
MHz................ Megahertz RAM................ Random-Access Memory
MIN................. Minimum ROM............... Read-Only Memory
mm.................. Millimetre rpm................. Revolutions per minute
MTBF.............. Mean Time Between Failure RTD................ Resistive Temperature Device
MTBUR........... Mean Time Between Unscheduled SFC................ Specific Fuel Consumption
Removal shp.................. Shaft horsepower
MTCP............. Maintenance Test Control Panel SI.................... International System
MTTR.............. Mean Time to Repair SMM............... Safety Management Manual
mV.................. Millivolt SMS................ Safety Management System
N..................... Rotation speed SRU................ Shop replaceable unit
N1................... Gas generator rotation speed t...................... Time
N2................... Power turbine rotation speed T°.................... Temperature
NMD............... Navigation and Mission Display T4................... Gas temperature
NR.................. Rotor rotation speed T/O.................. Take-Off
OEI................. One Engine Inoperative TBO................ Time Between Overhauls
O/S................. Overspeed TET................. Turbine Entry Temperature

Training Notes
(CONTINUED)

TM.................. Turbomeca °C................... Degrees Celsius

TRQ................ Torque °F.................... Degrees Fahrenheit

US G............... US Gallon K..................... Kelvin
VAC................ Volt, Alternating Current ±...................... Plus or Minus
VDC................ Volt, Direct Current Ω..................... Ohm
W.................... Power ∆..................... Difference (delta)
WF.................. Fuel flow ∆P................... Pressure difference
Z..................... Altitude %.................... Percent
Zp................... Pressure altitude <..................... Less than
>..................... More than
ω..................... Angular Velocity
*...................... Datum (e.g. N1* = N1 datum)

Training Notes
CONVERSION TABLE
UNIT International System British or American Systems

1 mm = 0.039 inches

Length
1 m = 3 ft 3 inches = 39 inches
Volume 1 dm3 = 1 litre = 0.26 US gallons
Mass 1 kg = 2.2 lbs
Power 1 kW = 1.34 HP
°C = (°F-32).5/9
Temperature
K = [(°F-32).5/9] + 273
Pressure 1 kPa = 0.01 bar = 0.145 PSI
Flow (air, oil, fuel) 1 kg/s = 2.2 lb/sec.
Specific Fuel Consumption 1 g/kW.h = 0.00164 lb/HP.hr

© Copyright - Turbomeca Training Edition: April 2012 CONVERSION TABLE
Training Notes
1 - INTRODUCTION

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

- Training programme ............................................................................. 1.4 - 1.5

© Copyright - Turbomeca Training Edition: April 2012 INTRODUCTION
Training Notes
GENERAL INFORMATION
TURBOMECA Training
"The power of knowledge"
In accordance with TURBOMECA support's proximity policy,
Adequate training is essential for obvious safety reasons, but also TURBOMECA Training has developed a worldwide training

to reduce additional maintenance costs incurred by unjustified network: it has an official office or Training Center for each
removals and excessive downtime. continent.

"Greater knowledge leads to greater efficiency". TURBOMECA Training courses can therefore be conducted
worldwide:
Objectives of training - In the TURBOMECA France reference Training Center

- In the TURBOMECA USA reference Training Center
The main objective is the acquisition of the knowledge required
for the tasks to be achieved (know and know how). - In the TURBOMECA do Brasil reference Training Center
Further information is also communicated to widen the skill - In other TURBOMECA subsidiaries, e.g. TURBOMECA
and the experience of the trainee. AUSTRALASIA or TURBOMECA ASIA PACIFIC
(Singapore)
Training approach - In delegated Training Centers
- Performance based training according to task analysis, - In TURBOMECA approved Training Centers
with classroom sessions, student involvement, practical work
- Directly on the customer's site.
and trouble shooting techniques
The training courses are conducted by an instructor detached
- Advanced training aids: training notes, multimedia from TURBOMECA or by a TURBOMECA qualified and
courseware (or Computer Aided Presentation) and accredited instructor.
demonstration training engine
TURBOMECA training contact
- Instructors trained on the product and in training methods,
and qualified by TURBOMECA The focal point for all your TURBOMECA Training needs is the
"TURBOMECA Operator On-Line Support" (TOOLS) web site:
- Courses are taught in English and French. www.turbomeca-support.com

Training Notes
TRAINING: "The power of knowledge"

OBJECTIVES OF TRAINING
Adequate training is essential for obvious safety reasons,
but also to reduce additional maintenance costs incurred

by unjustified removals and excessive downtime.

TRAINING APPROACH
"Greater knowledge leads to greater efficiency".

North America Area
TM USA
RTC
Europe - Corporate Asia -

Africa - TM F TAP Pacific -
RTC TURBOMECA RTC
Middle East Training Australasia
TM B RTC ................. Reference Training Center

RTC TM ................... TURBOMECA
The focal point for all your
TM F ................ TURBOMECA France
TURBOMECA Training needs:
TM USA........... TURBOMECA USA
www.turbomeca-support.com TM B................ TURBOMECA do Brasil
South America Area TAP ................. TURBOMECA Asia Pacific
GENERAL INFORMATION
Training Notes
TRAINING PROGRAMME
The training programme is established to meet the
training requirements and takes into consideration ATA 104
recommendations and the requirements of the various authorities
concerned.

It should be noted that the "classroom sessions" alternate with

periods devoted to demonstrations, practical exercises and visits.

Training Notes
TRAINING PROGRAMME OBJECTIVE DURATION

At the end of this course, the student will be able to describe the engine, to explain its principle of
FAMILIARISATION 2 DAYS
operation and to identify the main components of the engine and systems.
At the end of this course, the student will be able to identify the engine components, to describe and to

1st LINE MAINTENANCE explain the operation of the engine and its systems, to carry out maintenance procedures (engine 5 DAYS
COURSE installed in the airframe) and troubleshooting.
At the end of this course, the student will be able to identify the engine components, to carry out

all the maintenance procedures (engine removed from the airframe), mainly the removal/installation of
2nd LINE MAINTENANCE modules and shop replaceable units.
3 DAYS
COURSE PROGRAMME: The programme mainly includes practical work. This programme can be carried out
after the 1st line maintenance programme.
At the end of the course, the trainee will be able to carry out the intramodular maintenance procedures
(deep maintenance).
3rd LINE MAINTENANCE PROGRAMME: This course consists entirely of practical work and the students must have certain FROM 3 DAYS
COURSE qualifications. The course documentation consists of Maintenance Technical TO 3 WEEKS
Instructions and the Maintenance Manual. The qualification awarded at the end of this
course has certain limits and requires regular renewal.
At the end of this course, the trainee will have a greater understanding of the engine and its systems.
REFRESHER NOTE: This course is recommended for technicians who have attended the first line maintenance 2 DAYS
course, after about one year of experience on the engine type.
At the end of this course, the trainee will be able to better identify and correct operating problems.
TROUBLESHOOTING NOTE: This course is recommended for technicians who have attended the first line maintenance 2 DAYS
course, after about one year of experience on the engine type.
At the end of this course, the trainee will have an in-depth understanding of the engine fuel and control
FUEL AND CONTROL systems.
2 DAYS
SYSTEM NOTE: This course is recommended for technicians who have attended the first line
maintenance course, after about one year of experience on the engine type.
ENGINE At the end of this course, the trainee will be able to understand and use the engine documentation.
2 DAYS
DOCUMENTATION NOTE: A general knowledge of engines is recommended.
TRAINING REQUIREMENTS / ATA 104 RECOMMENDATIONS / REQUIREMENTS OF THE VARIOUS AUTHORITIES CONCERNED
TRAINING PROGRAMME
Training Notes
2 - POWER PLANT

- Power plant (71-00-00) .......................................................................... 2.2

- Principle of adaptation to the helicopter ............................................ 2.8

- Main characteristics ............................................................................. 2.10
- Design and development ..................................................................... 2.14
- Maintenance .......................................................................................... 2.18 - 2.31
(XX-XX-XX): Page references which deal with the subject in the maintenance documentation.

© Copyright - Turbomeca Training Edition: April 2012 POWER PLANT
Training Notes
POWER PLANT
GENERAL
Function

The power plant provides power by transforming the energy

contained in the air and fuel into shaft power.

Main characteristics
- Type: free turbine turboshaft engine, front power drive, external
power transmission shaft
- Concept: modular
- Max. Take-Off Power (MTOP): according to version
- Specific Fuel Consumption (SFC): according to version
- Output shaft speed: 6000 rpm (at 100%) (except the 1S1)
- Mass dry: approx. 126 kg (277 lb). The mass may vary
according to the engine versions.
- Engine dimensions with specific equipment. They may vary
according to the engine versions.
• Length: approx. 1166 mm (45.5 inches)
• Width: approx. 465,5 mm (18.2 inches)
• Height: approx. 609 mm (23.8 inches)

Training Notes


GAS
AIR
POWER
FUEL
6000 RPM at 100% POWER PLANT

(except 1S1)
Type:
Free turbine type
Concept:
Max. Take-Off Power (MTOP): Modular
According to version
Mass dry:
Specific Fuel Consumption (SFC): Approx. 126 kg (277 lb)
GENERAL
POWER PLANT
Training Notes
POWER PLANT
DESCRIPTION
Transmission shaft
This description considers the main functional components of
the engine. - External shaft located in a protecting tube which connects

the reduction gearbox to the accessory gearbox.
Gas generator

Accessory gearbox
- Single stage axial compressor
- Gearbox containing the accessory drive train and the main
- Centrifugal compressor power drive (accessories driven by the gas generator and
the main power shaft).
- Annular combustion chamber with centrifugal fuel injection
- Two stage axial turbine.
Power turbine
- Single stage axial turbine.
Exhaust pipe
- Elliptical, axial exhaust pipe.
Reduction gearbox
- Reduction gearbox comprising three helical toothed gears.

Training Notes
GAS GENERATOR POWER TURBINE EXHAUST PIPE
Axial Centrifugal Combustion Turbine

compressor compressor chamber

ACCESSORY
GEARBOX
Main power drive TRANSMISSION SHAFT REDUCTION GEARBOX
DESCRIPTION
POWER PLANT
Training Notes
POWER PLANT
OPERATION Power turbine
This part deals with the parameters and the adaptation of the The power turbine operation is defined by the balance between
gas generator and power turbine. the power received from the gas generator and the torque

applied on the shaft, that is the torque TRQ and the rotation
speed N2.
Component adaptation

For the engine operation, two functional assemblies can be Operation

considered:
The operation is represented by the diagram which shows the
- The gas generator which provides kinetic energy power W, the rotation speeds N1 and N2 and the max. torque
limit TRQ imposed by the mechanical transmission:
- The power turbine which transforms the kinetic energy into
mechanical power on a shaft. - The torque TRQ is a function of the N2 rotation speed
The two assemblies have different rotation speeds. - The power W is equal to the torque TRQ multiplied by the
angular velocity ω
Gas generator
- At constant N2 speed, the power is only a function of the
The gas generator operation is defined by: torque
- The air mass flow G (air flow which enters the engine) - The engine parameters can be represented as a function of
a reference parameter; N1 for example.
- The air pressure P2 and air temperature T2 at the centrifugal
compressor outlet
- The fuel flow WF injected into the combustion chamber
- The gas temperature TET at the turbine entry
- The rotation speed N1 of the gas generator
- The kinetic energy Ec supplied to the turbine.

Training Notes
GAS GENERATOR POWER TURBINE
N1 TRQ
(rotation speed) (shaft torque)

G Ec N2
(air mass (kinetic (constant rotation speed)
flow) energy)

W
(shaft power)
P3, T3 TET
(compressor outlet (turbine entry temperature)
pressure and temperature)
WF
(fuel flow) ENGINE
W TRQ PARAMETERS
Q W = TRQ . ω G
R 0
eT ω = 2. .N
/P
P2 W
r qu Isospeeds
60
to N1 C
ax
. HF T
M TE
SFC
N2 N2 N1
Power W and speeds N1, N2 Torque TRQ as a function of N2 P2/P0: Compression ratio
HFC: Hourly fuel consumption
SFC: Specific fuel consumption
OPERATION
POWER PLANT
Training Notes
PRINCIPLE OF ADAPTATION TO THE

HELICOPTER
Installation requirements
Power transmission
The main functional requirements of the installation are :

The mechanical power supplied by the engine, is used to drive

- Constant rotor rotation speed NR in all operating
the helicopter rotors through a mechanical transmission.
conditions

This power drives:

- Max. torque limit TRQ (usually imposed by the aircraft
- The main rotor (approximately 82%) transmission)
- The tail rotor (approximately 10%) - Complete engine protection (N1 and N2 speeds, TET
temperature, compressor surge ∆WF/∆t…)
- The main gearbox (approximately 8%).
- Good load sharing (in the case of a multi-engine
configuration).
Twin-engine configuration
In a twin-engine configuration, the engines are installed at the Adaptation to requirements
rear of the main gearbox.
To have a constant rotation speed of the power turbine N2, the
The power turbines of the two engines are mechanically power supplied by the engine is automatically adapted to the
connected to the main gearbox which drives the rotors (main demand. This adaptation is ensured by the control system which
and tail rotors). meters the fuel flow injected into the combustion chamber so as
to deliver the required power (variation of the gas generator N1
rotation speed) while keeping the engine within its operational
limits.

Training Notes
MAIN ROTOR MAIN

82% ROTOR

TAIL
ENGINE 2
ENGINE ROTOR
100%

ENGINE 1
MAIN GEARBOX TAIL ROTOR

8% 10% MAIN GEARBOX
POWER TRANSMISSION TWIN-ENGINE CONFIGURATION
N2 W - Power
NR
∆W
N1, N2, TET, ∆WF/∆t
ENGINE ∆N2
∆N2
time
Max. torque TRQ ∆t
INSTALLATION REQUIREMENTS ADAPTATION TO REQUIREMENTS
PRINCIPLE OF ADAPTATION TO THE HELICOPTER

Training Notes
MAIN CHARACTERISTICS
ENGINE RATINGS
Note 1: In single-engine configuration, only the MTOP and
The engine ratings correspond to given conditions of helicopter Max. Continuous Power ratings are authorised.
operation. The ratings are generally defined under determined

speed and temperature conditions.

Note 2: Use of the OEI ratings: Use of these ratings requires
The following engine ratings are considered:

certain maintenance procedures to be carried out.

- AEO ratings (All Engines Operating):
• Max. Take-Off Power (MTOP): max. rating which can be
used during take-off. This rating has a limited duration
(5 min. continuous)
• Max. Continuous Power: rating which can be used
without time limitation (this does not imply that it is used
permanently)
- OEI ratings (One Engine Inoperative):

• Max. Contingency Power (MCP): rating which can be
used in the case of one engine failure during take-off or
landing. This rating is limited to a period of continuous
operation: 2 min. 30 sec.
• Intermediate Contingency Power (ICP): rating which
can be used in the case of one engine failure in flight.
This rating is limited to 30 min. or unlimited (according
to versions).

Training Notes

N1
MCP

2 min. 30 sec.
MTOP (5 min.)
ICP
Max.
Continuous 30 min.
or unlimited
Power
AEO OEI
RATINGS RATINGS
Note: The power indicated corresponds to the following configuration: engine installed,
max. torque in the corresponding rating, ISA conditions at sea level.
ENGINE RATINGS
Training Notes
ENGINE OPERATING ENVELOPE
Note: The engine operates within various limits: rotation
The engine is designed to operate within a given climatic speeds, temperatures, pressures…
envelope.

Refer to corresponding chapters and official

The envelope is defined by: publications.

- 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 and the

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 same way,

but it is also affected by the specifications of oil and fuel used,
and sometimes by particular procedures.

Training Notes
ISA - International standard

atmosphere
* Depending on oil and fuel
specifications. Can also require
Max. - Tropical zone
special operating procedures.

T0 Min. - Arctic zone T0

°C °C
+50° +50°
Max. Max.
+15°
ISA ISA
*
Min.
-50° -50° Min.
-500 m 0 Zp 0 Zp
FLIGHT ENVELOPE STARTING AND RELIGHT

ENVELOPE
ENGINE OPERATING ENVELOPE

Training Notes
DESIGN AND DEVELOPMENT

GENERAL
Development steps
Principles of design - Certification in 1977 by the French Authorities

The engine is designed to meet the aircraft propulsion - The first production engine was delivered in January 1978
requirements and particularly for the new generation of

helicopters. - ARRIEL engines will be in service for long years.
The engine design is based on:

Engine designation
- An optimised thermodynamic cycle which gives high
performance - Example: ARRIEL 1A2.
- Simple and reliable components giving a good supportability, ARRIEL - According to TURBOMECA tradition: name of a
and a good maintainability to reduce the costs. Pyrenean lake.
- 1: Type
Engine development
- A: Variant
The ARRIEL engine is based on research and experience of
other engines: - 2: Version.
- First generation engines: ASTAZOU, ARTOUSTE and

TURMO.

Training Notes
Engine design ARRIEL 1

640 - 700 shp

Optimised Simple and reliable

thermodynamic cycle components
Supportability ASTAZOU
Maintainability 500 - 1000 shp TURMO
ARTOUSTE 1500 - 1600 shp
400 - 850 shp
High Cost
performance reduction ENGINE DEVELOPMENT
PRINCIPLES OF DESIGN
ARRIEL lake
STEPS
2011
10000th
Arriel (1 and 2)
1978 Example: ARRIEL 1A2
First ARRIEL: Name of a Pyrenean lake
production for the turboshaft engines
1: Type
1977 time A: Variant
Certification 2: Version
DEVELOPMENT STEPS ENGINE DESIGNATION
GENERAL
Training Notes

APPLICATIONS
The ARRIEL 1 is presently destined for the following helicopters:

Squirrel and Dolphin (EUROCOPTER), A 109 K2 (Agusta),

S 76 (Sikorsky), BK 117 (EUROCOPTER).

Maintenance concept
The main aspects of the maintenance concept are the
following:
- Full modularity
- Good accessibility
- Reduced removal and installation times
- "On-condition" monitoring
- High initial TBO
- Low cost of ownership:

• Low production costs
• Durability (defined and proven TBO and life limits)
• High reliability
• Low fuel consumption.

Training Notes

SQUIRREL I-RAIE
REGA
(EUROCOPTER) A 109 K2

(AGUSTA)
DOLPHIN
(EUROCOPTER) BK 117
(EUROCOPTER)
MAINTENANCE CONCEPT
- Full modularity
- Reduced removal and installation times
- "On-condition" monitoring
- High initial TBO
- Low cost of ownership:
• Low production costs
• Durability (defined and proven TBO
and life limits)
• High reliability S 76
• Low fuel consumption. (SIKORSKY)
APPLICATIONS
Training Notes
MAINTENANCE
MAINTENANCE CONCEPT 2nd line maintenance: engine maintenance in workshop.
Introduction - Corrective maintenance: SRU and module removal and

installation.

The engine is designed to have a high availability rate with

reduced maintenance. 3rd line maintenance: deep maintenance which involves
module repairs.

The main aspects of the maintenance concept are the following:

- Corrective maintenance: component replacement.
- Effective modularity
4th line maintenance: overhaul and repair in specific workshop.
- Maintenance scheduled when the TBO is completed or when
- Reduced removal and installation times the life limit of a component is reached
- On-condition facility - Corrective maintenance.
- Quick repair. Other aspects of maintenance
Maintenance levels Refer to the following pages.
Four maintenance levels can be considered: Note 1: LRU - Line Replaceable Unit
1st line maintenance: SRU - Shop Replaceable Unit.
- Scheduled and preventive maintenance Note 2: The maintenance steps are determined by the operator
• Checks and inspections taking into account the difficulties, the personnel and
logistic considerations.
• Life limit or completed TBO removal
As far as the engine manufacturer is concerned, the
- Corrective maintenance current maintenance procedures (1st, 2nd line) are
• Fault detection defined and described in the maintenance manual.
Deep maintenance (3rd line) and overhaul (4th line)
• Component replacement (LRU) are described in other documents and are subject to
• Check. particular license agreements.

Training Notes


MAINTENANCE LEVELS
1st LINE MAINTENANCE 2nd LINE MAINTENANCE 3rd LINE MAINTENANCE 4th LINE MAINTENANCE
- Scheduled or preventive - Corrective maintenance (engine removed) (engine removed in specific workshop)
maintenance (modules, SRU) - Deep maintenance - Scheduled maintenance
- Corrective maintenance (overhaul, repair)
(LRU) - Corrective maintenance
Maintenance Manual Maintenance Technical Overhaul Manual

(Operator or Service Centre Instruction (Repair Centre)
or Maintenance Centre) (Operator or Maintenance Centre)
MAINTENANCE CONCEPT
MAINTENANCE
Training Notes
MAINTENANCE
LIFE LIMITATIONS Counting of hours and cycles
A cycle is a clearly defined operating sequence.
TBOs

Cycles and hours are counted either manually or automatically.

TBOs (Times Between Overhauls) are defined for the engine, The methods for counting hours and cycles and the various
the modules and some accessories. These TBOs, determined limits are described in Chapter 5 of the Maintenance Manual.

by tests and experience, are subject to an extension programme.

A counting check (comparison between automatic counting
The TBO is expressed in flight hours. and manual counting) is a procedure planned in the periodic
maintenance.
Life limits A simple check can be carried out by comparing the two engine
Certain components (mainly rotating parts such as compressor, readings for a given period of operation.
turbines, injection wheel…) have a life limit which requires the
part to be scrapped when the limit is reached. On-condition
The life limit is expressed in operating cycles (N1 or N2 cycles). Some components have no TBO, no life limit and no calendar
limit. They are generally considered to be "on-condition"
Calendar limits components.
The calendar limit is the time (expressed in years) after which Use-limited parts
the complete engine, module or part subjected to calendar limit
has to be returned to the factory or an approved repair center. These parts have a maximum usage defined in hours; this
includes parts such as bearings, casings and shafts. Their limits
The count starts at the engine first installation in the aircraft are greater than the normal TBO of the engine, thus permitting
(since new, overhaul or repair). them to be used over two or more TBOs, which reduces engine
overhaul costs for the customer.
These parts and their corresponding limits are listed in the
engine log book.

Training Notes
COUNTING OF HOURS
TBOs AND CYCLES "ON-CONDITION"
Some components have no TBO,

- Engine - Manual counting no life limit and no calendar limit.

- Modules - Automatic counting They are generally considered to
- Accessories - Counting check be "on-condition" components.

LIFE LIMITS USE-LIMITED PARTS
Maximum usage:
Cycles for: - Defined in hours
- Compressors - Greater than the normal TBO
- Turbines Usable for two or more TBOs,
- Injection wheel which reduce engine overhaul
costs
CALENDAR LIMITS
Time limits:
- Engine
- Modules
- Part
(since new, overhaul or repair) N1 and N2 cycle Cycle counter
displays according according to
to variant engine variant
LIFE LIMITATIONS
MAINTENANCE
Training Notes
MAINTENANCE
PREVENTIVE MAINTENANCE
Examples of considered means
Preventive maintenance is a schedule of planned maintenance
actions aimed at the prevention of failures. - Borescopic inspection: this permits inspection of internal
parts which are not accessible without disassembly

It includes two inspection types.

- Lubrication oil check: various methods are used to check
Servicing inspections (except 1E2) for the contamination of the oil (magnetic plugs, strainers

sampling). Samples of oil are taken at regular intervals and

- Inspection "after the last flight of the day"
the samples are analysed to measure the contamination
- Inspection "before the first flight of the day" and anticipate incipient failures (analysis by magnetoscopy,
- "Pre-flight" inspections ferrography, spectrometric oil analysis)
- "Post-flight" inspections. - Vibration level check: the vibration level of the rotating
assemblies gives an indication of the engine condition
Servicing inspections (1E2) - Power check: it is ensured by the pilot (refer to "Flight
- Inspection before the first flight of the day Manual")
- Inspection between two flights - Visual inspection: conventional visual inspections are also
considered for on-condition monitoring.
- Inspection after 15 flight hours or 7 days.
CORRECTIVE MAINTENANCE
Periodic inspections
- These procedures can be "blocked" (at fixed intervals for all The objective is to put the engine back into normal service
the procedures) or staggered (each procedure is distributed as soon as possible. Corrective maintenance includes
over a period of time to reduce the turnaround time while still all procedures which must be carried out when required
respecting the intervals) (failures, anomalies, etc …).
- Visits are scheduled as a function of flight hours (e.g.: every
500 hours) or calendar (e.g.: 2 years)
- Special inspections:
• Particular inspections
• Inspections according to airworthiness.

Training Notes
Servicing inspections / Periodic inspections

EXAMPLE OF MAIN INSPECTION POINTS
- Visual checks

- 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
- ...
LUBRICATION OIL CHECK VIBRATION LEVEL

CORRECTIVE MAINTENANCE CHECK
To put the engine back into normal service BORESCOPIC INSPECTION VISUAL INSPECTION
as soon as possible
EXAMPLE OF MAIN TASKS

- Troubleshooting
- Run-down check
FLI
- Functional and condition checks GH
TM
AN
- Removal and installation REFER TO THE UA
L
- Adjustments
- Miscellaneous procedures (cleaning, storage ...)
MAINTENANCE MANUAL
- Repair (or replacement) Chapter 05 POWER CHECK
- Particular instructions
PREVENTIVE AND CORRECTIVE MAINTENANCE

MAINTENANCE
Training Notes
MAINTENANCE
- A list of failures observed during use
TECHNICAL PUBLICATIONS - PRESENTATION
- A list of failures observed during maintenance
This part deals with the 1st and 2nd lines engine technical
documentation. - A list of troubleshooting tasks.

Maintenance documents Identification documents

The maintenance documents are: The identification documents are:

- The current maintenance documents (1st and 2nd lines): - The servicing-maintenance documents:
• Maintenance Manual (describes the engine and its • Spare Parts Catalogue (list and reference of all the spare
systems and all the maintenance procedures) parts)
• Service Bulletins (approved by the authorities, and issued • Special Tools Catalogue (tool designations and part
to inform the operators of a modification or an instruction numbers).
which affects the operational aspects)
Operation documents
• Service Letters (letter sent to inform the operator of certain
instructions related to the operation of the engine) The operation documents are:
• Modification Index - Engine log book (records and provides information on the
Standard practices: practices which are not specific to a engine status)
product. When applied to a given engine, they are however - Flight Manual (the Flight Manual is the pilot's basic reference
described in chapter 70 of the Maintenance Manual document and specifies the limitations, the normal and
Main practices: thread inserts, LOCTITE products, tightening emergency procedures, and the performance data. It is
torques, locking of assemblies, electrical connectors, ... approved by the Airworthiness Authorities).
Troubleshooting Electronic documentation

It forms the last volume of Maintenance Manual. Chapter - Maintenance Technical Publications: these are electronic
71-00-06 of the Maintenance Manual, which is dedicated to versions of the maintenance documentation
troubleshooting includes: - TOOLS: It is a service providing real issue of technical
publication as service bulletins, service letters, maintenance
manual updating... Each new document edition will be notified
and provided by email in real time to subscriber.

Training Notes
MAINTENANCE IDENTIFICATION

ARRIEL ARRIEL ARRIEL ARRIEL ARRIEL ARRIEL ARRIEL
1 1 1 1 1 1 1

MAINTENANCE MAINTENANCE SERVICE SERVICE MODIFICATION SPARE TOOLS

MANUAL MANUAL BULLETINS LETTERS INDEX PARTS CATALOGUE
vol. 1 vol. 2 CATALOGUE
OPERATION
COMPOSITION OF THE MAINTENANCE MANUAL
ARRIEL CHAP DESIGNATION

1
00 Introduction ENGINE FLI
GH
MAINTENANCE TM
MANUAL 05 Time limits / LOG BOOK AN
UA
vol. 3 L
Maintenance checks
CHAP. 71-00-06
TROUBLESHOOTING 26 Fire protection
70 Standard practices ELECTRONIC
71 Power plant
72 Engine
73 Fuel system
74 Ignition
75 Air
77 Engine indicating
78 Exhaust system
Failures observed 79 Lubrication MAINTENANCE
80 Starting
during use
Failures observed
during maintenance
Troubleshooting
tasks
(compiled according to recommendations of the
TECHNICAL
American standard "ATA 100") PUBLICATION
TECHNICAL PUBLICATIONS - PRESENTATION

MAINTENANCE
Training Notes
MAINTENANCE
TECHNICAL PUBLICATIONS - ADVISORY NOTICES
Examples
Three types of advisory notice are used in the technical
publications: WARNING: do not breath the oil vapors. Do not leave oil in

contact with the skin.

- WARNING
CAUTION: if the flush is being carried out because of metal

- CAUTION particles in the oil system, change the filter and thoroughly
clean the tank.
- NOTE.
NOTE: take the oil sample before carrying out any
replenishment.
Interpretation
WARNING: warns the reader of the possibility of physical harm
(e.g. wounding, intoxication, electrocution).
CAUTION: warns the reader of the possibility of damaging the

engine or tooling.
NOTE: gives the reader advice on how best to carry out a

task.

Training Notes


WARNING CAUTION NOTE

(physical harm) (possibility of damage) (advice)
Examples: Examples: Examples:

- Toxicity of engine oil and vapours - Titanium part cleaning - Oil analysis
- Toxicity of cleaning products - Scrapping of O'ring seals - Cycle counting
- Toxicity of extinguishing products - Use of the correct cleaning products - Installation of O'ring seals
- Eye protection - Engine cooling - Engine storage
- Fire risk - Engine cleaning after use of - Insulation measurements
- Electrical discharge from ignition units: extinguishing product - Procedural change with modification
- electrocution - Orifice protection during removal - ……
- risks with use in an inflammable - Borescope fragility
atmosphere - Tightening torque
- …… - ……
TECHNICAL PUBLICATIONS - ADVISORY NOTICES

MAINTENANCE
Training Notes
MAINTENANCE
LUBRICANTS / FUELS / MATERIALS PRESERVATION AND STORAGE
Lubricants Type of storage

The engine manufacturer recommends the use of synthetic oils Engine uninstalled

which keep their lubricating properties over a wide temperature Refer to maintenance manual for preservation and storage
range and have a longer operating life. procedures and periodicity.

The maintenance manual (chapter 71) contains specification "Short term" storage
tables and precautions.
Procedure which protects the engine for a duration of less than
We shall remind you here that the mixture of oils of different three months.
types or brands is not recommended. Therefore the system
should be flushed when the oil specification is changed. "Long term" storage
Procedure which protects the engine for a duration of more
Fuels than three months. The max. duration of storage varies with
The maintenance manual (chapter 71) contains tables indicating the type of container used (wooden or metal container). With
the fuel types with the corresponding US, UK, NATO and French wooden container, the max. duration of storage also varies with
specifications. the type of cover used.
Two types of fuel can be considered: Engine installed in the aircraft
- The "normal fuels" which can be used without restriction in - For a duration of less than 6 months, 2 types of storage
all the operating envelope can be considered : "operational" (with 5 min. ground run)
- The alternative fuels (or replacement fuels) which may be and "not operational" (with dry crank).
used, but with particular restrictions (additives...) and for a - For a duration of more than 6 months, remove the engine
limited time in order not to affect the engine TBO. and do the “long term” storage procedure.
Materials Storage inspection
Various products are used for engine maintenance. Once the engine has been put into storage, it must be periodically
For example graphite grease, molybdenum disulphide for the checked to ensure that it is in good condition. In the event of
installation of parts, cleaning and inhibiting products. an anomaly, the preservation and storage procedures must
The various products must be used carefully, for instance use be renewed.
of trichlorethylene on titanium alloy parts is forbidden.

Training Notes
LUBRICANTS GENERAL
(Maintenance manual, chapter 71) - Protection against corrosive
agents

- NORMAL LUBRICANTS: medium viscosity

synthetic oils
- ALTERNATIVE LUBRICANTS: medium and

low viscosity oils

- No mixture of oils of different brands
- Flushing of the system when the oil
specification is changed
TYPE OF STORAGE
ENGINE UNINSTALLED
FUELS
- "Short term" storage: duration less than
(Maintenance manual, chapter 71)
3 months
- "Long term" storage: duration more than
- NORMAL FUELS (without restriction)
3 months (wooden or metal container)
- ALTERNATIVE FUELS (with particular
restrictions: operating times, additives...)
ENGINE INSTALLED IN THE AIRCRAFT
- Duration less than 6 months
- Duration more than 6 months
MATERIALS
- PART INSTALLATION: graphite grease,

molybdenum disulphide...
- CLEANING: water, fuel, alcohol, detergent...
- STORAGE: water-repellent product... Refer to
maintenance manual for
STORAGE INSPECTION
preservation and storage
procedures and - To be carried out periodically
- Renewal of preservation and storage
periodicity
if necessary
LUBRICANTS / FUELS / MATERIALS - PRESERVATION AND STORAGE

MAINTENANCE
Training Notes
MAINTENANCE
SAFETY MANAGEMENT Environment - The situation in which the SHELL system must
function, the social and economic climate as
The International Civil Aviation Organisation (ICAO) requires that well as the natural environment
states establish a safety programme to achieve an acceptable

level of safety in aviation operations. Therefore states shall Liveware - The human beings' engineers, technicians, aircrew,
require that individual operators, maintenance organisations, managers and administration personnel
ATS providers and certified aerodrome operators implement a

Safety Management System (SMS) accepted by the state. The edges of the blocks are not simple and straight because each
component has to be adapted to the others. When considering
ICAO provides a Safety Management Manual (SMM) which HF, all the interfaces have to be taken into account:
explains in detail the implementation of an SMS on 19
chapters. - Liveware - Software
HUMAN FACTORS - Liveware - Hardware
The European Aviation Safety Agency (EASA) requires that - Liveware - Environment
aviation maintenance personnel receive training on Human
Factors (HF). - Liveware - Liveware
They must have an initial HF training followed by regular The EASA part 145 recommends 1 to 3 days initial training on
refresher training. HF depending on the persons concerned and further training
every 2 years.
Below is a precis of the ICAO SHELL model which is a conceptual
model proposed in ICAO circular 216-AN31. It represents the
different components of human factors and is only intended as
a basic aid to understanding HF:
Software - The rules, procedures, written documents, etc.,

which are part of standard procedures
Hardware - Tools, equipment, workshop, hangar

Training Notes
CHAPTERS OF SAFETY
MANAGEMENT MANUAL (SMM)
Chapter 01 Overview

Chapter 02 Responsibility for managing safety

Chapter 03 State Safety programme

Chapter 04 Understanding Safety HARDWARE
Chapter 05 Basics of safety management

Chapter 06 Risk management
Chapter 07 Hazard and Incident reporting
Chapter 08 Safety Investigations
Chapter 09 Safety analysis and Safety studies
SOFTWARE LIVEWARE ENVIRONMENT
Chapter 10 Safety performance monitoring
Chapter 11 Emergency response planning
Chapter 12 Establishing a safety management system
Chapter 13 Safety assessments
Chapter 14 Safety auditing
Chapter 15 Practical considerations for operating a safety
LIVEWARE
management system
Chapter 16 Aircraft Operations
Chapter 17 Air Traffic Services (ATS)
Chapter 18 Aerodrome Operations
Chapter 19 Aircraft maintenance
SAFETY MANAGEMENT HUMAN FACTORS
SAFETY MANAGEMENT - HUMAN FACTORS

MAINTENANCE
Training Notes
3 - ENGINE

- Engine presentation (72-00-00) ............................................................ 3.2

- Axial compressor (72-30-02) ................................................................ 3.6

- Centrifugal compressor (72-40-01) ...................................................... 3.8
- Combustion chamber (72-40-02) ......................................................... 3.10
- Gas generator turbine (72-40-03) ......................................................... 3.12
- Power turbine (72-50-01) ...................................................................... 3.14
- Exhaust system (78-51-01) ................................................................... 3.16
- Reduction gearbox (72-60-00) .............................................................. 3.18
- Transmission shaft and accessory gearbox (72-10-00) .................... 3.20
- Engine - Operation (72-00-00) .............................................................. 3.32
- Engine - 1st line maintenance ............................................................. 3.34 - 3.37

© Copyright - Turbomeca Training Edition: April 2012 ENGINE
Training Notes
ENGINE PRESENTATION
GENERAL
Main components
Function - Gas generator

• Axial compressor
The engine transforms the energy in the air and fuel into
mechanical power on a shaft. • Centrifugal compressor

• Combustion chamber
• Turbine
- Power turbine
- Type: Free turbine with forward drive via an external shaft
- Exhaust pipe
- Power class: from 480 to 560 kW (650 to 760 shp) according
to version - Reduction gearbox
- Specific fuel consumption: according to version (see - Transmission shaft
maintenance manual)
- Accessory gearbox.
- Gas generator speed (N1): approx. 52000 rpm at
100%
• Direction of rotation: anti-clockwise (ACW)
- Power turbine speed (N2): approx. 41600 rpm at 100%

• Direction of rotation: clockwise (CW)
- Output shaft speed: 6000 RPM at 100% (except the 1S1)

• Direction of rotation: clockwise (CW)
Note: Direction of rotation given viewed from the rear.

Training Notes
GAS GENERATOR POWER EXHAUST

TURBINE PIPE
Axial Centrifugal Combustion Turbine
compressor compressor chamber


Type:
Free turbine with forward drive via
an external shaft
Power class:
From 480 to 560 kW
(650 to 760 shp) according to version
Specific fuel consumption:

(see maintenance manual)
Gas generator speed (N1):

Approx. 52000 rpm at 100%; ACW
Power turbine speed (N2):

Approx. 41600 rpm at 100%; CW
Output shaft speed: ACCESSORY TRANSMISSION REDUCTION

6000 rpm at 100% GEARBOX SHAFT GEARBOX
(except the 1S1); CW
GENERAL
ENGINE PRESENTATION
Training Notes
ENGINE PRESENTATION
DESCRIPTION
Note 1: A module is a sub-assembly which can be replaced
Modular layout on-site (2nd line maintenance) without complex tooling

or adaptation work.
A module is a sub-assembly which can be replaced on-site (2nd Each module has an identification plate. The engine
line maintenance) without complex tooling or adaptation work. identification plate is fitted on the right-hand side of

the M01 protection tube.

Each module has an identification plate. The engine identification
plate is fitted on the right hand side of the M01 protection tube.
The engine comprises 5 modules: Note 2: Some accessories are provided with each module.
In these training notes, those components are dealt with
- Module M01: Transmission shaft and accessory gearbox in the chapters corresponding to the main systems.
- Module M02: Axial compressor
- Module M03: Gas generator HP section
- Module M04: Power turbine
- Module M05: Reduction gearbox.

Training Notes
MODULE M03
GAS GENERATOR
MODULE M02 HIGH PRESSURE SECTION MODULE M04
AXIAL COMPRESSOR POWER TURBINE

MODULE M05
REDUCTION GEARBOX

MODULES IDENTIFICATION
PLATES
MODULE M01
TRANSMISSION SHAFT
AND ACCESSORY GEARBOX
ENGINE IDENTIFICATION
PLATE
DESCRIPTION
ENGINE PRESENTATION
Training Notes
AXIAL COMPRESSOR
PRESENTATION - Stationary components:
• Diffuser
Function • Casing.

The axial compressor ensures a first stage of compression to

supercharge the centrifugal compressor. Functional description

The axial compressor ensures a first stage of compression in

Position order to supercharge the centrifugal compressor.
- At the front of the engine (the axial compressor assembly
forms the module M02). Compressor airflow
The ambient air, admitted through the air intake duct and
Main characteristics guided by the inlet cone, flows between the blades of the axial
- Type: axial transonic supercharging compressor compressor. The air is discharged rearwards with an increased
axial velocity.
- Airflow: 2.5 kg/sec (5.5 lb/sec.)
- Rotation speed: N1; ACW The air then flows through the vanes of the diffuser. Due to the
divergent passage, the air velocity is reduced and the pressure
- Wheel made of titanium alloy, cut from the solid. increased.
The flow is straightened by the stator vanes before being admitted,

Main components through an annular duct, to the centrifugal compressor.
- Rotating components:
• Air inlet cone
Note: In order to avoid compressor surge, a valve discharges
• Axial wheel overboard a certain amount of air in certain operating
• Shaft conditions.
• Bearing
• Accessory drive shaft

Training Notes
Type:
Axial transonic
supercharging compressor

Airflow:
2.5 kg/s (5.5 lb/sec.)
P1': AIR DISCHARGED

THROUGH THE COMPRESSOR

Rotation speed:
BLEED VALVE
N1; ACW
Wheel made of titanium

WHEEL DIFFUSER COMPRESSION AND
alloy, cut from the solid
STRAIGHTENING OF THE AIR
SHAFT
ACCELERATION
OF THE AIR
ADMISSION
OF AMBIENT AIR
AIR INLET
CONE
SUPERCHARGING OF THE
BEARING CASING ACCESSORY CENTRIFUGAL COMPRESSOR
DRIVE SHAFT
PRESENTATION
AXIAL COMPRESSOR
Training Notes
CENTRIFUGAL COMPRESSOR
PRESENTATION - Stationary components:
• Diffusers
Function • Casings.

The compressor supplies the compressed air required for

combustion. Functional description

Supercharged by the axial compressor, it ensures the second The centrifugal compressor ensures the main stage of
stage of compression. compression.
Position Compressor airflow
- At the front of the module M03. The air supplied by the axial compressor flows between the
blades of the centrifugal compressor. The air pressure increases
Main characteristics due to the divergent passage between the blades and the air
velocity increases due to the centrifugal flow.
- Type: centrifugal, high efficiency
The air leaves the tips of the blades at very high velocity and
- Airflow: 2.5 kg/s (5.5 lb/sec.) then flows through the 1st stage diffuser vanes where the velocity
is decreased and the pressure is increased.
- Compression ratio: 5.4 / 1 (global: 8.2 / 1)
- Rotation speed: N1; ACW The air then passes through an elbow and the flow becomes
axial. In the 2nd stage diffuser, the velocity is again decreased
- Wheel made of titanium alloy, cut from the solid. and the pressure increased. The air is then admitted into the
combustion chamber.
Main components
• Wheel
• Shaft
• Bearing

Training Notes
Type:
Centrifugal, high efficiency
Airflow:

2.5 kg/s (5.5 lb/sec.)
DIFFUSERS Compression ratio:

5.4 / 1 (global: 8.2 / 1)
Rotation speed:
N1; ACW COMPRESSION
CASINGS OF THE AIR IN THE
Wheel made of titanium DIFFUSER STAGES
alloy, cut from the solid
AIR ADMITTED
INTO THE
BEARING SUPERCHARGING
COMBUSTION
BY THE AXIAL
CHAMBER
COMPRESSOR
ACCELERATION
CENTRIFUGAL
AND COMPRESSION
WHEEL
OF THE AIR
PRESENTATION
CENTRIFUGAL COMPRESSOR
Training Notes
COMBUSTION CHAMBER
PRESENTATION Combustion chamber flow
Function In the combustion chamber, the compressed air is divided into two
flows: a primary air flow mixed with the fuel for combustion and

The combustion chamber forms an enclosure in which the air/ a secondary air flow (or dilution air flow) for cooling of the gas.
fuel mixture is burnt.
- Primary air: one part flows through the orifices of the front
Position swirl plate.

- Central section of the gas generator. A second part flows through the hollow vanes of the turbine
nozzle guide vane (cooling of the vanes) and through the
Main characteristics orifices of the rear swirl plate.
- Type: annular with centrifugal fuel injection The primary air is mixed with the fuel sprayed by the injection
wheel. The combustion occurs between the two swirl plates.
- Made of special alloy
The flame temperature reaches approx. 2500°C (4532°F).
Main components - Secondary air: the secondary air (or dilution air) flows
- Outer part: through the orifices of the mixer unit and the dilution tubes.
• Front swirl plate It is calibrated to obtain flame stability, cooling of the gas,
and distribution of temperature on the turbine.
• Mixer unit
- Gas: The gas produced by the combustion is directed into
- Inner part:
the turbine nozzle guide vane.
• Rear swirl plate
- Drain: a combustion chamber drain valve, fitted on a flange
• Shroud
on the bottom of the turbine casing drains overboard any
- Fuel injection system residual fuel.
- Turbine casing
Operating parameters
- Combustion chamber drain valve.
The fuel/air ratio for combustion (primary air) is approximately 1/15;
Functional description the total fuel/air ratio is approximately 1/45.
The pressure drop in the combustion chamber is approximately
The combustion chamber forms an enclosure in which the fuel/
4%.
air mixture is burnt.

Training Notes
Type:
Annular with centrifugal Primary air (combustion)
fuel injection
Secondary air (dilution)

Made of special alloy Gaz

OUTER PART INNER PART

Front swirl Mixer unit Rear swirl Shroud COMPRESSED AIR GAS FLOW TO THE
plate plate TURBINE
FUEL
INJECTION
SYSTEM
FUEL INJECTION COMBUSTION
TURBINE
(2500°C / 4532°F)
CASING
Combustion chamber
drain valve
PRESENTATION
COMBUSTION CHAMBER
Training Notes
GAS GENERATOR TURBINE

PRESENTATION Functional description
The gas generator turbine transforms the gas energy into
Function mechanical power to drive the compressors and various

The turbine extracts sufficient energy from the gas flow to drive accessories.
the compressors and the accessories.
The operation is characterised by the first phase of

expansion.
Position
- At the rear of the gas generator. Turbine gas flow
The gas first flows through the nozzle guide vanes.

Main characteristics The gas velocity increases due to the convergent passage.
- Type: two stage axial
The flow on the blades results in aerodynamic forces whose
- Speed rotation: N1; ACW resultant causes the rotation of the wheel.
- Turbine inlet temperature: approx. 1100°C (2012°F) according The gas, still containing energy, is directed to the power
to engine variant turbine.
- Made of special alloy.
Main components
• Wheels
• Shafts
• Bearing
- Stationary components:
• Nozzle guide vanes
• Containment shield
• Casing.

Training Notes
Type:
Two stage axial Rotation

Speed rotation:
N1; ACW
NOZZLE GUIDE WHEELS

VANES Turbine inlet temperature:

Approx. 1100°C (2012°F)
according to engine variant
Made of special alloy
NOZZLE GUIDE VANES Nozzle Turbine

BEARING
(convergent passage) guide vane wheel
GAS TO THE
GAS FROM THE POWER TURBINE
COMBUSTION
CHAMBER
COMPRESSOR
DRIVE
CONTAINMENT CASING SHAFTS ROTATION

SHIELD
PRESENTATION
GAS GENERATOR TURBINE
Training Notes
POWER TURBINE
PRESENTATION Functional description
The power turbine transforms the gas energy into mechanical
Function power to drive the reduction gearbox.

The turbine extracts the energy from the gas to drive the power
The operation is characterised by the second phase of
shaft through the reduction gearbox.
expansion.

Position
Turbine flow
- Between the gas generator and the reduction gearbox.
The gas supplied by the gas generator flows through the nozzle
It forms the module M04. guide vane. In the nozzle guide vane, the gas velocity increases
due to the convergent passage.
The gas are directed onto the turbine wheel and the resultant
- Type: axial, single stage of the aerodynamic forces on the blades causes the wheel
- Speed rotation: N2; CW to rotate. The gas are then expelled overboard through the
exhaust pipe.
- Made of special alloy
Main components
• Wheel
• Shaft
• Bearings
- Stationary components:
• Nozzle guide vane
• Containment shield
• Casing.

Training Notes
Type:
Axial, single stage

Speed rotation:
N2; CW
NOZZLE GUIDE WHEEL BEARINGS

VANE Made of special alloy
Rotation
Nozzle guide Turbine

ROTATION vane wheel
OF THE
REDUCTION
POWER TURBINE
GEARBOX
DRIVE (CW)
GAS FROM THE

GAS GENERATOR
TURBINE
EXPANSION IN THE
NOZZLE GUIDE VANE
GAS
CONTAINMENT POWER SHAFT EXHAUST
SHIELD TURBINE CASING
PRESENTATION
POWER TURBINE
Training Notes
EXHAUST SYSTEM
Function Functional description

The exhaust system continues the expansion phase and expels The exhaust pipe, which has an elliptical outlet, is made from

the gas overboard. stainless steel. It is bolted to the rear flange of the power turbine
casing with the containment shield.

Position A heat shield is fitted between the exhaust pipe and the reduction
gearbox to protect the gearbox from the exhaust heat.
- Behind the power turbine, around the reduction gear.
The exhaust pipe has a drain at the bottom.
Functionally it should be noted that the exhaust gas still contains
- Type: Elliptical a certain amount of energy which produces a small residual
thrust.
- Non-modular part
- Gas temperature: 600°C (1080°F)
- Made of stainless steel.
Main components
- Exhaust pipe
- Heat shield.
Note: The exhaust pipe is considered to be an SRU.

(Shop Replaceable Unit)

Training Notes
Type:
Elliptical EXHAUST HEAT
Non-modular part PIPE SHIELD

Gas temperature: Reduction

600°C (1080°F) gearbox

EXHAUST PIPE
Made of stainless steel
HEAT SHIELD
EXHAUST
GAS
HEAT
SHIELD
EXHAUST
PIPE
GAS FROM THE
REDUCTION POWER TURBINE
GEARBOX
EXHAUST SYSTEM
Training Notes
REDUCTION GEARBOX
Functional description
GENERAL
- The reduction gear provides a forward output drive at a
Function reduced speed

The reduction gearbox provides a reduced speed output and - The drive gear is directly driven by the power turbine shaft
transmits the drive forwards. (muff coupling drive). It transmits the movement to the

intermediate gear
Position - The intermediate gear drives the output gear which provides
the power drive.
- At the rear of the engine
- It forms the module M05.
- Type: 3 stages, helical gears
- Drive gear speed: N2
- Output gear speed: 6000 rpm (except 1S1); CW.
- Gears made of steel
Main components
- Drive gear
- Intermediate gear
- Fork shaped plates
- Output gear
- Casings
- Hydraulic torquemeter.

Training Notes
DRIVE

GEAR
2 FORK
SHAPED PLATES

MUFF
DRIVE GEAR COUPLING
INTERMEDIATE INTERMEDIATE
GEAR GEAR
HYDRAULIC
N2
TORQUEMETER
Type:
3 stages, helical gears
OUTPUT
Drive gear speed: GEAR
N2
100% N1,
CW Output gear speed:
6000 rpm (except 1S1)
Gears made of steel

OUTPUT GEAR
CASINGS
GENERAL
REDUCTION GEARBOX
Training Notes
TRANSMISSION SHAFT AND ACCESSORY

GEARBOX
Driven accessories
GENERAL
- Starter-generator

Function - Breather
The shaft transmits the power to the helicopter via the power - N2 tachometer generator

off-take at the front of the engine. - N1 governor
The accessory gearbox provides the drive for the engine - Oil pump
accessories. - N2 tachometer generator
- N2 governor.
Position
- Shaft beneath the engine
- Accessory gearbox at the front of the engine
- This assembly forms the module M01.
- Type of gears:
• spur gear
• bevel gear.
Main components
- Accessory drive shaft
- Accessory drive train
- Casings.

Training Notes
ACCESSORY
Type of gears: DRIVE SHAFT
Spur gear (N1)

Bevel gear

FRONT
CASING REAR
STARTER-GENERATOR
CASING
DRIVE GEAR
ACCESSORY ACCESSORY
BREATHER DRIVE TRAIN
GEAR DRIVE SHAFT
N1
TACHOMETER
GENERATOR
N1 GOVERNOR
AND OIL PUMP
POWER
OFF-TAKE
TRANSMISSION
ACCESSORY TRANSMISSION
SHAFT GEAR
N2 GOVERNOR AND DRIVE GEAR SHAFT
N2 TACHOMETER GENERATOR (N2)
GENERAL
TRANSMISSION SHAFT AND ACCESSORY GEARBOX
Training Notes

GEARBOX Description
TRANSMISSION SHAFT - TWIN-ENGINE The shaft transmits the power to the power off-take and accessory
CONFIGURATION gearbox. The shaft is located in a protection tube bolted to the

reduction gearbox at the rear and to the accessory gearbox at

the front.
Function

The front of the shaft is supported by a ball bearing in the

The shaft transmits the power to the front power off-take. accessory gearbox front casing. The triangular flange which
forms the power off-take is splined onto the front of the
Position transmission shaft and is secured by a nut. Sealing of the oil
which lubricates the bearing is ensured by a magnetic carbon
- Lower part of the engine. seal.
Three oil tubes are located between the shaft and the protection
Main characteristics tube.
Hollow steel shaft. The rear of the shaft is splined into the hub of the output gear
of the reduction gear.
Main components
- Transmission shaft
- Protection tube
- Accessory drive gear
- Power off-take.

Training Notes

SHAFT OUTPUT
GEAR

POWER OFF-TAKE ACCESSORY

(triangular flange) DRIVE GEAR
MAGNETIC OIL TUBE

CARBON SEAL
PROTECTION
TUBE
FRONT PART REAR PART
TRANSMISSION SHAFT - TWIN-ENGINE CONFIGURATION

Training Notes

GEARBOX Three oil pipes are located within the protection tube.
TRANSMISSION SHAFT - SINGLE ENGINE
A free wheel is mounted on the triangular flange to drive the
CONFIGURATION power drive shaft which drives the main gearbox and the tail

rotor.
Function
Lubrication of the free wheel and its bearing is by the oil contained

The shaft transmits the power to the front and to the rear of in the free wheel housing, or by the oil system of the engine,
the engine. according to the version.
The rear of the transmission shaft is splined into the hub of the
Position: output gear of the reduction gear.
- Lower part of the engine. The rear of the tail rotor drive shaft is supported by a ball bearing
in the hub of the output gear. A magnetic carbon seal is fitted
in the rear cover of the gearbox.
- Hollow steel shaft with coaxial drive shaft.

Note: In single-engine configuration the free wheel and
transmission shaft front magnetic carbon seal are
Description SRU. So they can only be replaced in 2nd Line
maintenance.
The shaft transmits the power to the power drive shaft. The
transmission shaft is located in a protection tube bolted to the
reduction gearbox at the rear and to the accessory gearbox at
the front.
The front of the transmission shaft is supported by a ball bearing

in the accessory gearbox front casing. A triangular flange is
splined onto the front of the transmission shaft. Sealing of
the oil which lubricates the bearing is ensured by a magnetic
carbon seal.

Training Notes


TAIL ROTOR
SEAL TRIANGULAR FLANGE SHAFT
DRIVE
ACCESSORY
DRIVE GEAR
MAGNETIC
POWER DRIVE FREE WHEEL MAGNETIC OIL TUBE CARBON
SHAFT CARBON SEAL SEAL
FRONT PART REAR PART
TRANSMISSION SHAFT - SINGLE ENGINE CONFIGURATION

Training Notes

GEARBOX
ACCESSORY GEARBOX - DESCRIPTION 1

The accessory gearbox has four drives on the front face:

• starter-generator (equipped with a magnetic carbon
seal)

• fuel control unit N1

• fuel control unit N2
• power
and mounting bolts on the upper part for attachment of the
M02.
It has 3 power drives on the rear face:

• oil pump
• N1 tachometer generator
• N2 tachometer generator
and the protection tube mounting flange, and the accessory
drive shaft passage on the upper part.

Training Notes


MOUNTING
BOLTS ACCESSORY
DRIVE SHAFT
N1
MAGNETIC PASSAGE (N1)
TACHOMETER
CARBON
GENERATOR
SEALS
FUEL CONTROL
UNIT N1 DRIVE
OIL
PUMP
STARTER-
GENERATOR
DRIVE
FUEL CONTROL N2 PROTECTION

POWER UNIT N2 DRIVE TACHOMETER TUBE MOUNTING
DRIVE GENERATOR FLANGE
FRONT VIEW REAR VIEW

Training Notes

GEARBOX

The transmission shaft and the accessory box assembly

constitutes the module M01 located at the engine lower part.

The accessory gearbox includes a train of gears housed in

a gearbox formed by two half casings made of light alloy.
The gearbox is installed at the bottom of the axial compressor
by means of four bolts.
The starter-generator gear forms the engine breather.
The fuel control unit N1 gear drives the oil pump at the rear.
The fuel control unit N2 gear is driven by the gear on the

transmission shaft.
The module identification plate is fitted on the front face of the

gearbox.
Note: The engine front support casing is bolted onto the front
face of the accessory gearbox (according to version).

Training Notes
STARTER- DRIVE SHAFT REAR N1 TACHOMETER

GENERATOR / (N1) CASING GENERATOR
BREATHER GEAR

TRANSMISSION
N1 Starter- SHAFT GEAR
TACHOMETER

generator (N2)
GENERATOR mounting
flange
N1 FUEL CONTROL
UNIT AND OIL
PUMP DRIVE
N1 FUEL CONTROL
UNIT AND OIL
PUMP DRIVE
N2 FUEL
CONTROL UNIT
AND N2 TACHOMETER
OIL GENERATOR
PUMPS Identification
plate
FRONT
CASING
N2 FUEL
CONTROL UNIT
N2 TACHOMETER
GENERATOR

Training Notes

GEARBOX
ACCESSORY GEARBOX - OPERATION Operation in normal running
The gas generator drives the accessory gear train through the

The operation is considered during engine starting and in

bevel gear located on the axial compressor shaft.
normal running.
The following accessories are driven:

Operation during engine starting

- Starter-generator
During starting, the starter motor drives the accessory gearbox
and thus the gas generator rotating assembly. - FCU: N1 and N2
The compressors supply air to the combustion chamber and - Oil pumps
the starting sequence continues.
- Tachometer generator: N1 and N2.
At self-sustaining speed the electrical supply to the starter
motor is cut. The starter motor is then mechanically driven by
the engine and operates as a generator to provide DC current
to the aircraft electrical system.

Training Notes
FWD FWD

STARTER DRIVE DIRECT CURRENT DRIVE

MOTOR SHAFT GENERATOR SHAFT

DURING NORMAL RUNNING

ENGINE STARTING (N1 ≥ self-sustaining speed)
ACCESSORY GEARBOX - OPERATION

Training Notes
ENGINE - OPERATION
The engine provides power by transforming the energy in the
air and fuel into mechanical energy on a shaft. Expansion
The process comprises compression, combustion, expansion - The gas expands in the gas generator turbine which extracts

and the transmission of the power. the energy required to drive the compressors and accessories
(N1 rotation: ACW)
During this phase the pressure and temperature of the gas

Compression drop, whilst the velocity increases.

The ambient air is compressed by an axial supercharging - There is a further expansion in the power turbine which
compressor and a centrifugal compressor. extracts most of the remaining energy to drive the output
shaft (N2 rotation: CW)
This phase is essentially characterised by the air flow
(approx. 2.5 kg/s; 5.5 lb/sec.) and the compression ratio (approx. After the power turbine the gas is discharged overboard via
8.2). the exhaust pipe, giving a slight residual thrust.
Combustion Power transmission
The compressed air is admitted into the combustion chamber, The power is transmitted forward by a reduction gearbox and
mixed with the fuel and burnt in a continuous process. an external transmission shaft.
The air is divided into two flows: Note: The engine reference stations are:
0 - Ambient air
- A primary flow for combustion 1 - Axial compressor inlet
1' - Axial compressor outlet
- A secondary flow for cooling the gas. 2 - Centrifugal compressor outlet
3 - Turbine inlet
This phase is essentially characterised by the temperature rise
4 - Gas generator turbine outlet
(flame temperature of approx. 2500°C; 4532°F) and a pressure
5 - Power turbine outlet.
drop of about 4%.

Training Notes
Primary air
(combustion air)
Residual thrust
Secondary air
(dilution air)

Gas
EXHAUST
AIRFLOW

2.5 kg/s
(5.5 lb/s)
Fuel 2500
(4532)
0 1 1' 2 3 4 5 POWER TRANSMISSION
(power transmitted forward
1125 by a reduction gearbox and
820 (2057) 880 an external shaft)
(1616) 600
(118.9) (1080)
800 300
(116) (43.5)
160
101,3 (23.2) 320
P kPa (14.7) (608)
(PSI) 108
(15.7)
T°C
(°F) 65
15 (149)
(59) Values given
V for information at a
given reference rating
COMBUSTION
COMPRESSOR CHAMBER TURBINES
AMBIENT
AIR COMPRESSION COMBUSTION EXPANSION
ENGINE - OPERATION
Training Notes
ENGINE - 1ST LINE MAINTENANCE

PREVENTIVE MAINTENANCE Mandatory maintenance tasks
Refer to Maintenance Manual (chapter 05). List of maintenance tasks considered by the manufacturer as
having to be carried out, although they do not directly affect

Servicing inspections (except 1E2) flight safety.
List of maintenance tasks to be carried out: Recommended maintenance tasks

- After the last flight of the day List of maintenance tasks that are advised by the engine
manufacturer in order to improve reliability, increase availability
- Before the first flight of the day
and reduce the operating cost of the engine.
- Pre-flight
- Post-flight
Note: Before carrying out any maintenance tasks, remember to
refer to the latest Service Bulletins and Service Letters.
Servicing inspections (1E2)
List of maintenance tasks to be carried out:
- Between two flights
- After 15 flight hours or 7 days.
Imperative maintenance tasks
List of maintenance tasks to performed to meet the Airworthiness

objectives.

Training Notes
SERVICING INSPECTIONS MANDATORY MAINTENANCE TASKS

AFTER 15 FLIGHT HOURS OR 7 DAYS - Blades of the axial compressor

- Make sure there are no foreign objects (air intake) • Inspection Chap. 72

- Inspection of the axial compressor wheel (impacts) - Combustion chamber

- Rotating assembly turns freely, listen for abnormal • Inspection Chap. 72
noises (rub)
- Visually check that there are no external leaks - Gas generator turbine 1st stage
- Condition of the accessories attachments • Borecope inpsection Chap. 72
- Visual inspection (no cracks) of casings, diffuser and - 3 hollow struts for the passage of the rear-
exhaust pipe bearing oil-tubes
• Vérification Chap. 72
- Attachments, pipes and supports
IMPERATIVE MAINTENANCE TASKS • Inspection and check Chap. 70
- Check for abnormal noises during gas generator
rundown Ground run
- Make sure that the gas generator rotates freely (when • Do a vibration check at rear point Chap. 71
T4 < 150°C) (pre TU202)
- Condition and attachment of the engine and of the front RECOMMENDED MAINTENANCE TASKS
support (no craks)
- Record C1 and C2 cycles in the engine log book - Cleaning of the air path
- Consistency check (cycles counter) • Frequency Chap. 71
- Blades of the power turbine (pre TU347)
• Check Chap. 72
Before - Exhaust pipe and heat shield
carrying out any • Inspection and check Chap. 72
maintenance tasks, remember
to refer to the latest Service
Bulletins and Service
Letters.
Training Notes

List of maintenance tasks to be carried out when required (in

the event of an operating anomaly).




Training Notes

(non exhaustive list)
- Free wheel shaft assembly

• Removal / installation Chap. 72

• Rear shaft output seal: removal /
installation Chap. 72
• Sealing ring: removal Chap. 72
- Magnetic seal of the starter
- Seal of the fuel control unit adapter
- Seal of the accessory gearbox/FT
- Seal of the tachometer transmitter
- Magnetic seal of the transmission shaft
• Replacement Chap. 72
Before
carrying out any
Letters.
Training Notes
4 - OIL SYSTEM

- Oil system presentation (79-00-00) ..................................................... 4.2

- Oil tank - Oil cooler - Oil pressure transmitter ................................... 4.6

- Oil pumps (72-80-02) ............................................................................. 4.8
- Oil filter (72-80-03) ................................................................................. 4.10
- Oil filter pre-blockage indicator (72-80-03) ......................................... 4.14
- Low oil pressure switch (79-31-00) ..................................................... 4.16
- Electrical magnetic plugs (72-38-00) ................................................... 4.18
- Mechanical magnetic plugs (72-80-04) ............................................... 4.20
- Scavenge strainers (72-80-05) ............................................................. 4.22
- Centrifugal breather (72-10-01) ............................................................ 4.24
- Oil system - Operation (72-80-00) ........................................................ 4.26
- Oil pipes and ducts (72-80-06) ............................................................. 4.28
- Oil system - 1st line maintenance ....................................................... 4.30 - 4.33

© Copyright - Turbomeca Training Edition: April 2012 OIL SYSTEM
Training Notes
OIL SYSTEM PRESENTATION

GENERAL
Lubrication requirements
Function Lubrication is required for the following components:

The oil system ensures lubrication and cooling of the engine. - Gas generator front bearings
• Axial compressor bearing

Position • Centrifugal compressor bearing

• Accessory drive bearing
All the components are fitted on the engine except the tank
and cooler. - Gas generator rear bearing
- Power turbine bearings

- Reduction gearbox
- System type: variable pressure, full flow, dry sump, synthetic
oil - Accessory drive gearbox.
- Max. oil temperature: 115°C (239°F)
Sealing
- Min. oil pressure: 90 or 130 kPa (13 or 18.85 PSIG)
according to version Gas generator and power turbine bearings are sealed by
pressurised labyrinths, which are provided with abradable
- Max. oil pressure: 800 kPa (116 PSIG) deposits.
- Max. oil consumption: 0.3 l/h or 0.15 l/h according to

version.

Training Notes
GAS GENERATOR POWER TURBINE

OIL SYSTEM
FRONT REAR FRONT REAR

BEARINGS BEARING BEARING BEARINGS
Engine lubrication

and cooling
Type:
Variable pressure, full flow,
dry sump, synthetic oil
Max. oil temperature:

115°C (239°F)
Min. oil pressure:

90 or 130 kPa
(13 or 18.85 PSIG)
according to version
Max. oil pressure:

800 kPa (116 PSIG)
BEARINGS GEARS BEARINGS GEARS
Max. oil consumption:
0.3 l/h or 0.15 l/h
ACCESSORY DRIVE GEARBOX REDUCTION GEARBOX
Sealing:
Gas generator and power turbine bearings are sealed by pressurised
labyrinths, which are provided with abradable deposits.
GENERAL
Training Notes

DESCRIPTION
Check valve (general oil return line to oil tank)
Oil tank A check valve is fitted downstream of the scavenge pumps, on

the general oil return line to the oil tank.

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

Oil pumps The oil cooler cools the oil. It is supplied by the aircraft
manufacturer.
The pump pack contains one pressure pump and three scavenge
pumps. The gear type pumps are driven by the accessory
gearbox. The pressure pump is equipped with a pressure relief Centrifugal breather
valve and in some versions a check valve.
The centrifugal breather separates the oil from the air/oil mist
Oil filter and vents the system.
The filter retains any particles which may be present in the oil. It is Indicating devices
provided with a by-pass valve and a pre-blockage indicator.
- Oil temperature probe (aircraft manufacturer's supply)
- Pre-blockage indicator
Scavenge strainers
- Low oil pressure switch
The scavenge strainers protect the scavenge pumps from - Pressure transmitter
debris in the system. - Magnetic plugs
- Electrical magnetic plugs.
Magnetic plugs
Mechanical magnetic plugs are fitted upstream of the scavenge
pumps. An electrical magnetic plug is fitted at the general
scavenge outlet, another one at the rear bearing of the gas
generator scavenge.

Training Notes
Low oil Pressure

AIRFRAME ENGINE pressure switch transmitter


Oil Check valve CENTRIFUGAL

temperature (some versions) BREATHER
probe
Pressure Pre-blockage
Relief indicator
valve
TANK Check
valve
By-pass FILTER Magnetic
COOLER Magnetic
valve plug
plug
Electrical Scavenge Pressure Electrical

magnetic plug pumps pump magnetic plug SCAVENGE
STRAINERS
OIL PUMPS
DESCRIPTION
Training Notes
OIL TANK - OIL COOLER - OIL PRESSURE

TRANSMITTER Main characteristics
Oil tank - Type: air-oil cooler

- Differential and thermostatic by-pass valve

Function
The tank contains the oil required for engine lubrication. Oil pressure transmitter

Position Function
- On the aircraft: it is installed with the oil cooler above the The transmitter provides a signal of oil pressure to the instrument
plenum chamber, between the main gearbox and the front panel.
firewall.
Position
Main components - In the system: in the supply system, downstream of the
- Filler cap, level indicator, drain plug (with magnetic plug), filter
temperature probe and unions (supply, return and vent). - On the engine: screwed into the filter base.
Oil cooler Main characteristics

- Output signal: voltage proportional to the oil pressure.
Function
The oil cooler cools the oil after it has passed through the engine. Note: All these components are aircraft manufacturer's
supplies. Refer to aircraft manufacturer documentation.
Position
- In the system: between the scavenge pumps and the tank

- On the aircraft: it is installed on the oil tank above the plenum
chamber between the main gearbox and the front firewall.

Training Notes
Aircraft manufacturer’s
supplies. For further details, OIL PRESSURE TRANSMITTER
refer to the aircraft Electrical

documentation. signal to the

cockpit

AIRFRAME ENGINE
OIL TANK
OIL COOLER
OIL TANK - OIL COOLER - OIL PRESSURE TRANSMITTER

Training Notes
OIL PUMPS
- The pressure relief valve
Function
- The check valve (according to version).
The pumps ensure oil circulation.

Position Operation
- On the engine: the pump pack is mounted on the rear face The pressure pump draws the oil from the tank and pumps it

of the accessory gearbox.
to the filter.
Main characteristics The scavenge pumps draw the oil from the casings and pump
- Type: gear it to the cooler.
- Pressure pump outlet pressure: approx. 300 kPa (43.5 PSI) Pressure relief valve operation
(variable pressure system)
- Pressure relief valve setting: 800 kPa (116 PSI) If the oil pressure exceeds the valve setting the valve opens
and allows the oil to return to the pump inlet.
- Check valve: according to version.
In normal operation the valve is closed and only opens
Description in exceptional circumstances, e.g. starting with very low
temperature.
The oil pump pack is mounted on the rear left face of the accessory
gearbox and is driven at a speed proportional to N1. Pressure pump outlet check valve operation
It consists of:
When the oil pressure is very low, e.g. engine stopped or at the
- 4 gear type pumps: beginning of start, the valve is closed in order to prevent flow
• Pressure pump between the oil pressure pump and the oil system.
• Gas generator rear bearing scavenge pump
• Reduction gearbox scavenge pump
• Accessory gearbox scavenge pump
- The pump casing provided with inlet and outlet orifices

Training Notes
Type:
Check valve Gear
Oil filter
Pressure (according Pressure pump outlet pressure:

relief valve to version) Approx. 300 kPa (43.5 PSI)

(variable pressure system)

Pressure relief valve setting:

800 kPa (116 PSI)
From oil tank To lubrication
PACK OF Check valve:
PUMPS According to version
Normal
running condition
(valve closed)
To oil From
cooler engine
Overpressure
(valve open)
PRESSURE RELIEF VALVE OPERATION
Scavenge Pressure
pumps pump Normal
running condition
OIL PUMPS (valve open)
Engine stopped
DRIVE SHAFT PUMP BODY
and initial phase
of starting
(valve closed)
PRESSURE PUMP OUTLET CHECK
VALVE OPERATION
OIL PUMPS
Training Notes
OIL FILTER
GENERAL
Main components
Function - Filter base

The filter retains particles that may be in the oil. - Pre-blockage indicator (pre-blockage pressure switch on
1E version)

Position - Cover
- In the system: downstream of the pressure pump - By-pass valve.
- On the engine: on the left rear face of the accessory
gearbox.
- Type: metal cartridge
- Filtering ability: 30 microns
- Mechanical pre-blockage indicator: ∆P 150 kPa

(21.7 PSID)
- By-pass valve setting: ∆P 200 kPa (29 PSID).

Training Notes
COVER


FILTER
BASE
PRE-BLOCKAGE
BY-PASS INDICATOR
VALVE (pre-blockage
pressure switch
on 1E version)
Type:
Metal cartridge
Check valve
Filtering ability: Pressure (according Pre-blockage
30 microns relief valve to version) indicator
Mechanical pre-blockage
indicator:
∆P 150 kPa (21.7 PSID) To lubrication
From oil tank
By-pass valve setting:
∆P 200 kPa (29 PSID)
By-pass valve FILTER
GENERAL
OIL FILTER
Training Notes
OIL FILTER
DESCRIPTION - OPERATION
Operation
Description Normal condition (filtering)

The main components of the filtering unit are the following: The oil supplied by the pressure pump passes through the
filter from outside to inside. The filtered oil then passes to the

- Filter base engine for lubrication.

- Filter cover
Pre-blockage
- Metal cartridge (filtering element)
If the filter begins to become blocked the pressure difference
across the filter increases. At a given difference, a red mechanical
- By-pass valve (fitted inside the filter base)
indicator pops out. The oil continues to flow through the filter.
- Drain valve.
Blockage
The filter base incorporates mounting points for the following:
If the pressure difference exceeds the by-pass valve setting, the
- Pre-blockage indicator by-pass valve opens and unfiltered oil passes to the system.
- Oil pressure transmitter.

Training Notes
OIL FILTER PRE-BLOCKAGE

(filtering 30 microns) INDICATOR
FILTER FILTERING LOW OIL OIL PRESSURE

COVER ELEMENT PRESSURE SWITCH TRANSMITTER

BY-PASS
VALVE
NORMAL CONDITION
OPERATION OF
THE MECHANICAL
PRE-BLOCKAGE
INDICATOR
PRE-BLOCKAGE
BY-PASS DRAIN FILTER PRE-BLOCKAGE

VALVE VALVE BASE INDICATOR
OPERATION OF THE
BY-PASS VALVE
BLOCKAGE
DESCRIPTION - OPERATION
OIL FILTER
Training Notes
OIL FILTER PRE-BLOCKAGE INDICATOR

Function Operation
The indicator indicates the onset of filter blockage.

Normal operation
Position Filter downstream pressure plus spring pressure is greater

On the left face of the filter housing. than upstream pressure. The two pistons are held together by
magnetic force. The indicator is not visible.
Pre-blockage
- Type: differential
Filter upstream pressure exceeds downstream plus spring
- Setting: ∆P 150 kPa (21.7 PSID) pressure and the ∆P piston displaces.
- Indication: red indicator
- Manual rearming. This breaks the magnetic hold and the indicator piston is pushed
out by its spring. The indicator is visible.
Description The bi-metallic thermal lock ensures that the indicator doesn't
operate when a large ∆P is caused by low temperature (locked
The pre-blockage indicator comprises the following parts: below 50°C (122°F)).
- Indicator body including:
It is rearmed by removing the cover and pushing in the
• Filter upstream pressure inlet indicator.
• Filter downstream pressure inlet
- Red indicator piston
- ∆P piston Note: In the 1E version, the filter pre-blockage indicator is
replaced by a filter pre-blockage pressure switch.
- Transparent cover
- Thermal lock
- O'ring seals ensure the filter pre-blockage indicator sealing.

Training Notes
TRANSPARENT INDICATOR
COVER BODY
< 50°C (122°F) > 50°C (122°F)

Thermal lock
operation

Downstream
Type: pressure
Differential
RED
INDICATOR
Setting:
Upstream
∆P 150 kPa (21.7 PSID)
pressure
Indication: NORMAL OPERATION
Red indicator
Manual rearming Red indicator

Check valve out
Pressure (according PRE-BLOCKAGE
relief valve to version) INDICATOR
Downstream
pressure
From oil tank To lubrication Upstream

pressure
PRE-BLOCKAGE
OIL FILTER PRE-BLOCKAGE INDICATOR

Training Notes
LOW OIL PRESSURE SWITCH
Function
The low oil pressure switch detects low oil system pressure
and provides cockpit indication.

Position

- In the system: downstream of the filter

- On the engine: fitted on the filter base.
- Type: diaphragm pressure switch
- Setting: 90 or 130 kPa (13 or 18.9 PSI) (according to
version)
- Indication: light on instrument panel.
The pressure switch microswitch is open during normal engine
operation.
If the oil pressure reduces to less than the low oil pressure
switch setting, the diaphragm moves down. This causes the
electrical contact to close, completing the circuit of the low oil
pressure warning light.
An O-ring seal ensures the sealing between the pressure switch

and the filter base.

Training Notes
LOW OIL
PRESSURE SWITCH
ELECTRICAL
CONNECTOR


From filter
(pressure pump)
ELECTRICAL
CONTACT WARNING LIGHT
+28 VCC
(instrument panel)
Type:
Diaphragm pressure switch
Setting:
90 or 130 kPa
PLUNGER (13 or 18.9 PSI)
DIAPHRAGM
Indication:
Light on instrument panel
From filter To lubrication
LOW OIL PRESSURE SWITCH

Training Notes
ELECTRICAL MAGNETIC PLUGS

A resistor is connected across the gap. The plugs are connected,
Function via the engine electrical harness, to the aircraft instrument panel
with an optional test system.
The electrical magnetic plugs provide a cockpit indication of

metal particles in the oil system. The plugs are fitted into a housing which is provided with a
self-sealing valve.

Position The scavenge oil flows across the magnetic probe.

- In the system:
• one downstream of the scavenge pumps
Note: The oil system also has two mechanical magnetic plugs
• one upstream of the rear bearing scavenge pump located on the lower part of the accessory gearbox and
on the lower part of the reduction gearbox.
- On the engine:
• one near the pump assembly (scavenge pumps)
• one on the left side of the accessory gearbox
Operation
(rear bearing). The magnetic probe attracts magnetic particles present in the
oil.
If it attracts sufficient particles to form a bridge across the gap, this
- Type: will complete the electrical circuit between the two magnetic parts
• Magnetic with electrical indication and thus illuminate an indicator on the instrument panel.
• Self-sealing housing. The resistor is fitted to allow the installation of a test circuit.
Description
Note: Refer to aircraft documents for further details.
The electrical magnetic plugs comprise a magnetic probe which
has two parts which are electrically insulated from one another
and have a small gap between them.

Training Notes
Type:
Electrical

magnetic plug
ELECTRICAL
CONNECTOR
Housing:
Self-sealing

PLUG BODY
Scavenge
strainer
To oil From
cooler engine
GAP
ELECTRICAL Scavenge pumps
MAGNETIC PLUG
Firewall Resistor
HOUSING
AIRCRAFT ENGINE
GAP
+
SELF-SEALING
VALVE
INDICATOR
ELECTRICAL
MAGNETIC PLUG
ELECTRICAL MAGNETIC PLUGS

Training Notes
MECHANICAL MAGNETIC PLUGS
Function Main components

The mechanical magnetic plugs retain magnetic particles - Self sealing housing:

contained in the oil to provide a rapid and frequent check of • Housing

the internal condition of the engine.
• O-ring seal

• Valve
Position • Spring
In the system: - Magnetic plug:
- One on the reduction gearbox scavenge return • Magnet
• O-ring seal(s)
- One on the accessory gearbox scavenge return. • Locating pins or notches.
On the engine:
- One at the bottom of the reduction gearbox
- One at the bottom of the accessory gearbox.
They are mounted on the left or the right side according to the
position of the engine in the helicopter.
- Type:
• Single magnetic pole
• Self-sealing housing

Training Notes
LOCATING PINS O-RING SEALS

VALVE O-RING
SEALS

HOUSING

AFTER TU 308A
BEFORE TU 308A
Type: MAGNET NORMAL POSITION

Single magnetic pole
Self-sealing housing SPRING
MAGNET
O-RING
SEALS
LOCATING
MECHANICAL PIN
MAGNETIC
To PLUGS
scavenge
pumps
REMOVED POSITION
MECHANICAL MAGNETIC PLUGS

Training Notes
SCAVENGE STRAINERS

The scavenge strainers protect the scavenge pumps against - Strainer body

large particles which might be in the oil.

- Wide-mesh filter

Position - Mounting flange
- In the system: they are fitted in each scavenge line upstream - O-ring seal.
of the scavenge pump
- On the engine: Functional description

• Two scavenge strainers are located on the accessory
A scavenge strainer is a wide-mesh filter which retains any large
gearbox casing (reduction gearbox and accessory
particles which may be present in the oil in order to protect the
gearbox scavenge)
scavenge pumps.
• One scavenge strainer is located on the oil pump
assembly (gas generator rear bearing scavenge)
- Type: wide-mesh filter.
Note: The rear bearing scavenge strainer is fitted in the

electrical magnetic plug housing (TU 208).

Training Notes
Gas generator rear bearing

scavenge strainer
Type:
Wide-mesh filter


GAS GENERATOR
REAR BEARING
SCAVENGE STRAINER
(AFTER TU 208)
Accessory gearbox Reduction gearbox
scavenge strainer scavenge strainer
ACCESSORY
SCAVENGE STRAINER GEARBOX
AND REDUCTION
To oil From
GEARBOX
cooler engine
SCAVENGE
STRAINERS
GAS GENERATOR
REAR BEARING
SCAVENGE STRAINER
(BEFORE TU 208)
To
scavenge
pumps
SCAVENGE
STRAINERS
SCAVENGE STRAINERS
Training Notes
CENTRIFUGAL BREATHER
Function Operation
The centrifugal breather separates the oil from the air/oil mist The centrifugal breather is driven by the intermediate gear of

created by the oil system. the accessory drive.
When the engine is running, the air/oil mist passes through

Position the breather.
It is formed by the starter/generator drive gear in the accessory - Centrifugal force throws the oil droplets out into the gearbox
gearbox. where they fall to the bottom of the casing
- The de-oiled air passes out through the shaft, via a gearbox
Main characteristics passage, into an external pipe which discharges into the
exhaust.
- Type: centrifugal
- De-oiled air: through the rear of the hollow shaft.
Description
The centrifugal breather is formed by the starter generator drive
gear. This gear is formed in one piece with a hollow shaft and
has holes which provide a passage between the gearbox and
the air vent.
The gear is supported by two ball bearings and has a magnetic

carbon seal at each end. Only the front magnetic carbon seal
can be replaced in 1st line maintenance.
The breather air outlet is at the rear end of the shaft, where the
air passes into the gearbox outlet.

Training Notes
Type:
Centrifugal

AIR/OIL MIST
De-oiled air: - from accessory gearbox
Through the rear - from gas generator bearings

of the hollow shaft - from power turbine bearings

- from reduction gearbox
AIR VENT
MAGNETIC
Oil droplets STARTER- CARBON SEAL
(expelled by GENERATOR DE-OILED AIR
centrifugal force) DRIVE GEAR
De-oiled air
(to air vent) MAGNETIC
CARBON SEAL
Air/Oil STARTER
mist GENERATOR
DRIVE
BREATHER
HOLES OIL DROPLETS
CENTRIFUGAL BREATHER
Training Notes
OIL SYSTEM - OPERATION

The main functions of the oil system are: supply, scavenge,
breathing and indicating. Scavenge
After lubrication, the oil falls by gravity to the bottom of the

Supply sumps. The oil is then immediately drawn away by the scavenge
pumps and returned to the tank through the oil cooler (dry sump
The pressure pump draws the oil from the tank and supplies system).

the system. A pressure relief valve limits maximum pressure

by returning oil to the pump inlet. The scavenge strainers protect the scavenge pumps against
any particles which may be held in the oil.
The oil is then delivered through a check valve, the oil filter
and a calibrated orifice to the engine sections which require A check valve, located downstream the scavenge pumps
lubrication: prevents oil flow from the oil tank to the engine when the pressure
is very low (engine stopped).
- Gas generator front bearings
- Gas generator rear bearing Breathing

- Power turbine bearings The oil mist which results from lubrication is returned to the
accessory gearbox, where the oil is separated from the air by
- Reduction gearbox a centrifugal breather which vents overboard.
- Accessory gearbox and torquemeter (supply upstream of the The gas generator rear bearing has a direct air vent.
calibrated orifice).
The oil is sprayed by jets onto the parts to be lubricated. Indicating

The system ensures the following indications : pressure,
temperature, low pressure, electrical magnetic plug and filter
pre-blockage.

Training Notes
AIRFRAME ENGINE


SUPPLY SCAVENGE BREATHING AIR VENT
OIL SYSTEM - OPERATION

Training Notes
OIL PIPES AND DUCTS

This description includes external pipes and internal passages Supply to the power turbine bearings and
of the oil system. reduction gearbox
- Internal passage

Main characteristics - Tube inside the output shaft protection tube.

- Type of pipes: stainless steel, rigid. Accessory gearbox supply

- Internal passages.
Tank to pressure pump Scavenge, engine front end
- Flexible pipeline supplied by the aircraft manufacturer - Internal passages.
- Union on the pressure pump. Scavenge, gas generator rear bearing
- External pipe
Pressure pump to filter - Union on pump.
- Internal passage in the casing. Scavenge, engine rear part (power turbine
and reduction gear)
Filter to system - Tube within output shaft protection tube
- Internal passages.
- Internal passage in the accessory gearbox casing.
Breathing
Supply to the gas generator front bearings - Gas generator front bearings - into accessory gearbox
- Gas generator rear bearing - external pipe overboard
- External pipe
- Reduction gearbox and power turbine - internal into accessory
- Union on the compressor casing. gearbox.
Vent
Supply to the gas generator rear bearing - External pipe from centrifugal breather to the exhaust pipe
- External pipe. - External pipe from gas generator rear bearing overboard.

Training Notes
FRONT BEARING TO REAR BEARING

LUBRIFICATION INDICATION LUBRIFICATION Type of pipes:
Stainless steel, rigid

REAR BEARING
SEAL DRAIN

TANK PUMP BREATHER REAR BEARING

TO PUMP TO FILTER VENT
LUBRIFICATION OIL RETURN FROM

LINE REAR BEARING
REAR BEARING
BREATHING
CENTRIFUGAL SCAVENGE TO FILTER SCAVENGE

BREATHER OUTLET COOLER AND TANK TO ENGINE TO PUMPS
OIL PIPES AND DUCTS

Training Notes
OIL SYSTEM - 1ST LINE MAINTENANCE



- Pre-flight
- Post-flight

objectives.

Training Notes

AFTER 15 FLIGHT HOURS OR 7 DAYS - Oil

- Examine the visual pre-blockage indicator of the oil • Drain Chap. 79

filtering element - Oil filtering element

- Check the reduction gearbox magnetic plug (pre TU232) • Inspection Chap. 72
- Make sure the oil level is correct - Reduction gearbox magnetic plug (post TU232)
• Inspection Chap. 72
- Accessory gearbox magnetic plug
- Electrical magnetic plugs
- Oil strainer return line from rear bearing
- Clogging of the generator rear bearing
• Inspection and check Chap. 79
- Oil pump
Before
carrying out any
Letters.
Training Notes






Training Notes

- Accessory gearbox

• Check valve: removal / installation Chap. 72

• Oil filter base: removal / installation Chap. 72
• Oil pump: removal / installation Chap. 72
• Oil filter: removal / installation Chap. 72
• Visual pre-blocage indicator: removal /
installation Chap. 72
• Strainers: removal / installation Chap. 72
- Oil low pressure switch
- Electrical magnetic plug
• Mobile plug: removal / installation Chap. 79
• Test (harness included) Chap. 79
Before
carrying out any
Letters.
Training Notes
5 - AIR SYSTEM

- Air system presentation (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
- External air pipes (75-29-00) ................................................................ 5.16
- Air system - 1st line maintenance ....................................................... 5.18 - 5.21

© Copyright - Turbomeca Training Edition: April 2012 AIR SYSTEM
Training Notes
AIR SYSTEM PRESENTATION
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:

• Start injector ventilation
• Bleed valve operation
• Aircraft air system supply
• Air supply to the FCU metering unit
- The compressor bleed valve.
Note: Refer to the various systems for the location,

characteristics and operation.

Training Notes
AIR TAPPINGS INTERNAL AIR SYSTEM

- Start injector ventilation - Pressurisation of labyrinth seals

- Bleed valve operation - Cooling of internal parts

- Aircraft air system supply - Balance of forces on the rotating assemblies
- Air supply to the FCU metering unit

COMPRESSOR BLEED
VALVE
AIR SYSTEM PRESENTATION

Training Notes
INTERNAL AIR SYSTEM

Gas generator section
Function
Air tapped from the centrifugal compressor is used to pressurise
The internal air system pressurises the labyrinth seals, cools the labyrinth seal on the shaft.

certain parts and provides a balancing of forces.

The air from the centrifugal compressor outlet flows through
the hollow nozzle guide vanes (1st stage) and through holes
Position in the shroud. It is used to:

- Cool the nozzle guide vane and the front face of the gas
All the parts of the system are internal except the pressurisation
generator turbine
of the power turbine labyrinth which is supplied by an external
pipe. - Cool the front and rear faces of the gas generator turbines
(discharging into the gas flow)
Main characteristics - Pressurise the labyrinth seals of the gas generator rear
bearing (small flow into the bearing housing) and the injection
- Type: air pressure tapping with a calibrated flow wheel.
The centrifugal compressor casing is fitted with air tapping
- Airflow: approx. 2% of the engine total flow. points. This air is called clean air as it is out of the main air
flow stream.
Power turbine section
Front section
Air tapped from the combustion chamber is taken by an external
Air tapped from the centrifugal compressor inlet is used to pipe to the reduction gearbox casing (except on post TU356 1E2
pressurise the front bearing labyrinths. There is a very small and 1S versions: the air is tapped from the compressor bleed
flow of air into the bearing chamber. valve control air tapping union). It then passes through internal
Air tapped from the same point is discharged through the passages to pressurise the labyrinth seal on the power turbine
compressor bleed valve, mounted on the compressor casing shaft and to cool the rear face of the power turbine.
(see compressor bleed valve).
A circulation of P0 air, induced by venturi effect, cools the gas
generator rear bearing chamber, and then flows through the
power turbine nozzle guide vanes, cooling them and then joins
the gas flow.

Training Notes
Post TU356
1E2 and 1S versions

P0

FRONT SECTION GAS GENERATOR SECTION

Post TU356
External pipe for the power turbine
INTERNAL AIR SYSTEM 1E2 and 1S versions
labyrinth pressurisation
- Internal passages
- Calibrated orifices
Type:
Air pressure tapping with
a calibrated flow
Airflow:
Approx. 2% of engine total flow
POWER TURBINE SECTION
INTERNAL AIR SYSTEM

Training Notes
AIR TAPPINGS
Function Aircraft services
Air tappings are used for: Compressor delivery air is tapped off for use in various aircraft

systems.
- Fuel control
The engine has two air tapping unions (used for the aircraft

- Start injector ventilation services) on the centrifugal compressor casing.
- Aircraft services
Note: The use of this bleed is restricted during take-off.
- Bleed valve operation
- Air intake anti-icing. Bleed valve operation
Compressor delivery air is tapped to operate the compressor

Fuel control
bleed valve.
P2 air is used for the acceleration control unit (for all versions) and
the deceleration (in some versions 1C, 1D, 1K, 1E, 1S,...). Air intake anti-icing
The system includes a pressure tapping and a pipe between 1S: P2 air is used for air intake anti-icing.
the tapping union and the FCU.
The system includes an air tapping point, a pipeline which passes
forward through the front firewall, an electro-valve, a pressure
Start injector ventilation
switch and the double skinned air intake duct.
Compressor delivery air is used to ventilate the start injectors
to avoid blockage by the carbonisation of unburnt fuel.
The system comprises a tapping union and a pipe connected

to the start electro-valve.

Training Notes

ACCELERATION DECELERATION

CONTROL UNIT CONTROL UNIT
AIRCRAFT SERVICES
1S: AIR INTAKE
ANTI-ICING
P0
P0
P2
P2
SIGNAL FOR THE
FUEL CONTROL START INJECTOR
BLEED VALVE VENTILATION
OPERATION
AIR TAPPINGS
Training Notes
COMPRESSOR BLEED VALVE

GENERAL
Principle
Function The valve prevents compressor surge by bleeding off a certain

quantity of air tapped from the axial compressor outlet. When the
The compressor bleed valve prevents axial compressor surge valve is open, the discharge of air causes the air flow through
at low N1 speed. the axial compressor to increase thus moving the working line

away from the surge line.

Position
- In the system: between the axial and centrifugal
compressors
- On the engine: at the top of the counter-casing.
- Type: pneumatic or electro-pneumatic (according to
version)
- Control:
• by P2/P0 pressure ratio (pneumatic type)
• as a function of N1 (electro-pneumatic type).
Note: The air can be discharged under the cowling in order

to improve cooling of the engine compartment.

Training Notes
Type:
Pneumatic or electro-pneumatic

(according to version)
Control:

- P2/P0 pressure ratio

(pneumatic type)
- As a function of N1
(electro-pneumatic type)
P1': AIR DISCHARGED

THROUGH THE COMPRESSOR
BLEED VALVE P2/P0
COMPRESSION AND Surge line

STRAIGHTENING OF THE AIR
ADMISSION
OF AMBIENT AIR Working line
(valve closed)
Working line
(valve open)
GENERAL
Training Notes

ELECTRO-PNEUMATIC TYPE
Operation
Description Closing

This compressor bleed valve includes 3 main parts: the When the N1 reaches 96% the tachometer box closes the
tachometer box, the control electro-valve and the bleed electrical contact which actuates the control electro-valve to

valve. the open position. P2 pressure pushes the piston which closes
the bleed valve.
Tachometer box
Opening
It operates a relay controlled by a speed signal from the N1
tachometer transmitter. When the N1 decreases below 94%, the tachometer box opens
the electrical contact and the spring moves the electro-valve to
Control electro-valve the closed position. The spring pushes the piston which opens
the bleed valve.
It admits P2 air to close the valve when it is electrically
supplied.
Bleed valve
It includes a spring loaded piston subjected to P2 pressure.

The piston operates the valve.

Training Notes
BLEED VALVE
TACHOMETER BOX

P2

+
N1 P1'
P2 AIR
96% 94% SUPPLY
GRILL ON P1'
AIR DISCHARGE
CONTROL
ELECTRO-VALVE
ELECTRO-PNEUMATIC TYPE
Training Notes

PNEUMATIC TYPE
Operation
The compressor bleed valve includes 3 main parts: the detection
capsule, the intermediate stage and the bleed valve. Closing

When the gas generator rotation speed N1 increases, the

Detection capsule compression ratio P2/P0 increases and beyond a certain

value:
It is subjected to P2/P0 pressure ratio and controls the air leak
downstream of the calibrated orifice B. - The pressure becomes sufficient to deform the detection
capsule which closes the leak
It is fitted with a filter at the inlet.
- The pressure downstream of the calibrated orifice B
Intermediate stage increases
It includes a diaphragm which is subjected to the pressure - The diaphragm of the intermediate stage closes the leak
downstream of B. The diaphragm controls the leak which
- The pressure downstream of the calibrated orifice A
determines the pressure downstream of the calibrated orifice
increases
A.
- The piston moves down under P2 pressure and the valve
Bleed valve closes and stops the P1' air discharge.
It includes a spring loaded piston subjected to a downstream Opening

pressure. The piston opens or closes the P1' air passage.
The P2/P0 ratio is not sufficient to activate the capsule and
It also includes a microswitch, operated by the piston, which there is an air leak downstream of the calibrated orifices. The
provides indication of the bleed valve position. piston is not actuated and the valve is open.
A certain amount of air, tapped from the centrifugal compressor

inlet, is discharged overboard.

Training Notes
BLEED INTERMEDIATE DETECTION FILTER

VALVE STAGE CAPSULE
INTERMEDIATE DETECTION

P2 STAGE CAPSULE
A B FILTER
P0
P1'
P1'
MICROSWITCH INDICATOR
BLEED
VALVE
PNEUMATIC TYPE
Training Notes

BUTTERFLY PNEUMATIC TYPE
Operation
Description Closing

The compressor bleed valve includes 3 main parts: the detection When the gas generator rotation speed N1 increases, the
capsule, the intermediate stage and the bleed valve. compression ratio P2/P0 increases and beyond a certain

value:
Detection capsule
- The pressure becomes sufficient to deform the detection
It is subjected to P2/P0 pressure ratio and controls the air leak capsule which closes the leak
downstream of the calibrated orifice B.
- The pressure downstream of the calibrated orifice B
It is fitted with a filter at the inlet. increases
Intermediate stage - The diaphragm of the intermediate stage closes the leak
It includes a diaphragm which is subjected to the pressure - The pressure downstream of the calibrated orifice A
downstream of B. The diaphragm controls the leak which increases
determines the pressure downstream of the calibrated orifice
A. - The piston moves down under P2 pressure and rotates the
butterfly valve through the rack and pinion mechanism. The
Bleed valve valve closes and stops the air discharge.
It includes a spring loaded piston subjected to pressure Opening

downstream of orifice A. The piston actuates the butterfly valve
by means of a rack and pinion mechanism. The P2/P0 ratio is not sufficient to activate the capsules and
there is an air leak downstream of the calibrated orifices. The
It also includes a microswitch, operated by the piston, which piston is not actuated and the butterfly valve is open.
gives the position of the bleed valve by means of a light ("on"
valve "open"). A certain amount of air, tapped from the centrifugal compressor
inlet, is discharged overboard.

Training Notes
MICROSWITCH
P2 AIR
BUTTERFLY
VALVE

A B
FILTER
PISTON FILTER

P0 AIR
P2 air
MICROSWITCH DETECTION
CAPSULE
INTERMEDIATE
STAGE
P1’ P1’
BUTTERFLY
VALVE
PINION
RACK
BUTTERFLY PNEUMATIC TYPE

Training Notes
EXTERNAL AIR PIPES

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

The air pipes ensure the air supply from/to the various system
components

- Type of pipes: stainless steel, rigid
- Type of unions: QUINSON union.
Description
- P2 air pipe for the control of the compressor bleed valve
- Air pipe to supply the Fuel Control Unit
- Air pipe for the ventilation of the start injectors
- Air pipe for the pressurisation of the power turbine

labyrinth.

Training Notes
P2 AIR PIPE FOR THE AIR PIPE FOR THE AIR PIPE FOR THE VENTILATION

COMPRESSOR BLEED PRESSURISATION OF THE OF THE START INJECTORS

VALVE CONTROL POWER TURBINE LABYRINTH
(except 1E2-1S)

AIR PIPE TO SUPPLY AIR PIPE FOR THE

THE FUEL CONTROL UNIT PRESSURISATION OF THE Type of pipes:
POWER TURBINE LABYRINTH Stainless steel, rigid
(1E2-1S)
Type of unions:
QUINSON union
EXTERNAL AIR PIPES

Training Notes
AIR SYSTEM - 1ST LINE MAINTENANCE



- Pre-flight
- Post-flight

objectives.

Training Notes

MANDATORY MAINTENANCE TASKS

- Bleed valve filter

- Power turbine / P2 union
• Cleaning Chap. 75
- Opening and closing threshold of the bleed
valve
• Test Chap. 75
- Bleed valve
Before
carrying out any
Letters.
Training Notes






Training Notes

- Pipes and unions


- Bleed valve
• Verification / check Chap. 75
• Filter: verification / check Chap. 75
• Test / adjustment Chap. 75
Before
carrying out any
Letters.
Training Notes
6 - FUEL SYSTEM

- Fuel system presentation (73-00-00) ................................................... 6.2

- Fuel Control Unit (73-20-01) ................................................................. 6.8

- Overspeed and drain valve (73-10-00) ................................................ 6.18
- Start injector electro-valve (73-10-02) ................................................. 6.20
- Start injectors (73-10-01) ...................................................................... 6.22
- Main injection system (73-40-02) ......................................................... 6.24
- Combustion chamber drain valve (72-40-02) ..................................... 6.26
- Fuel system - Operation (73-00-00) ..................................................... 6.28
- External fuel pipes (73-10-05) .............................................................. 6.32
- Fuel system - 1st line maintenance ..................................................... 6.34 - 6.37

© Copyright - Turbomeca Training Edition: April 2012 FUEL SYSTEM
Training Notes
FUEL SYSTEM PRESENTATION

GENERAL
Main components
Function - Fuel control unit

• Fuel pump
The fuel system ensures fuel supply, fuel metering, fuel
distribution and fuel injection. • Fuel filter

• Metering unit
Position - Overspeed and drain valve
All the system components are mounted on the engine except - Start injector electro-valve
the tachometer box (twin-engine configuration).
- Fuel injection system.
- Supply by the aircraft system and the engine pump
- Centrifugal main injection and start injection by injectors
- Manual control
- Fuel control: hydromechanical controlling and metering

device.

Training Notes
FUEL Supply:
SUPPLY By the aircraft system and
the engine pump

SUPPLY INJECTION Centrifugal main injection

and start injection by
METERING DISTRIBUTION injectors

TACHOMETER Manual control

BOX
(according to version) Fuel control:
Hydromechanical controlling
METERING START INJECTOR and metering device
UNIT ELECTRO-VALVE
MANUAL P2
CONTROL
OVERSPEED AND FUEL INJECTION
FUEL
DRAIN VALVE SYSTEM
TANK FILTER
FUEL
PUMP
Booster pump
(according to N1
version) FUEL CONTROL
UNIT
Aircraft Engine
GENERAL
Training Notes

LOW PRESSURE FUEL SYSTEM (1E, 1S) Functional description
Function The ejector is supplied with fuel from the HP pump via the astatic
valve which opens at a given pressure. The ejector ensures a

This system is designed for aircraft without a booster pump and supply of fuel to the HP pump inlet.
assures the supply to the HP pump.
A connection between the two engines permits priming of one

Position engine by the other. Priming can also be carried out using a
hand pump.
All the components are fitted on a bracket on the underside of
the protection tube.
Main components
- LP filter (with a by-pass valve, a pre-blockage indicator or

pre-blockage pressure switch according to version)
- Min. pressure switch
- Pressure transmitter (optional)
- Manual valve
- Ejector
- Astatic valve
- Pre-blockage indicator
- Jet.

Training Notes
BY-PASS PRESSURE To HP pump

VALVE TRANSMITTER (FCU)
(optional)


PRE-BLOCKAGE MIN PRESSURE

INDICATOR SWITCH EJECTOR
ASTATIC (pre-blockage pressure LP
switch in 1E version) Fuel suction
VALVE FILTER
HP pump from tank
pressure MANUAL
Priming supply (FCU) FILTER VALVE
to other engine HP pump pressure
(1S version) (FCU)
Fuel suction To HP pump ASTATIC

from tank (FCU) VALVE
EJECTOR MANUAL
VALVE
MIN PRESSURE BY-PASS
SWITCH VALVE Fuel suction To LP
from tank filter
JET EJECTOR
LOW PRESSURE FUEL SYSTEM (1E, 1S)

Training Notes

DESCRIPTION
Valves
This part shows the main components of the fuel system.
- Non-return valve

Fuel pump - Pressurising valve

Gear type pump, mechanically driven by the accessory gearbox - Overspeed and drain valve
and fitted with a pressure relief valve.
- Start injector electro-valve
Filter - Purge valve.
The filter has a pre-blockage indicator (according to version)
and a by-pass valve. Injection system
- Start injectors (x 2)
Main and auxiliary valves
- Centrifugal injection wheel.
The main and auxiliary valves are controlled by the control
lever which acts at the same time on the acceleration control
unit cam.
Metering unit
The hydromechanical controller acts on the metering needle
(see next chapter).

Training Notes
Pre-blockage
START INJECTOR
indicator
FUEL PUMP ELECTRO-VALVE

Pressure relief
valve START INJECTORS

FILTER
Filter by-pass PURGE VALVE

valve
AUXILIARY VALVE
MAIN VALVE CONTROL LEVER
Cam
METERING OVERSPEED AND

UNIT DRAIN VALVE
NON-RETURN
VALVE
PRESSURISING INJECTION WHEEL

VALVE
DESCRIPTION
Training Notes
FUEL CONTROL UNIT

GENERAL
Main components
Function - Fuel pump

The Fuel Control Unit ensures fuel supply and fuel flow - Filter (position according to version)
metering.

- Pre-blockage indicator (1E, 1K, 1S versions only)

Position - Manual control
- On the left front face of the accessory gearbox. • Valves and cam
• Anticipator
Main characteristics - Metering unit.
- Type: hydro-mechanical
- Mounting: clamp
- Replaceable components:
• Filter
• Pre-blockage indicator (according to version).

Training Notes
VALVE SHAFT


CAM
PRE-BLOCKAGE
Type: ANTICIPATOR INDICATOR
Hydro-mechanical (1E, 1K, 1S
versions only)
Mouting:
Clamp
Replacable
component:
• Filter
FILTER
• Pre-blocage indicator
(position according
to version)
GENERAL
FUEL CONTROL UNIT
Training Notes
FUEL CONTROL UNIT

FUEL PUMP Pressure reducing valve
This is a diaphragm valve which provides a constant pressure
Function output of approx. 400 kPa (58 PSI) for the hydraulic supply of

the hydromechanical governor.

The pump assembly supplies fuel under determined conditions
of pressure and flow.
Operation

Fuel pump
- Spur gear type
- Pressure relief valve setting: 3300 kPa (478.5 PSI) The pump receives fuel from the aircraft LP system. The fuel
is drawn in by the pump, it passes between the gears and the
- Rotation speed: proportional to N1 speed. casing and is forced out under pressure.
Description Pressure relief valve

The assembly comprises the pressure pump and the pressure
If the pump outlet pressure exceeds a given value, the pressure
relief valve.
relief valve will open and allow fuel to return to the pump inlet
thus limiting the maximum pressure in the system.
Fuel pump
It is a spur gear type pump which has a drive gear and a driven Pressure reducing valve
gear, the drive gear being driven by the accessory drive via
the pump drive shaft which is a quill shaft. Two lip seals, with a The diaphragm is subjected to fuel pressure on one side
drain between them prevent fuel from entering the accessory opposed by spring pressure on the other side. The position of
gearbox. the diaphragm determines the position of the valve.
The pump is supplied with fuel from the aircraft system. When pump outlet pressure increases the diaphragm moves
up, reducing the valve opening and thus maintaining a constant
Pressure relief valve downstream pressure.
It is a conical valve held closed by a spring.

Training Notes
PRESSURE
RELIEF VALVE FUEL PUMP
DRIVEN

GEAR

PRESSURE RELIEF VALVE PUMP
PRESSURE
REDUCING
Type: VALVE
Spur gear
Pressure relief valve

setting:
3300 kPa (478.5 PSI)
DRIVE
Rotation speed:
GEAR DRAIN SEALS SHAFT
Proportional to
N1 speed PRESSURE
FUEL PUMP
RELIEF VALVE
FUEL PUMP
FUEL CONTROL UNIT
Training Notes
FUEL CONTROL UNIT

FUEL FILTER - VISUAL PRE-BLOCKAGE - 1E, 1K and 1S: The visual pre-blockage indicator.
INDICATOR (1E, 1K, 1S)
This is a differential visual indicator. It includes a red indicator
Function which pops out in a transparent cover when the pressure

difference across the filtering element exceeds a given

The filter retains any particles that may be in the fuel in order
value. Two O-ring seals which ensure the sealing between
to protect the metering unit components.
the indicator and the FCU body and between the upstream

pressure inlet and the downstream pressure inlet.

Position
Operation
- In the system: between the pump and the metering unit
Normal operation
- On the engine: lower part of FCU.
The fuel from the pump enters the fuel filter and flows through
the filtering element (from outside to inside).
The filtering element retains particles larger than 20 microns.
- Type: metal cartridge The fuel then flows to the metering unit.
- Filtering ability: 20 microns Pre-blockage

When the filter becomes dirty, the pressure difference across
- By-pass valve setting: ∆P 200 kPa (39 PSID) the filtering element increases.
- Visual pre-blockage indicator setting: ∆P 150 kPa If the pressure difference becomes higher than the visual pre-
(21.75 PSID). blockage indicator setting, the red visual indicator pops out.
Note: The visual pre-blockage indicator can be reset by

Description removing the cover and pushing in the indicator.
The assembly comprises: Blockage
- The filtering element: O-ring seals ensure the sealing When the pressure difference across the filtering element
between the cartridge and the filter housing exceeds the by-pass valve setting, the by-pass valve opens
and causes the fuel flow to by-pass the filter.
- The by-pass valve

Training Notes
PIN CUP FUEL BY-PASS VISUAL PRE-BLOCKAGE

FILTER VALVE INDICATOR


FILTERING BY-PASS
CARTRIDGE VALVE
NORMAL OPERATION
FILTER INDICATOR OPERATION

FILTER BLOCKAGE (THE RED VISUAL
BASE FILTER ONSET INDICATOR APPEARS)
FUEL PRE-BLOKAGE RED TRANSPARENT

FILTER INDICATOR INDICATOR COVER
Type:
Metal cartridge PRE-BLOCKAGE
Filtering ability: Upstream FILTER OPENING OF

20 microns pressure BLOCKAGE BY-PASS VALVE
By-pass valve setting:

∆P 200 kPa (39 PSID)
Visual pre-blockage Downstream pressure

indicator setting:
1E, 1K AND 1S:
∆P 150 kPa (21.75 PSID)
VISUAL PRE-BLOCKAGE
BLOCKAGE
INDICATOR
FUEL FILTER - VISUAL PRE-BLOCKAGE INDICATOR (1E, 1K, 1S)

FUEL CONTROL UNIT
Training Notes
FUEL CONTROL UNIT

MANUAL CONTROL
Operation
Function Stop position

A mechanical control linked to the fuel control unit permits starting

- position a : the two valves are closed, the cam maintains
control, acceleration to nominal speed and stopping.
the metering needle closed.

It can also be used as a manual fuel flow control in the event

of automatic control failure. Start and acceleration range
The collective pitch lever inputs signals to the anticipator during
- position b : progressive opening of the main valve; the cam
flight (Refer to chapter "CONTROL SYSTEM").
frees the metering needle above a certain angle.
Position Flight position

- Interface on the left side of the FCU. - position c : the main valve is fully open.
Description "Manual control +" range

The manual control includes the following devices: - position d : progressive opening of the auxiliary valve, the
main valve remaining open.
- The main valve which permits acceleration control during the
start phase and the use of the "manual control -" range "Manual control -" range
- The auxiliary valve which is used for the "manual control +" In case of automatic control failure supplying too much fuel
range to the engine, the control lever can be placed in the start and
acceleration range b to reduce the fuel flow.
- The acceleration control cam which controls the position of
the metering needle for starting.

Training Notes
VALVE
SHAFT

CONTROL
CAM CONTROL
LEVER LEVER

CAM
AUXILIARY CONTROL
VALVE LEVER
MAIN b c
VALVE
62°
52° 90
°
45°
ANTICIPATOR 5°
a d
Flight position
P2
ACCELERATION
CONTROL CAM
Stop position "Manual control +" range
MANUAL CONTROL
FUEL CONTROL UNIT
Training Notes
FUEL CONTROL UNIT

METERING UNIT
Main components
Function - Constant ∆P valve

This constantly meters of the fuel injected into the combustion - Metering needle.
chamber.

Position
- In the system: downstream of the pump
- On the engine: in the FCU.
- Profiled needle which moves in a calibrated orifice.
- The metering needle is controlled by the control system.

Training Notes
CONSTANT ∆P

VALVE

Profiled needle which moves

in a calibrated orifice
METERING NEEDLE
The metering needle is
(controlled by the
controlled by the control system
control system)
METERING UNIT
FUEL CONTROL UNIT
Training Notes
OVERSPEED AND DRAIN VALVE
Function
Operation
The overspeed and drain valve controls the fuel supply to the

injection wheel: Engine running
- Fuel supply during starting and in operation As soon as the fuel pressure is sufficient to open the pressurising

valve, the pressure is admitted under the diaphragm which

- Fuel shut-off and draining of the injection wheel during shut- causes the closing of the drain valve and the opening of the
down. fuel supply valve. The fuel flows to the injection wheel and is
sprayed into the combustion chamber.
The assembly also includes an electro-valve for a rapid engine
shut-down in the event of power turbine overspeed (only on During shut-down
twin-engine aircraft).
The pressurising valve ensure fuel supply priority to the start The normal stop selection (closing of the main valve by the
injectors during starting. control lever) results in a decrease of injection pressure. The
pressurising valve closes, the pressure decreases below the
diaphragm which causes the supply valve to close (as the
Position direct pump pressure increases) and the drain valve to open:
- Lower left side of the combustion chamber casing. draining of fuel to prevent blockage of the injection manifold
by carbonization of the remaining fuel. The fuel return to the
tank (post TU262). When the engine is completely stopped,
Main characteristics the drain valve closes under the force of its spring (refer retail).
Pressurising valve setting: 180 kPa (26.1 PSI).
Overspeed shut-down (twin engine
configuration)
Main components
Engine shut-down can also be affected by the electro-valve
- Pressurising valve
which, when opened, causes the pressure to decrease below the
- Dual valve diaphragm and the valve to move down (shut-down in case of
power turbine overspeed; only in twin engine configuration).
- Overspeed electro-valve.

Training Notes

OVERSPEED AND
PRESSURISING

DRAIN VALVE
VALVE
Pressurising
valve setting:
180 kPa (26.10 PSI)
OVERSPEED Pump
ELECTRO-VALVE direct
(only on twin-engine pressure
version)
Overspeed
electro-valve
To the tank
(post TU262)
DETAIL
ENGINE RUNNING DURING SHUT-DOWN (after shut-down)
OVERSPEED AND DRAIN VALVE

Training Notes
START INJECTOR ELECTRO-VALVE
Function Operation
The start injector electro-valve ensures the fuel distribution to Purge before start

the two injectors during engine starting and their purge at the
During the initial phase of starting, the fuel supplied from the
end of start.
aircraft system flows into the F.C.U., through the non-return

valve and to the purge valve which opens and returns the fuel
Position to the tank. The purpose of this phase is to expel any air which
may be in the system.
Upper part of the combustion chamber casing.
Fuel injection
Main characteristics When starting is selected, the engine pump pressure increases
rapidly and closes the purge valve, the electro-valve is energised
- Reinjection prohibit switch setting: approx. 52% N1 open and the fuel supplied by the engine pump flows to the
2 injectors which spray it into the combustion chamber. The
- Purge valve setting:
fuel is then ignited by the sparks of the igniter plugs.
• opening at 5 kPa (0.725 PSI)
• closing at 120 kPa (17.4 PSI). Ventilation of the injectors
At the end of starting, the supply to the electro-valve is cut

Description and the valve closes. The air under compressor pressure P2
(which has increased in the meantime) lifts the ball of the valve
- Start injector electro-valve
and flows to ventilate the injectors. This ventilation continues
- P2 ball valve as long as the engine operates to prevent blockage of the
- Reinjection prohibit switch injectors by carbonization of the remaining fuel. The P2 pressure
actuates the pressure switch to prevent any re-injection which
- Purge valve (with cover and a support drain, according to could cause a flame-out by suddenly reducing fuel flow to the
versions). injection wheel.

Training Notes
PURGE VALVE
(with drain, according
to versions)
P2

BALL VALVE
START INJECTOR

ELECTRO-VALVE COVER
AND REINJECTION
PROHIBIT SWITCH
FUEL OUTLET
TO INJECTORS
P2
FUEL PURGE PUMP

INLET TO TANK PRESSURE
Reinjection prohibit
switch setting:
approx. 52% N1
Pump Pump
pressure pressure Purge valve setting:
• opening at 5 kPa (0.725 PSI)
VENTILATION • closing at 120 kPa (17.4 PSI)
PURGE BEFORE START FUEL INJECTION
OF THE INJECTORS
START INJECTOR ELECTRO-VALVE

Training Notes
START INJECTORS
Function Operation
The two start injectors spray fuel into the combustion chamber Starting

during engine starting.

During starting the injectors are supplied with fuel.

Position The fuel is atomised and is ignited by the sparks from the igniter
plugs. The flame thus produced, ignites the fuel sprayed by the
- On the upper part of the turbine casing at 2 o'clock and centrifugal injection wheel.
10 o'clock
Normal running
- They penetrate into the mixer unit.
When the engine reaches self sustaining speed (approx.
Main characteristics 45% N1) the fuel supply to the injectors is shut off.
- Type: simple injector P2 air is then blown through the injectors to avoid carbonisation
of the residual fuel.
- Quantity: 2
It should be noted that ventilation is continuous during engine
- Ventilation: by P2 airflow. running.
Description
The injectors are mounted on the upper part of the turbine
casing. They penetrate into the combustion chamber through
holes in the mixer unit.
They are secured by bolts onto bosses with seals and spacers
to prevent leaks and adjust the depth of penetration into the
combustion chamber.

Training Notes
Type:
Simple injector

START
Quantity: INJECTOR
2 SUPPLY

Ventilation:
By P2 airflow
START
INJECTOR START
Fuel INJECTOR
inlet IGNITER STARTING
PLUG
START
SPACERS AND FILTER INJECTOR
SEALS MANIFOLD VENTILATION
P2
SHROUD
JET
Airflow
NUT direction
NORMAL RUNNING
START INJECTORS
Training Notes
MAIN INJECTION SYSTEM

Centrifugal injection assembly
Function
This assembly consists of a stationary distributor and a wheel.
The injection system sprays fuel into the combustion chamber The distributor, fitted onto the diffuser back-plate, is drilled with

to give stable and efficient combustion. axial holes which deliver the fuel to the wheel. The injection
wheel, mounted by curvic-couplings between the compressor

and the turbine shaft, is drilled with radial holes which form the
Position
fuel spraying jets. Sealing between the distributor and the wheel
- On the engine: inside the combustion chamber. The injection is achieved by pressurised labyrinth seals.
wheel is mounted between the centrifugal compressor and
the turbine shaft. The distributor is bolted to the diffuser
backplate. Operation
The fuel is delivered to the distributor by the internal supply
Main characteristics pipe.
- Type: centrifugal injection It passes through the distributor's axial holes into the chamber
in the injection wheel.
- Radial fuel supply.
As the centrifugal injection wheel is rotating at high speed (N1)
the fuel is centrifuged out through the radial holes and is sprayed
Description between the two swirl plates.
Combustion chamber fuel inlet union It should be noted that the injection pressure is supplied by the
centrifugal force and therefore the fuel system does not require
Fitted at the lower right front face of the compressor casing, it very high pressures.
has a plug to test the sealing of the union.
The centrifugal injection wheel fuel chamber is sealed by
Internal supply pipe pressurised labyrinth seals. There is a small air flow into the fuel
chamber. During shut-down the fuel remaining in the system is
This pipe connects the inlet union to the fuel distributor. It is purged via the overspeed and drain valve.
fitted between the front swirl plate and the diffuser back-plate.

Training Notes
COMBUSTION FUEL SPRAYING

CHAMBER FUEL INTO THE
INLET UNION COMBUSTION

CHAMBER

Type: CENTRIFUGAL
Centrifugal injection INJECTION
WHEEL
Radial fuel supply
DISTRIBUTOR
INTERNAL
SUPPLY PIPE
COMBUSTION
CENTRIFUGAL
CHAMBER FUEL
INJECTION WHEEL
INLET UNION
DISTRIBUTOR (with spraying jets)
Fuel inlet
COMBUSTION
CHAMBER FUEL
INLET UNION
LEAK CHECK
SUPPLY PIPE
PLUG
MAIN INJECTION SYSTEM

Training Notes
COMBUSTION CHAMBER DRAIN VALVE
Function Operation
The valve drains overboard any unburnt fuel remaining in the The valve has two positions: open and closed.

combustion chamber.
Open position

Position When the engine is not running and at the beginning of start,
the valve is held open by the action of the tension spring.
- On the engine: screwed into the turbine casing lower part.
Any unburnt fuel in the combustion chamber will drain through
Main characteristics the valve overboard to the drain system. This ensures that no
fuel accumulates in the combustion chamber which could cause
- Type: half-ball valve starting problems (e.g. overtemperature).
- Setting: closing obtained at about 40% N1. Closed position
As the engine starts the combustion chamber pressure increases.

Description This pressure is felt on the upper surface of the half ball which
moves down to close the drain.
The drain valve includes the following components:
The valve closes during the initial phase of starting for a speed
- A threaded part to fix the valve on the combustion chamber of about 40% N1.
- A half-ball valve mounted on a tension spring
- An outlet union which connects to the drain system
- A circlip which retains the valve in the body.

Training Notes
Type:
Half-ball valve

Setting:
Closing obtained at
about approx. 40% N1

Unburnt fuel P2 air pressure
CIRCLIP
SPRING
THREADED
PART
COMBUSTION
CHAMBER DRAIN
HALF-BALL
VALVE
VALVE
To drain system
OUTLET
UNION "OPEN" position "CLOSED" position
COMBUSTION CHAMBER DRAIN VALVE

Training Notes
FUEL SYSTEM - OPERATION

PRE-START - PURGE OF THE SYSTEM - STARTING
Starting
This part deals with the following operating phases: pre-start,
starting, normal operation, manual control and shut-down. When engine start is selected, the start accessories are

electrically supplied.
Pre-start The pump is driven and supplies the start injectors, due to the

priority given by the pressurising valve, then by the centrifugal

- The pump is not operating and there is no pressure in the
injection wheel.
system
- The main and auxiliary valves are closed The constant ∆P valve operates and returns the excess fuel
to the pump inlet.
- The constant ∆P valve is closed
The fuel flow is controlled by the movement of the control
- The metering needle is closed by the acceleration control lever.
cam
At 45% N1, the start accessories are de-energised by releasing
- The following valves are closed:
the start button and the start injectors are ventilated by P2 air
• non return valve pressure.
• pressurising valve
• overspeed and drain valve At 52% N1, P2 pressure opens the reinjection prohibit switch to
avoid an accidental fuel reinjection switch could cause engine
• purge valve
flame-out.
- The start injector electro-valve is closed.
The control lever is moved to the flight position, progressively
opening the main valve to accelerate the engine until the
Purge of the system hydromechanical control takes over.
During the initial phase of starting, the fuel supplied from the
aircraft system flows into the FCU, through the no-return valve
and to the purge valve which opens and returns the fuel to the
tank. The purpose of this phase is to expel any air which may
be in the system.

Training Notes


P2 P2
STARTING
45% < N1 < 52%
P2
PURGE OF THE SYSTEM STARTING N1 < 45% STARTING

N1 > 52%
PRE-START - PURGE OF THE SYSTEM - STARTING

Training Notes

NORMAL RUNNING - MANUAL CONTROL - SHUT-
DOWN

Normal running
The required fuel flow is metered by the metering needle. The

metering needle position is determined by the hydromechanical

control system.
The fuel pump always supplies more fuel than the engine
requires. The excess fuel returns to the pump inlet through the
constant ∆P valve.
The start injectors are continuously ventilated by P2 air

circulation.
Manual control
The manual control is used for starting and stopping the engine.
It can also be used in case of a control system failure.
Shut-down
The lever is pulled fully rearward, closing the main valve which
cuts the fuel flow to the engine causing it to run down and
stop.

Training Notes


P2 P2 P2
- +
Flight
position
P2
NORMAL RUNNING MANUAL CONTROL SHUT-DOWN
When the enegine is completely stopped,

the dual valve closes the drain under
action of the spring
NORMAL RUNNING - MANUAL CONTROL - SHUT-DOWN

Training Notes
EXTERNAL FUEL PIPES
Description Note: The pipes may be different according to version.

The fuel pipes ensure the circulation of fuel between the

components of the system.

- Type of pipes: rigid, stainless steel
- Type of unions: with integral olives.
Main pipes
- Fuel inlet union
- From FCU to overspeed and drain valve and to injector

electro-valve
- From electro-valve to the two injectors
- From overspeed and drain valve to fuel inlet union
- From union to the wheel (internal pipe)
- From the pump to the overspeed and drain valve and the
purge valve (control system)
- Drains.

Training Notes
FROM START
PURGE VALVE
TO OVERSPEED
LEFT
DRAIN VALVE
INJECTION

SUPPLY
FROM START
FROM PRESSURE ELECTRO-VALVE P2

P2
PUMP TO TO CHECK VALVE
OVERSPEED
AND DRAIN VALVE
RIGHT
INJECTION
SUPPLY
FROM OVERSPEED
FROM FCU TO AND DRAIN VALVE
PRESSURISING INJECTION TO DRAIN
VALVE (post TU262)
FROM OVERSPEED
AND DRAIN VALVE
FROM START TO DRAIN
PURGE VALVE (pre TU262)
TO TANK
EXTERNAL FUEL PIPES

Training Notes
FUEL SYSTEM - 1ST LINE MAINTENANCE



- Pre-flight
- Post-flight

objectives.

Training Notes

AFTER 15 FLIGHT HOURS OR 7 DAYS - FCU filtering element

- Inspection of the FCU mechanical controls • Replacement Chap. 73

- Injection wheel
• Permeability check Chap. 72
- Combustion chamber drain valve
- Fuel LRUs
Ground run
- Start purge valve (auxiliary valve)
• Leak test Chap. 73
- Injection union (if module removed)
- Re-injection prohibit switch of the ignition
solenoid valve
- Overspeed and drain valve
• Operational check Chap. 73
- Deceleration control unit
Before
carrying out any
Letters.
Training Notes






Training Notes
- Ignition solenoid valve - 1S-1E: Main fuel filter

• Removal / installation Chap. 73 • Removal / installation Chap. 73

- Pressurising valve • Pre-blocage indicator
• Removal / installation Chap. 73 Removal / installation Chap. 73

• Inspection / check Chap. 73 - 1S-1E: Astatic valve

- Starting drain valve assy • Removal / installation Chap. 73
• Removal / installation Chap. 73 - 1S-1E: Ejector
• Inspection / check Chap. 73 • Removal / installation Chap. 73
- Starting drain valve assy - auxiliary valve
• Sealing washer: removal / installation Chap. 73
- Drain valve of the injection manifold
• Inspection / check Chap. 73
- Overspeed electrovalve
Removal / installation Chap. 73
- FCU fuel filter
- Pre-blocage indicator
- Low-fuel pressure switch
Before
carrying out any
Letters.
Training Notes
7 - CONTROL SYSTEM

- Control system presentation ............................................................... 7.2

- Control system - Operation .................................................................. 7.6

- Control system - 1st line maintenance ............................................... 7.30 - 7.33

© Copyright - Turbomeca Training Edition: April 2012 CONTROL SYSTEM
Training Notes
CONTROL SYSTEM PRESENTATION

GENERAL
Main components
Functions - Fuel control unit

The system is designed to adapt the engine to the aircraft power - Engine and systems
requirements whilst remaining within defined limits.

- Aircraft: various systems (control, indication, supply)

The main functions are:
- Tachometer box (according to version).
- Manual control
- Speed control
- Various limits
- Acceleration control
- Overspeed protection.
- Hydromechanical control
- Manual control.

Training Notes
Hydromechanical
control

Manual control

AIRCRAFT
(various systems)
TEST
FUEL CONTROL
UNIT
MAIN FUNCTIONS
TACHOMETER BOX
- Manual control
- Speed control
- Various limits
- Acceleration control
- Overspeed protection
ENGINE
(engine and systems)
GENERAL
Training Notes

DESCRIPTION
The complete system includes aircraft components, engine

components and the FCU.

Aircraft components

- Control devices (control lever and anticipator)
- Indicating devices (indicators, lights...)
Engine components
- Hydromechanical components:
• Overspeed and drain valve
• Purge valve
• Start injector electro-valve
• Pressurising valve
• Start injectors
• Main injection system
- FCU components:
• Power turbine speed governor
• Gas generator speed governor
• Acceleration control unit
• Metering unit
• Deceleration control unit.

Training Notes
START INJECTOR
ANTICIPATOR ELECTRO-VALVE

POWER TURBINE START

SPEED GOVERNOR INJECTORS
PURGE
VALVE
CONTROL
LEVER
GAS GENERATOR
SPEED GOVERNOR
OVERSPEED AND
DRAIN VALVE
ACCELERATION
CONTROL UNIT
METERING DECELERATION PRESSURIZING INJECTION

UNIT CONTROL UNIT VALVE WHEEL
DESCRIPTION
Training Notes
CONTROL SYSTEM - OPERATION

CONTROL
Adaptation to requirements
Installation configuration The control system ensures the engine adaptation to the

requirements by metering the fuel flow WF sprayed into the

The gas generator supplies power to the power turbine which combustion chamber.
is connected to the helicopter main rotor.

Thus, the gas generator adapts automatically to the requirements

(N1 demand) to maintain constant power turbine rotation speed
Installation requirements N2 whilst keeping all the other parameters within determined
- Aircraft rotor speed (NR) almost constant in all operating limits.
conditions (because of the rotor efficiency) whatever the load
This adaptation is illustrated by:
applied
- The diagram W/N2 which illustrates the power W, the max.
- Max. torque limitation (imposed by the mechanical transmission
torque TRQ and the rotation speeds N1 and N2
and the helicopter main gearbox)
- The diagram N1/N2 which illustrates the N1/N2
- Power turbine rotation speed (N2) within given limits (in fact
relationship.
almost constant, as it is connected to the rotor)
- Limitation of the gas generator rotation speed N1:

• Max. N1 (maximum engine power)
• Min. N1 (to avoid critical speeds)
- Load sharing (equal sharing of loads between the 2

engines)
- Protection against surge, flame-out, overtemperature…

Training Notes
NR
W
N1 N2
RQ Max. N1

eT
qu
tor
x. N1 isospeeds
Ma

W TRQ
TET
WF Min. N1
Control N2
POWER W / N1, N2
system
N1
REQUIREMENTS Max.
- NR Nominal N2
- N2
- Max. torque TRQ Operating
- N1 range
- W eng 1 = W eng 2
- Protections Min.
INSTALLATION CONFIGURATION N1 / N2 N2
AND REQUIREMENTS
ADAPTATION TO REQUIREMENTS
CONTROL
Training Notes

STATIC DROOP - COMPENSATION
Compensation
Static droop As the largest load variations are caused by changes in

collective pitch, a link between the collective pitch lever and the
Each governor (N2 and N1) uses the principle of the centrifugal
governor allows the system to compensate for the static droop.
governor (a system invented by James Watt), in which a control
In addition, the detection phase is brought forward (hence the

spring is set in opposition to a flyweight. The spring attempts

name "anticipator") to reduce the response time. To do this, a
to open the metering valve and is opposed by the centrifugal
cam is added to compress the spring so that it exerts the same
force generated by the flyweight.
force in all collective pitch positions.
At a stabilised rating, the system is in equilibrium: the force
The diagram shows the apparent static-droop line for different
exerted by the spring is equal to the centrifugal force (Fs = Fc).
collective pitch positions (anticipator effect):
There is therefore a given fuel flow and a nominal rating.
In the diagram: θ1 = fine pitch, θ2 = medium pitch,
In a transient rating, e.g. when the engine rpm decreases (due
θ3 = coarse pitch.
to the increase in the resisting torque), the centrifugal force
decreases. The force exerted by the spring therefore becomes In operation, points 1, 2 and 3 are obtained and the static droop
the greater of the two and opens the metering valve. This is therefore compensated for, i.e. the power turbine speed and
increases the engine rpm until the equilibrium is re-established therefore the rotor speed are almost constant in all operating
(Fs = Fc). Although the equilibrium has been re-established, the conditions.
spring is now less compressed than at the previous engine rpm.
It therefore exerts less force, which leads to a slight reduction In transient ratings, the power turbine speed varies, but the
in the nominal engine rpm. governor acts to bring it very quickly back to its nominal value,
to within the value of the static droop.
In this type of control system, the N1 speed is made to be
inversely proportional to the N2. The relationship between N1
and N2 illustrates this proportionality and the variation in N2 is
Note: The static droop is slightly overcompensated.
referred to as "static droop".
Although the "static droop" ensures the stability of the system,

it is not acceptable because the helicopter rotor requires one
constant rotation speed.

Training Notes


L1
L1 L2 L1
WF/N1 WF/N1
θ3
1
θ2
θ1
Static droop N2 N2
STATIC DROOP - COMPENSATION

Training Notes

PRINCIPLE OF THE CONTROL LOOP
The system meters the fuel flow in order to match the engine
power to the requirements thus keeping power turbine rotation

speed constant. The control components are contained in the

hydromechanical unit mounted on the front face of the accessory
gearbox.

Operation of the control loop

The power turbine governor compares the actual speed N2
with a speed datum which varies with the collective pitch. It
determines a speed datum (N1*) which is a function of the
difference measured.
The gas generator governor compares the datum speed (N1*)

and the actual speed (N1) and meters the fuel to maintain
the datum speed, thus matching the gas generator to the
conditions.
The acceleration control unit limits the transient fuel flow (WF)
variations in relation to P2 pressure so as to prevent compressor
surge while permitting quick response times.

Training Notes
TRQ

POWER
GAS TURBINE t
GENERATOR LOAD TRQ
(e.g. collective pitch)

N2
t
MAIN GEARBOX
N2 SPEED (Transient variation

and quick return to nominal speed)
P2
WF
WF COLLECTIVE
ACCELERATION PITCH CONTROL θ
CONTROL UNIT
t
+
FUEL FLOW WF (Variation
GAS GENERATOR N1 controlled by the governor)
SPEED GOVERNOR N1
N1* +
POWER TURBINE N2
t
SPEED GOVERNOR
N1 SPEED (Increase or decrease
+ N2* to match the load variations)
VARIATION OF THE MAIN

PARAMETERS IN TIME
PRINCIPLE OF THE CONTROL LOOP

Training Notes

POWER TURBINE GOVERNOR GAS GENERATOR GOVERNOR
This proportional type governor determines a datum signal This integral type governor controls the datum speed demanded
according to the anticipator signal and the actual speed. by the power turbine governor. It achieves this control by

metering the fuel flow.

In stabilized conditions, the flyweight centrifugal force balances
the datum spring force. The lever is in a fixed position in front In stabilized conditions, the flyweight centrifugal force balances

of the potentiometric jet. The reduced pressure flows to the the force of the datum spring. The lever is in a fixed position and
low pressure and a modulated pressure is established in the the valve determines a given modulated pressure. The working
chamber. The amplifier piston (subjected to a reference pressure piston controls a given position of the metering needle which
on one side and to the modulated pressure on the other side) meters the fuel flow to obtain the required rotation speed. The
determines the N1 datum transmitted to the gas generator system is "in balance".
governor by a lever and a plunger.
In transient conditions, we have seen that the power turbine
Transient conditions, the anticipator modifies the spring governor determines a new datum which upsets the balance. The
force while the centrifugal force changes. The lever pivots and lever moves, the leak varies and consequently the modulated
moves in front of the potentiometric jet thus altering the leak pressure. The working piston moves the metering needle until the
and therefore changing the modulated pressure. The amplifier new N1 datum is obtained. The gas generator speed increases
piston then moves and, by means of the lever and plunger, sets or decreases, thus regulating engine output power to match the
a new datum on the gas generator governor. The gas generator load and obtain a constant power turbine speed.
adapts itself to the new condition until the balance is regained.
Thermal compensator
The thermal compensator moves the potentiometric jet as a
function of the fuel temperature, which slightly modifies the
modulated pressure, thus maintaining the max. N1 speed
constant.

Training Notes
N2 DATUM N2 SPEED DETECTOR Low pressure

SPRING (flyweight) (approx. 100 kPa)
ANTICIPATOR
Modulated pressure

N2 (approx. 280 kPa)

Modulated pressure
N1 (approx. 300 kPa)

AMPLIFIER Reduced pressure

PISTON LEVER (approx. 400 kPa)
POTENTIOMETRIC
JET N1 SPEED
DETECTOR
MAX N1 (flyweight)
STOP
MIN N1 LEVER
STOP
DAMPING
DEVICE
N1 DATUM
PLUNGER
N1 DATUM
SPRING
THERMAL POTENTIOMETRIC WORKING METERING

COMPENSATOR JET PISTON NEEDLE
POWER TURBINE GOVERNOR AND GAS GENERATOR GOVERNOR

Training Notes

ACCELERATION CONTROL UNIT DECELERATION CONTROL UNIT
It limits fuel flow increase in transient conditions, in order to In some versions, a deceleration control unit (or min flow limiter)
prevent compressor surge during acceleration. is included in the metering unit to prevent flame-out during

deceleration.
In stabilized conditions, there is a gap between the fork
and the metering valve. The position of the metering valve is In load decrease transient conditions, the closing of the metering

determined by the working piston. needle is limited by a mechanical stop.
In load increase transient conditions, the governor "responds" This mechanical stop is controlled by a diaphragm subjected
and the working piston moves rapidly. Under the action of its to P2 pressure.
spring, the metering needle opens until it stops against the
fork. This displacement represents what is called "instant flow The stop withdraws as the P2 pressure decreases in order to
increase" initiating the acceleration. Then the subsequent prevent engine flame-out during rapid deceleration.
increase in P2 pressure causes the deformation of the capsule
which permits further opening of the metering needle until it
comes into contact with the working piston.

Training Notes
WF Max. flow for a determined P2 WF

pressure (lever mechanism position)
Max. flow stop of the
Max. Min. flow curve
acceleration control unit

as a function of P2 pressure
X
"X" instant flow increase =

distance between the metering

valve position and fork position
Min. Min. flow stop of the

acceleration control unit
P2
DECELERATION CURVE
P2 (WF as a function of P2)
ACCELERATION CURVE
DECELERATION
(Fuel flow WF as a function of compressor pressure P2)
CONTROL UNIT
WORKING CAM
WORKING GAP (x) CAM FUEL METERING PISTON
PISTON NEEDLE
x
P2
ACCELERATION P0
ACCELERATION
CAPSULE
CAPSULE
P0 P2 METERING
LEVER
NEEDLE
MECHANISM
BAROSTATIC LEVER
DIAGRAM OF THE MECHANISM DEVICE MECHANISM
ACCELERATION CONTROL UNIT AND DECELERATION CONTROL UNIT

Training Notes

METERING UNIT
Operation
Metering needle Graph of fuel flow (WF) as a function of metering needle

position (S): each position corresponds to a fuel flow and each

The metering needle is a profiled needle which moves in a displacement ∆S corresponds to a proportional flow variation
calibrated orifice. ∆WF.

The fuel under pump pressure flows through the passage

determined by the metering needle sliding in the orifice.
Constant ∆P valve
To obtain a fuel flow solely depending upon the metering needle
position, this valve keeps a constant pressure difference across
the metering needle. It consists of a diaphragm subjected
metering needle pressure variation. Any variation of pressure
difference (∆P) is sensed by this valve which returns more
or less fuel to the inlet of the pump. In fact, the pump always
supplies a flow higher than the engine requirements and the
excess fuel is returned to the inlet.
The ∆P transient variations are due to the pump pressure

variations, to the downstream pressure variations and of course
to the displacement of the metering valve.
For example: when the metering needle opens, the pressure

difference decreases, the valve diaphragm senses this and
moves to close the return. More fuel is admitted to the engine,
the upstream pressure increases and the nominal ∆P is
regained.

Training Notes
FUEL
CONSTANT
INLET
∆P VALVE
FUEL

RETURN

WF
P2
P0
∆WF
∆S S
WF AS A FUNCTION OF
NEEDLE POSITIONS (S)
FUEL
METERING OUTLET
NEEDLE (WF)
METERING UNIT
Training Notes

LIMITS
Min. governed speed
Limits of gas generator speeds It is limited by a fixed adjustable mechanical stop to avoid low

speeds corresponding to critical ratings. In operation, this limit

The gas generator rotation speed varies (to adapt the engine to is practically never reached because, even at zero torque,
changing conditions) between two extreme limits represented the power to drive the compressor requires a higher speed.

by adjustable mechanical stops. Therefore, the stop is only a safety measure and it is only
adjusted on the FCU test rig.
Max. speed
Limits of fuel flow
It is automatically limited by a fixed adjustable stop which
represents the max operating rating. Fuel flow variation in transient conditions is limited by the
acceleration control unit to obtain an optimum acceleration
MTOP- Max. Take-Off Power in the case of a single engine (in without compressor surge. The acceleration rate determines
fact, this rating is given at a value slightly lower than the response time. The slope of acceleration is only adjustable
the mechanical stop and the engine must be operated on the test rig.
not to overcome it).
The min. fuel flow (limit to prevent flame-out) is limited by a
MCP - Max. Contingency Power in the case of engine failure mechanical stop on the metering needle. In some versions,
during take-off or landing of a twin engine helicopter this stop is variable with P2 pressure; it is also called the
(OEI 2 min. 30 sec.) deceleration control unit.
The effect of fuel temperature on the speed (variation of fuel The max. fuel flow is determined by the full opening of the
viscosity changing the balance point of the hydromechanical metering needle for a given pressure difference ∆P. It is a factory
governor) is compensated by the capsule in order to obtain speed adjustment which represents a sort of power limitation.
invariability (especially max. N1). A slight max. N1 variation is
however introduced but within given limits. In manual control (emergency control), the max. fuel flow is
limited at a lower value to avoid exceeding of the limits.

Training Notes
N1 thermal
limit
N1

N1 max. as a function of
fuel temperature

N1 limit to
ensure power
WF
Metering unit max. WF
Temperature Manual control max. WF

(emergency)
N1 LIMITS
Metering unit min. WF

(with deceleration
control unit)
Metering unit min. WF
(without deceleration
control unit)
P2
FUEL FLOW LIMITS (WF)
LIMITS
Training Notes

LIMIT OF TORQUE AND POWER TURBINE
OVERSPEED SAFETY SYSTEM

Limit of torque
A max. torque limit is required by the mechanical transmission.

The control system does not ensure a torque limit and the
operating instructions should be observed to prevent any
overtorque. The flight manual indicates the torque limits: also
see chapter "indication" of this manual for details of the torque
measuring system.
Power turbine overspeed safety system

This safety system is not included in the control unit but is often
mentioned among the functions of the engine control system.
The overspeed safety system is designed mainly to take into

account the case of shaft failure resulting in a very sudden
acceleration which cannot be contained by the speed governor.
The system includes a speed detector, an electronic unit and
the overspeed and drain valve of the fuel system.
It is installed on some versions: twin engine configurations mainly.

Training Notes


OVERSPEED AND TACHOMETER N2

DRAIN VALVE BOX DETECTOR
TRQ
WF TEST
TORQUE
INDICATOR
LIMIT OF TORQUE - POWER TURBINE OVERSPEED SAFETY SYSTEM

Training Notes

CONTROL SYSTEM PERFORMANCE
Dynamic variation of power turbine speed
As regards the operation, the control system performance
determines some flight characteristics. It is the transient speed variation occurring during a load variation.

The amplitude of this variation can be observed on the rotor

The following can be distinguished: speed indicator; it is related to the other characteristics.

- The response time

Static variation of power turbine speed
- The static and dynamic power turbine speed variations
It can be defined as the speed variation at different ratings. This
- The max. speed of the gas generator. static variation (a static droop which is slightly overcompensated)
can be checked by noting NR speed at different operating points
(eg: ground fine pitch and cruise pitch). With the increase of
Response time power, the NR increases slightly within given limits.
It can be defined as the time required to regain power turbine
nominal speed in transient conditions. The response time Max. available speed of the gas generator
is closely associated to the rate of acceleration of the gas
generator. It is the max. speed that can be obtained from the gas generator
(take-off on single engine and max. contingency on twin engine).
A check of the response time can be made by recording This rating can be checked on a load application, noting the max
parameters during a load application. It is less than 4 seconds speed obtained when the rotor speed starts decreasing.
between N1 min. and max. in standard conditions.

Training Notes


N2 N1
Max.
100%
< 4 sec.
90
time 80
Min.
< 4 sec. 70
100% N2
RESPONSE TIME AND DYNAMIC
VARIATION OF THE POWER STATIC VARIATION OF N2
TURBINE SPEED N2 POWER TURBINE SPEED
CONTROL SYSTEM PERFORMANCE

Training Notes

TWIN-ENGINE CONFIGURATION
Principle of load sharing

In normal conditions, the helicopter rotor is driven by the two

power turbines and therefore:

NR = k.N2 eng 1 = k.N2 eng 2
The speed signals received by the two power turbine governors

being identical (as well as the signals from the collective
pitch), they determine identical datum signals sent to the two
gas generator governors which meter fuel flow to keep them
constant.
As the power is closely related to the N1 speed and as the

efficiency does not vary much from one power turbine to another,
a fairly good load sharing is obtained.
Operation on one engine

In this case, the engine remaining in operation supplies the
power while the other one is disconnected by the free wheel.
The limit of the operative engine is represented by the max.

contingency rating automatically limited by the fuel control unit.
This rating, determined for engine failure during take-off or
landing, has a limited duration: 2 min. 30 sec.

Training Notes
MAIN
NR = k.N2 eng1 = k.N2 eng2
GEARBOX

NR

N2
COLLECTIVE N (1 and 2)
PITCH
TRQ1
FREE WHEEL and
TRQ TRQ2
REDUCTION
GEARBOX
POWER
TURBINE
T4
GAS T4
GENERATOR
N2
N1 Max.
POWER TURBINE
WF N1
GOVERNOR
N1
TRIM N1*
N2*
GAS GENERATOR GOVERNOR
TWIN-ENGINE CONFIGURATION
Training Notes

CONTROL SYSTEM LOOP - LOAD INCREASE
Evolution of parameters
"Image" of a load increase θ - Collective pitch

Sudden increase from min. to max. almost instantly

t = 0 - "Start" Collective pitch movement
θ - The pitch increases N2 - Power turbine speed

Transient decrease and rapid return to nominal speed

W1 > W - The resisting torque becomes higher than the after a slight overshoot, and a slight overcompensation
drive torque of the static droop
N2 - The power turbine rotation speed decreases N1 - Gas generator speed
Speed increase and stabilisation after a slight
G - The N2 governor detects the 2 signals, and
overshoot
sends a datum increase to the N1 governor:
the N1 governor increases the fuel flow WF t - Time in seconds
WF - Instantaneous flow step
P2 - Th e c o m p r e s s o r d i s ch a r g e p r e s su re
increases
AC - The acceleration control unit enables the
acceleration to continue
Combustion - The flow WF increases in the combustion
chamber
N1 - increases, the output power W increases, the N2 speed
stops decreasing and returns to its nominal value when
the equilibrium between torques W1 = W is achieved.
t < 4 sec. - End of transient

Training Notes
NR

t=0

t
t<4
1 N2
N2 W >W
3
1
1
W=W N2
2
t
N2 G N1
2
3
W WF
1
N1 P2 t
1
3 3
AC 2 2
Combustion
WF
1 N1 N2
"Image" of a load increase Evolution of parameters during a load increase
CONTROL SYSTEM LOOP - LOAD INCREASE

Training Notes

CONTROL SYSTEM LOOP - LOAD DECREASE
Evolution of parameters
"Image" of a load decrease θ - Collective pitch

Rapid decrease of pitch

t = 0 - "Start" Collective pitch movement
θ - The pitch decreases N2 - Power turbine speed

Transient increase and return to nominal speed (within

W1 < W - The resisting torque becomes lower than the the static droop)
drive torque
N1 - Gas generator speed
N2 - The power turbine rotation speed increases Speed decrease and stabilisation
G - The governor detects the N2 increase and
t - Time in seconds
decreases the fuel flow WF
WF - Instantaneous deceleration flow
P2 - The compressor discharge pressure decreases
DC - The deceleration controller limits the min. fuel
flow (if needs be)
Combustion - The flow WF decreases in the combustion
chamber
N1 - decreases, the output power W decreases, the N2 speed
returns to its nominal value.
t < 4 sec. - End of transient

Training Notes
NR

t=0

t
t<4 N2
1
N2 W <W 2
1
3
1
W =W N2
t
N2 G N1
1
W WF
3
N1 P2 2 t
1
1
3
DC 2
Combustion
WF
3 N1 N2
2
"Image" of a load decrease Evolution of parameters during a load decrease
CONTROL SYSTEM LOOP - LOAD DECREASE

Training Notes
CONTROL SYSTEM - 1ST LINE

MAINTENANCE Mandatory maintenance tasks
List of maintenance tasks considered by the manufacturer as
Refer to Maintenance Manual (chapter 05). having to be carried out, although they do not directly affect

flight safety.
Servicing inspections (except 1E2) Recommended maintenance tasks


List of maintenance tasks that are advised by the engine
- After the last flight of the day manufacturer in order to improve reliability, increase availability
- Pre-flight
- Post-flight


objectives.

Training Notes


Ground run or in flight

- Do a check of engine health FM
Test flight
- F.C.U. characteristics
• Check Chap. 73
Before
carrying out any
Letters.
CONTROL SYSTEM - 1ST LINE MAINTENANCE
Training Notes
CONTROL SYSTEM - 1ST LINE

MAINTENANCE





Training Notes

- FCU

• Removal / installation No. 1 Chap. 73

• Removal / installation No. 2 Chap. 73
• Inspection / check Chap. 73
- Temperature compensating device
- Anticipator and low fuel control
Before
carrying out any
Letters.
CONTROL SYSTEM - 1ST LINE MAINTENANCE
Training Notes
8 - MEASUREMENT AND INDICATING

SYSTEMS

- Measurement and indicating systems presentation ......................... 8.2

- Speed measurement and indicating system (77-10-03) .................... 8.4

- T4 measurement and indicating system ............................................. 8.10
- Torque measurement and indicating system ..................................... 8.14
- Miscellaneous indications ................................................................... 8.18
- Measurement and indicating systems - 1st line maintenance ......... 8.22 - 8.25

© Copyright - Turbomeca Training Edition: April 2012 MEASUREMENT AND INDICATING SYSTEMS
Training Notes
MEASUREMENT AND INDICATING SYSTEMS

PRESENTATION
Miscellaneous indications
Functions
- N1 speed (gas generator)

The indicating system provides the following functions:

- N2 speed (power turbine)
- It allows the pilot to check that the engine is operating within

determined limits - T4 gas temperature
- It indicates faults or abnormal changes of parameters - Engine torque
- It allows the checking of certain operating phases. - Oil system indication,
- Miscellaneous (indicating lights and monitoring).
Note: In fact there are operating parameters (e.g. N1 and

torque) and monitoring parameters (e.g. N2, T4, oil
temperature and pressure).

Training Notes
FUNCTIONS
- To check that the engine operates

within determined limits
- To indicate fault or abnormal

changes of parameters N1 SPEED T4 GAS TEMPERATURE

INDICATION INDICATION
- To check certain operating phases
MISCELLANEOUS
(indicating lights
and monitoring)
OIL SYSTEM
INDICATION
N2 SPEED ENGINE TORQUE
INDICATION INDICATION
MEASUREMENT AND INDICATING SYSTEMS PRESENTATION

Training Notes
SPEED MEASUREMENT AND INDICATING

SYSTEM
GENERAL Operation
N1 is an operating parameter as it reflects the engine power

Function and serves to determine the limit ratings.
This system measures the rotation speeds of the gas generator The N2 signal is used for the N2 indication (associated with

(N1) and the power turbine (N2). the NR indication).
- Type:
• tachometer transmitter
• phonic wheel (according to version)
- Transmitter signals: frequency proportional to the rotation

speed.
Main components
- N1 speed transmitter
- N2 speed transmitter
- Electrical harnesses for connection to the indicators.
Description
One or two tachometer generators (N2 optional) linked to one
or two indicators.

Training Notes
N1
INDICATOR
N1 SPEED

SENSOR

ELECTRICAL
CONNECTOR PHONIC WHEEL
(starter generator
drive shaft)
N1 SPEED SENSOR
N2 SPEED
REAR OF THE SENSOR
INTERMEDIATE GEAR
N2 OF THE REDUCTION
INDICATOR GEARBOX
ACCESSORY GEARBOX
REAR FACE ELECTRICAL
CONNECTOR
N2 SPEED SENSOR
GENERAL
SPEED MEASUREMENT AND INDICATING SYSTEM
Training Notes

SYSTEM
Description
N1 AND N2 TACHOMETER-TRANSMITTERS
(EXCEPT 1E, 1S) The assembly consists of:

- A tachometer-generator whose rotor is a mechanically driven

Function permanent magnet. It delivers a 3-phase AC voltage electrical

signal whose frequency is proportional to the speed
The system measures the gas generator rotation speed (N1)

and the power turbine rotation speed (N2). - An asynchronous motor which receives the signal from the
transmitter and displays the speed on a graduated dial.
Position
General operation
- On the rear face of the accessory gearbox:
The N1 signal is a control parameter because it reflects the
• N1 on the right-hand side power being supplied and determines the operating "limit ratings".
• N2 on the left-hand side (according to version).
The N2 signal is an indicating parameter (associated with the
rotor rotation speed indication (NR)).
N1/N2 operation
- Type:
The rotation of the permanent magnet in front of the three
• Tachometer-transmitter windings induces an AC voltage.
• 3-phase permanent magnet generator
The frequency of this AC voltage is proportional to the rotation
- Transmitter signals: frequency proportional to the rotation speed.
speed
- Quantity: 2 identical N1/N2 transmitters (interchangeable).

Training Notes
BODY
Type:
- Tachometer-transmitter
- 3-phase permanent magnet

generator
Transmitter signals:

Frequency proportional
to the rotation speed
Quantity:
2 identical N1/N2 transmitters
(interchangeable)
ELECTRICAL
PLUG
STATOR
INDICATOR
N1 AND N2 TACHOMETER TRANSMITTERS (EXCEPT 1E, 1S)

Training Notes

SYSTEM
Description
N1 AND N2 SPEED SENSORS (1E, 1S)
The system consists of a toothed wheel, called a phonic wheel,

Function rotating in front of an electro-magnetic pick-up which is connected

to an indicator.
The system measures the gas generator rotation speed (N1)

and the power turbine rotation speed (N2). Operation
Position The passage of the teeth in front of the electro-magnetic

sensor induces an alternating current in the sensor windings.
- N1 sensor: on the accessory gearbox casing right-hand side This current has a frequency proportional to the speed and the
number of teeth:
- N2 sensor: at the bottom of the rear drive shaft casing.
nd x N
F=
Main characteristics 60
- Type: electro-magnetic (nd = Number of teeth; N = rotation speed in RPM;
F = frequency)
- Quantity: 2 (interchangeable)
The signal from the sensor is transmitted to the cockpit indicator
- N1 phonic wheel: which transforms it into an indication which may be analog,
• Quantity: 1 digital or both.
• On the starter-generator drive shaft
- N2 phonic wheel:
• Quantity: 1
• On the rear of the intermediate gear of the reduction
gearbox.

Training Notes
TO THE INDICATOR


PHONIC WHEEL
SPEED
N1 SPEED SENSOR
SENSOR
nd x N
ELECTRICAL F=
60
CONNECTOR
PHONIC WHEEL
(starter generator
drive shaft)
REAR CASING OF
THE INTERMEDIATE
GEAR
N2 SPEED
SENSOR
ELECTRICAL INDICATOR ELECTRO-MAGNETIC PHONIC

CONNECTOR SENSOR WHEEL
N1 AND N2 SPEED SENSORS (1E, 1S)

Training Notes
T4 MEASUREMENT AND INDICATING

SYSTEM
GENERAL Operation
The gas temperature (T4) is an operating parameter, particularly

Function during engine starting.

This system provides an indication of the gas temperature (T4) As it would be difficult to measure the turbine inlet temperature,

at the gas generator turbine outlet. the gas generator outlet temperature is measured.
All versions (except 1E-1S): The system includes thermocouple

Position probes which are connected to an indicator by means of a
- All the system components are located on the engine except harness.
the T4 indicator.
1E-1S: The thermocouple junction box provides a connection
between the thermocouple probes and the indicator.
The system produces a voltage proportional to the temperature
- Type: thermocouple probes of a junction of two dissimilar metals.
- Indication: degrees Celsius. The voltage produced is measured by a galvanometer indicator

which is graduated in degrees Celsius.
Main components
- Thermocouple probes (x 3)
- Indicator
- 1E-1S : Thermocouple junction box.

Training Notes
1E/1S GAS GENERATOR THERMOCOUPLE

TURBINE PROBES


1E-1S:THERMOCOUPLE
JUNCTION BOX
1E/1S
1E-1S: Except
THERMOCOUPLE 1E/1S
JUNCTION BOX
T°
Type:
THERMOCOUPLE Thermocouple probes
PROBES
Indication:
Degrees Celsius T4 TEMPERATURE
INDICATION
GENERAL
T4 MEASUREMENT AND INDICATING SYSTEM
Training Notes
T4 MEASUREMENT AND INDICATING

SYSTEM A thermocouple probe produces an electromotive force which
SYSTEM COMPONENTS is proportional to the temperature difference between the hot
and the cold junction. The electromotive force is delivered to
Thermocouple probes the T4 indicator (galvanometer graduated in degrees Celsius).

The reading obtained is an average temperature.

Function

Thermocouple junction box (1E-1S)

The thermocouple probes measure the gas temperature (T4)
at the gas generator outlet.
Function
Position The thermocouple junction box forms the interface between the
thermocouples and the indicator.
- Around the rear part of the combustion chamber casing.
Position
- On a bracket at the upper part of the power turbine.
- Type: Chromel - Alumel thermocouple
- Quantity: 3
- Type: box with connectors.
- Connection: in parallel.
The thermocouple junction box contains connection system of
The 3 thermocouple probes are identical. They are positioned Chromel - Alumel wires and provides a connection between
to give a homogeneous measurement. Each probe contains a the thermocouple probes and the aircraft indicator.
hot junction (Chromel - Alumel wires soldered together).
It includes the connectors of the thermocouple probes (x 3)
The probes are connected in parallel either to the aircraft and of the indicator.
indicator directly or through an amplifier providing analog and
digital outputs.

Training Notes
THERMOCOUPLE PROBES 1E-1S: THERMOCOUPLE

JUNCTION BOX
Type: 1E/1S

Chromel - Alumel thermocouple Type:

Box with connectors
Quantity:

3
Indicator
connector
Connection: Thermocouple
In parallel connector
Mounting
nut
Cable 1E/1S
1E-1S: THERMOCOUPLE
JUNCTION BOX
THERMOCOUPLE Chromel
PROBE Thermocouple
connectors
Cold
junction
INDICATOR
Hot
junction
Alumel
SYSTEM COMPONENTS
T4 MEASUREMENT AND INDICATING SYSTEM
Training Notes
TORQUE MEASUREMENT AND INDICATING

SYSTEM
GENERAL Operation
General operation

Function
The reaction torque is transformed into axial force on the
To provide an indication of the engine torque measured at the reduction gear intermediate pinion. The force is transmitted to

reduction gearbox intermediate gear. a piston which determines an oil flow modulating a pressure
representative of the torque.
Position The pressure is transformed into electrical current supplied to
the indicator by a transmitter.
- All the system components are located on the engine except
the torque indicator. Torquemeter operation
Main characteristics The torque on the output shaft is transmitted to the reduction
gearbox. The intermediate gear, which has helical teeth,
- Type: hydraulic torquemeter transmits the axial force to the piston, via the stop bearings.
The movement of the intermediate gear/piston assembly varies

Description the oil flow between the piston and the tube base.
The torquemeter piston is fitted into the hub of the intermediate This pressure variation is felt by the torque transmitter.
gear of the reduction gearbox on a stop bearing.
The head of the piston fits into a cavity in the reduction gearbox
front casing. An oil tube passes through the hollow shaft of the
piston and forms a passage between the piston and the tube
base. Oil from the torquemeter system can pass through this
passage.

Training Notes
REDUCTION TORQUEMETER INTERMEDIATE STOP

GEARBOX PISTON GEAR BEARING
CASING

OIL FLOW
VARIATION

INDICATOR TRANSMITTER
OIL INLET LUBRICATION

(pressure modulated TUBE
by the piston)
LIMITED
RESTRICTOR
FLOW
TO ENGINE Type:
OIL PUMP FILTER LUBRICATION TORQUEMETER hydraulic torquemeter
PISTON
GENERAL
TORQUE MEASUREMENT AND INDICATING SYSTEM
Training Notes
TORQUE MEASUREMENT AND INDICATING

SYSTEM
TORQUE TRANSMITTER Note: The torque transmitter or the indicator (according to
version) is adjusted and matched to the reduction

gearbox.
Function
The transmitter transforms the hydraulic signal (modulated

pressure from the piston) into an electrical signal and transmits

it to the indicator.
Position
- Rear right hand side of the accessory gearbox.
- Type: inductive or resistive (according to version).
Description
The system includes:
- A calibrated orifice
- A transmitter
- A pressure tapping point.

Training Notes
PUMP

PRESSURE

RESTRICTOR
TORQUEMETER PISTON
MODULATED PRESSURE
INDICATOR
Type:
Inductive or resistive
Note: The torque transmitter or TRANSMITTER PRESSURE

the indicator (according to TAPPING
version) is adjusted and
matched to the reduction
gearbox.
TORQUE TRANSMITTER
TORQUE MEASUREMENT AND INDICATING SYSTEM
Training Notes
MISCELLANEOUS INDICATIONS
GENERAL
There are several indicators and instruments which give

information about the engine operation. These pages summarize

the various lights which have already been dealt with in other
chapters.

Position
- Engine
- On the instrument panel.
- Indicating lights directly connected to engine sensors
- Indications provided by the aircraft
- Electrical measurement circuit directly connected to
indicators.
Main components
- Sensors and engine accessories (refer to corresponding
chapters for more information)
Lights directly connected to the engine

sensors
- Low oil pressure
- Bleed valve position
- Magnetic particles.

Training Notes
+ 28 V

Low oil pressure

Bleed valve position

Circuit breaker Magnetic particles
ENGINE
INDICATING:
• Fuel
• Oil
• Air
• Power
• Overspeed
• Fire
HELICOPTER
GENERAL
Training Notes
CYCLE COUNTER
Operation
Function The input signal is the N1 speed supplied by a pick-up or by

the tachometer generator.

The cycle counter automatically carries out the calculations
stated in the maintenance manual. With this information, the system converts the engine actual

operating cycles into "reference cycles" and displays the

result.
Main components
For the power turbine, the relationship is: 1 cycle = 1 start.
- Tachometer box with failure indicator
It is then possible to calculate the number of cycles of life
- Display unit with N1 and N2 cycle displays
limited parts.
- Electrical connectors.
The electronic box corresponding to an engine variant can
perform some (or all) of the following functions:
Note: In the 1E and 1S versions, a same box ensures the - Count engine operating cycles
two functions of N2 overspeed protection and cycle
counter. - Control electro-pneumatic compressor bleed valve
- Protect against power turbine overspeed
- Monitor the power turbine.

Training Notes
FAILURE
INDICATOR


DISPLAY
UNIT
N1, N2 AND 24 V
N1 AND N2 INPUT
CYCLE DISPLAYS
Note: In the 1E and 1S versions, a same box ensures the two functions of N2 overspeed
protection and cycle counter.
CYCLE COUNTER
Training Notes
MEASUREMENT AND INDICATING

SYSTEMS - 1ST LINE MAINTENANCE Mandatory maintenance tasks

flight safety.


- Pre-flight
- Post-flight


objectives.

Training Notes


- Torquemeter transmitter
- N1 tachometer transmitter
- Pyrometric harness
• Visual inspection Chap. 77
• Test Chap. 77
Before
carrying out any
Letters.
MEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCE
Training Notes
MEASUREMENT AND INDICATING

SYSTEMS - 1ST LINE MAINTENANCE





Training Notes

- N1 speed sensor (NG)


- N2 speed sensor (NFT/NR)
- Torquemeter transmitter
• Test Chap. 77
- Box and thermocouples
• Removal / installation of a thermocouple Chap. 77
• Removal / installation of the box Chap. 77
- Tachometer unit and cycle counter
• Counting function: test Chap. 77
Before
carrying out any
Letters.
MEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCE
Training Notes
9 - STARTING SYSTEM

- Starting system presentation .............................................................. 9.2

- Starter-generator ................................................................................... 9.6
- Ignition system (74-00-00)..................................................................... 9.8
- Starting system - Operation ................................................................. 9.10
- Starting system - 1st line maintenance .............................................. 9.14 - 9.17

© Copyright - Turbomeca Training Edition: April 2012 STARTING SYSTEM
Training Notes
STARTING SYSTEM PRESENTATION

GENERAL
Main components
Function - Starter-generator (cranking)

The starting system ensures starting (on the ground and in flight) - Ignition units and igniter plugs
and dry crank of the engine. It includes the following functions:

cranking, fuel supply and ignition. - Fuel system (supply, metering and delivery)
- Indicating and control system:

Position • Electrical system
All the starting accessories are installed on the engine. • Instruments.
Indicating and control components are supplied by the aircraft
manufacturer.
- Starting envelope: according to version
- Start duration: between 25 and 30 sec.
- Max. dry crank time: ≤ 15 sec.
- Stabilisation time before shut-down: 60 sec.
- Run-down time: > 30 sec. from 30 to 0% N1.

Training Notes
STARTER-GENERATOR IGNITION IGNITER

Starting enveloppe:
According to version UNITS PLUGS
Start duration:

Between 25 and 30 sec.
Max. dry crank time:

≤ 15 sec.
Stabilisation time before shut-down:

60 sec.
CRANKING Run-down time: IGNITION

> 30 sec. from 30 to 0% N1
FUEL SUPPLY AND START CONTROL

DISTRIBUTION AND INDICATING
GENERAL
Training Notes

DESCRIPTION The igniter plugs are installed close to the start injectors and
are connected to the ignition units by two cables.
Starter

Fuel system
The starter is electrically supplied with direct current from the
batteries through the aircraft electrical system. The fuel system supplies fuel to the start and main injectors.

During starting, the starter drives the gas generator rotating

assembly through the accessory drive train. Control and indicating system
At the end of starting, the electrical supply to the starter is The control system includes:
cut.
- The cockpit components (fuses or circuit-breakers, dry crank
The starter is installed on the front face of the gearbox and start push-buttons, the manual control lever)
casing.
- The supply (28 V battery)
Ignition unit
- The accessory relay (to electrically supply the starting
The ignition units are of high energy type. They transform the accessories)
direct current voltage provided by the aircraft system into high
- The starter contactor
energy voltage required for the igniter plug operation.
- The overspeed box (twin engine only).
The ignition units are located at the right side of the axial
compressor casing.
Igniter plugs
The engine has two igniter plugs which ignite the air fuel mixture
sprayed by the start injectors.

Training Notes
STARTER
CONTACTOR
STARTER-

GENERATOR

CIRCUIT DRY CRANK

BREAKER PUSH-BUTTON START INJECTOR
ELECTRO-VALVE
ACCESSORY
START RELAY
PUSH-BUTTON
IGNITION
UNITS
OVERSPEED
BOX
DESCRIPTION
Training Notes
STARTER-GENERATOR
- Direct current supply to the aircraft system from the starter-
Function
generator when the starting phase is completed.
The starter cranks the gas generator rotating assembly during

starting and dry crank. At the end of starting (when the rotation Operation
speed is sufficient), the starter operates as a Direct Current
generator. Engine cranking

Position When "START" is selected the starter contactor closes and

- On the front face of the accessory gearbox. It is secured by connects the aircraft DC bus bar to the starter.
a clamp.
The starter then cranks the rotating assembly through the
Main characteristics accessory drive train.
- Supplied by the aircraft manufacturer The torque on the starter shaft is inversely proportional to the
- Type: starter-generator gas generator speed and will be higher when the atmospheric
temperature is low.
- Supply: VDC through heavy duty cables (32 V max.)
The N1 increases up to self-sustaining speed (45%) at which
Main components point the torque becomes negative. The supply to the starter
The starter main components are: is cut by the opening of the starter contactor.
- The starter-generator Electrical generation

- The mounting flange
At the end of the start cycle the starter is no longer electrically
- The supply terminals. supplied and it is driven by the gas generator through the
accessory drive train. Thus it acts as an electrical generator
Interfaces and supplies current to the aircraft circuit.
- Starter electrical supply from the + 28 VDC supply bus bar
through the starter contactor
- Drive of the gas generator rotating assembly through the
accessory drive train

Training Notes
TERMINALS


DRIVE
SHAFT
STARTER-
GENERATOR
START
TORQUE
TORQUE WITH A DECREASING

AMBIENT TEMPERATURE
Aircraft manufacturer's
supply
Type:
Starter-generator
45% N1
Electrical supply:
VDC through heavy 0 SELF-SUSTAINING SPEED
duty cables (32 V max.)
STARTER GENERATOR
STARTER-GENERATOR
Training Notes
IGNITION SYSTEM
Function Description
This system ignites the fuel that is sprayed into the combustion The ignition system includes the following components:

chamber by the start injectors.

- 2 ignition units (identical, high energy)

Position - 2 ignition cables (identical, triple-braided, high energy)
With the exception of the electrical supply circuit, all the - 2 igniter plugs (surface-discharge type, incorporating a central
components are fitted on the engine: electrode insulated from the body, and a semi-conductor at
the tip).
- Ignition units: mounted on a support, on the front right-hand
side of the engine
Operation
- Ignition cables: between the ignition units and the igniter
plugs The ignition units are supplied with the DC voltage from the
aircraft mains electrical system, and transform it into a high-
- Igniter plugs: beside the start injectors, on either side of the energy voltage.
turbine casing.
This high-energy voltage (approximately 2 kV) is then delivered
to the igniter plugs through the ignition cables.
The high-energy voltage produced by the ignition units is supplied
- Type: High Energy (HE) to the central electrode of the igniter plugs. It discharges between
the semi-conductor and the plug body causing powerful sparks.
- Supply voltage: 28 VDC
These sparks ignite the fuel that is sprayed into the combustion
chamber by the start injectors.

Training Notes
Electrical connector Electrical connector

(to the igniter plug) (connection with the ignition unit)
Electrical connector Seals and

(to the ignition unit) spacers

External
body
Spark
Central Insulator
electrode
IGNITION
(+) Semi-
CABLE
conductor
IGNITER
Identification PLUG
plate IGNITER START
PLUG INJECTORS
Mounting
flanges
Type:
High Energy (HE)
Supply voltage:
IGNITION 28 VDC COMBUSTION
UNITS CHAMBER
IGNITION SYSTEM
Training Notes
STARTING SYSTEM
OPERATION (1)
Dry crank cycle
Starting cycle A dry crank consists of cranking the rotating assembly without

supplying fuel or ignition (dry crank). It is used for cooling the

The starting cycle is characterised by the evolution of the engine or for maintenance procedures.
engine parameters, especially the rotation speed and the gas

temperature. The dry crank cycle comprises the following phases:
The main points of the starting cycle are: - Dry crank
- Start selection - Cranking of the rotating assembly
- Self-sustaining speed (de-energisation of the starter and - End of dry crank and run-down.
ignition units)
- End of start (stabilisation at min. power). Note: Dry crank time is limited to 15 sec. to avoid overheating
of the starter motor.
Shut-down cycle
This cycle comprises the following points:
- Stabilisation at idle speed
- Stop selection
- Run-down and stop.

Training Notes
N1
START Stop selection
SELECTION
Stabilisation

at idle speed
+ Starting
ACCESSORY
accessories
RELAY

Run-down
DRY CRANK SELECTION

+ Starter-
STARTER
CONTACTOR generator
N1 T4 gas
N2 100% temperature time
SHUT-DOWN CYCLE
N1 Dry crank cancel
N1 idle
Self-sustaining
speed
Approx. 200°C
(injection wheel
supply)
Selection
time Selection (15 sec. max.) time
STARTING CYCLE DRY CRANK CYCLE
OPERATION (1)
STARTING SYSTEM
Training Notes
STARTING SYSTEM
OPERATION (2)
Power supply of the helicopter "ON" Stop

- Valves closed, metering needle closed by the cam. - After stabilisation pull the control lever to the "stop" position:
the main valve closes. Note the run-down time.

Booster pumps switched on

Dry crank
- Purge of the fuel system with a return to the tank.
- Power supply switched on
Starting - Press the dry crank push-button (max. 15 sec.):
- The control lever is moved to the "start" position: • power supply to the starter motor via the start
contactor.
• slight opening of the main valve
- Pushing the start push button initiates the start by electrically

supplying:
• the starter
• the start injector electro-valve
• the ignition system
- At 45% of N1 (self sustaining speed) it is necessary to release

the start push button to cut the supply to the start relay and
accessories.
Note: During the start it is necessary to control the acceleration

of the engine, with the control lever, and to observe the
N1 speed and T4 temperature.

Training Notes


OPERATION (2)
STARTING SYSTEM
Training Notes
STARTING SYSTEM - 1ST LINE


flight safety.


- Pre-flight
- Post-flight


objectives.

Training Notes


- High-energy units
- Ignition cables
- Ignition plugs
- High-energy ignition units
• Test Chap. 72
- Starting system
• Operational check Chap. 72
Before
carrying out any
Letters.
STARTING SYSTEM - 1ST LINE MAINTENANCE
Training Notes
STARTING SYSTEM - 1ST LINE

MAINTENANCE





Training Notes

- Gas generator module

• Removal / installation (post TU271A) 72-43-00

• Ignition plugs: test 72-43-00
• Starting system: operational check 72-43-00
- Accessory gearbox starter-generator adapter
• Sealing ring: removal / installation 74-61-00
- High energy (H.E.) ignition units
• Removal / installation 74-11-00
Before
carrying out any
Letters.
STARTING SYSTEM - 1ST LINE MAINTENANCE
Training Notes
10 - ELECTRICAL SYSTEM

- Electrical system presentation ............................................................ 10.2

- Power turbine overspeed protection system (80-10-01) ................... 10.4

- Electrical harnesses ............................................................................. 10.16
- Electrical system - 1st line maintenance ............................................ 10.18 - 10.21

© Copyright - Turbomeca Training Edition: April 2012 ELECTRICAL SYSTEM
Training Notes
ELECTRICAL SYSTEM PRESENTATION

The system contributes to the various indicating and control - Engine electrical components (indicating components and

functions of the engine: sensors)
- Indicating - Control and indicating components (aircraft)

- Fuel control - Electrical harnesses.
- Safety systems
- Power supply: 28 VDC from aircraft electrical system

Training Notes


ELECTRICAL
HARNESSES
Power supply:
28 VDC from aircraft
ACCESSORIES
AND SENSORS
ELECTRICAL SYSTEM PRESENTATION

Training Notes
POWER TURBINE OVERSPEED

PROTECTION SYSTEM
Description
GENERAL
The speed sensor is mounted facing two phonic wheels with

Function a different number of teeth, mounted on the turbine shaft. It is

connected to the tachometer box (in the aircraft).
The safety system causes the immediate shut-down of the

engine in the event of power turbine overspeed. The tachometer box electrically supplies the overspeed electro-
valve on the overspeed and drain valve.
The system (mainly designed to protect against shearing of
the power shaft) requires a very quick response and a high Operation
reliability.
In the event of an overspeed, when the tachometer box receives
This protection system is only installed on twin-engine two frequency signals, it energises the overspeed electro-valve
configurations. to move to drain position causing the engine shut-down.
Position
All the components are installed on the engine except the
tachometer box which is mounted on the aircraft.
Overspeed setting: 120% N2
- Automatic test:
• for each start
• during periodic inspection.

Training Notes
Overspeed setting:
120% N2

Automatic test:
• for each start
• during périodic inspection

SPEED
SENSOR
PHONIC
WHEELS
TACHOMETER
BOX
OVERSPEED
ELECTRO-VALVE This
protection system is
only installed on
twin-engine
configurations
OVERSPEED
ELECTRO-VALVE
SPEED
SENSOR TACHOMETER
BOX
GENERAL
POWER TURBINE OVERSPEED PROTECTION SYSTEM
Training Notes

PROTECTION SYSTEM
POWER TURBINE OVERSPEED SENSOR Description
The sensor is fitted facing the phonic wheels, it includes two

Function electro-magnetic pick-ups.
The power turbine overspeed sensor monitors N2 and transmits The sensor is secured by a hollow bolt and is fitted with a

the signal to the tachometer box (twin-engine versions). locating pin to ensure the correct orientation.
Position Operation
Screwed into the bottom of module 4 casing. The passage of the teeth in front of the electro-magnetic sensor
induces two alternating currents having a frequency proportional
to the speed and to the number of teeth :
- Double pick-up nd x N
F =
- Type: Electro-magnetic. 60
(nd = number of teeth, N = rotation speed in rpm, F = Frequency)
As the phonic wheels don't have the same number of teeth,

the double sensor gives two different frenquencies proportional
to the speed.

Training Notes
Double pick-up TO THE TACHOMETER BOX
Type:
Electro-magnetic F = nd x N

60

SENSOR
PHONIC WHEEL
PHONIC WHEELS
SENSOR
LOCATING
DOWEL
HOLLOW
BOLT
TACHOMETER
BOX
ELECTRO-MAGNETIC PHONIC
PICK-UP WHEEL
POWER TURBINE OVERSPEED SENSOR

Training Notes

PROTECTION SYSTEM
Description
TACHOMETER BOX - GENERAL - DESCRIPTION
The tachometer box is mounted in the aircraft, it is connected

Function to the overspeed sensor by an electrical harness.
To supply the overspeed electro-valve in case of an overspeed It includes two frequency detectors, a V relay, a bistable relay

detection and to control the operation of the bleed valve S and S', a rearming and a test push-button.
(according to version).
A cross monitoring system between the two overspeed boxes
inhibits the overspeed system of the other engine in case of
Position overspeed.
- In the aircraft
- Electronic box
- Automatic test
- Periodic test.

Training Notes
TEST
PUSH-BUTTON TEST
OSCILLATOR
REARMING

PUSH-BUTTON
N2

120%
ELECTRICAL
CONNECTOR
S V
120% N2
OVERSPEED ELECTRO-VALVE
TEST ENGINE
SELECTOR INHIBITION OF THE STARTING
SHUT-DOWN
INHIBITION OF THE OTHER ENGINE
SYSTEM
25%
TEST
S'
REARMING 25%
ELECTRICAL CONNECTOR
FOR THE COMPRESSOR EVENTUAL INHIBITION OF THIS SYSTEM
OVERSPEED
CONNECTOR BLEED VALVE CONTROL
TACHOMETER BOX - GENERAL - DESCRIPTION

Training Notes

PROTECTION SYSTEM
TACHOMETER BOX - OPERATION (1)

Power on
At power on, the sensors give the F1 and F2 frequencies to

frequency detectors which supply the light through the mutual

monitoring system (up 25% of N2).
Rearming is possible.
Overspeed condition
In the event of N2 overspeed (N2 approx. 120%) the two signals
of N2 (F1 and F2) are supplied to the two frequency detectors
which complete the circuit through relay V.
Relay V closes its contacts:

• supplying relay S
• breaking the circuit of the other engine.
The contacts of relay S

• open the other engine's overspeed circuit
• supply the overspeed solenoid
• open the start circuit
• open the overspeed light circuit.

Training Notes
TEST
OSCILLATOR

POWER ON

120% N2
- The light turns on (up to

25% of N2)
- Rearming (if necessary) S V
120% N2
OVERSPEED
- Supply of the ENGINE
mono-stable relay V INHIBITION OF THE STARTING
- Supply of the bistable SHUT-DOWN
relay S INHIBITION OF THE OTHER ENGINE
- Supply of the overspeed SYSTEM
electro-valve
- Inhibition the other 25%
engine system
- Inhibition of the starting S'
REARMING
25%
EVENTUAL INHIBITION OF THIS SYSTEM

POWER ON
OVERSPEED

Training Notes

PROTECTION SYSTEM

Automatic monitoring (all versions except

1E and 1S)

The condition of the pick-up signals is checked at each start

with the light turning-off above 25% N2.
Periodic test
Engine stopped, operation of the push button simulates an
overspeed:
• the light goes off
• the electro-valve is supplied
• the start system is inhibited
After this test it is necessary to rearm the system.
Rearming
When the rearm push button is pressed the relay S' is supplied
and the relay returns to the normal position.

Training Notes
OVERSPEED TEST
MANUAL TEST
OSCILLATOR

- Supply of the oscillator

120% *
- Oscillator inhibited for

N2 > 25%
120% N2
S V
AUTOMATIC MONITORING
ALL VERSIONS EXCEPT
120% N2
1E AND 1S: WHATEVER N1
N2 (x) N2 (y)
ENGINE
OK OK Light off INHIBITION OF THE STARTING
SHUT-DOWN
OK 0 Light on INHIBITION OF THE OTHER ENGINE
SYSTEM
0 OK Light on
0 0 Light on 25%
S'
REARMING
25%
EVENTUAL INHIBITION OF THIS SYSTEM

OVERSPEED MANUAL TEST AUTOMATIC MONITORING

Training Notes

PROTECTION SYSTEM

Automatic monitoring (1E, 1S versions)

This protection doesn't exist on all boxes.

- Above 25% N2 and below 83% N1: the loss of one N2 speed
signal is indicated by the light staying "on".
- Above 25% N2 and 83% N1:

• the loss of one N2 speed signal is also indicated by the
light staying "on"
• the loss of two N2 speed signals causes the engine to
be shut down by the overspeed system.
- Above 25% N2.

• the loss of the N1 speed signal or any defect of the
protection stage is indicated by the flashing of the light.
Note: In all cases of engine shut down by overspeed, starting

is not possible.

Training Notes
TEST
AUTOMATIC MONITORING
1S, 1E VERSIONS: OSCILLATOR
N1 < 83%

N2 (x) N2 (y)
120% N2

OK OK Light off
OK 0 Light on
S V
0 OK Light on
0 0 Light on 120% N2
N1 > 83% OVERSPEED ELECTRO-VALVE

ENGINE
INHIBITION OF THE STARTING
N2 (x) N2 (y)
SHUT-DOWN
OK OK Light off INHIBITION OF THE OTHER ENGINE
SYSTEM
OK 0 Light on
25%
0 OK Light on
0 0 Engine shut-down S'

1S, 1E
N2 > 25% REARMING
VERSION 25%
N1
OK Light off
83% N1
0 Light flashing
1E, 1S VERSION MONITORING EVENTUAL INHIBITION OF THIS SYSTEM

Training Notes
ELECTRICAL HARNESSES
Function
Harnesses link the engine accessories to the aircraft.

Description and operation

All engine versions have a multi-pin plug for the engine/aircraft

interface and a second electrical plug for the pyrometric system
(except on ARRIEL 1S1: only one electrical plug for the two
harnesses).
On the twin-engine version : a harness for the speed detection

to stop the engine in case of overspeed.
Note: The starter-generator cables must also be mentioned.

Training Notes


SPEED DETECTION PYROMETRIC ACCESSORY

HARNESS FOR THE HARNESS HARNESS
OVERSPEED SYSTEM
(twin-engine version) ARRIEL 1S1: only one connector
ELECTRICAL HARNESSES
Training Notes
ELECTRICAL SYSTEM - 1ST LINE


flight safety.


- Pre-flight
- Post-flight


objectives.

Training Notes

AFTER 15 FLIGHT HOURS OR 7 DAYS - Control harness

- Check locking of the connectors • Visual inspection Chap. 71

- Free turbine: overspeed protection system

• Test Chap. 77
Before
carrying out any
Letters.
ELECTRICAL SYSTEM - 1ST LINE MAINTENANCE
Training Notes
ELECTRICAL SYSTEM - 1ST LINE

MAINTENANCE





Training Notes

- Overspeed sensor


• Test Chap. 77
- Tachometer and cycle counter
• Test No. 1: FT overspeed protection
and monitoring system Chap. 74
• Test No. 2: FT monitoring system Chap. 74
• Test No. 3: cycle counting function Chap. 74
Before
carrying out any
Letters.
ELECTRICAL SYSTEM - 1ST LINE MAINTENANCE
Training Notes
11 - ENGINE INSTALLATION

- Engine compartment ............................................................................ 11.2

- Engine mounting and lifting (71-20-01) ............................................... 11.4

- Air intake and exhaust system ............................................................ 11.6
- Engine/airframe system interfaces ..................................................... 11.8
- Drains - Air vents .................................................................................. 11.16
- Power drive (72-11-02) .......................................................................... 11.18
- Fire protection (26-12-00) ..................................................................... 11.20
- Engine installation - 1st line maintenance ......................................... 11.22 - 11.25

© Copyright - Turbomeca Training Edition: April 2012 ENGINE INSTALLATION
Training Notes
ENGINE COMPARTMENT
The engine compartment accommodates the engines and A typical twin-engine installation includes the following

ensures their ventilation. components:
- Two areas separated by a central firewall:

Position • Right engine area

- At the rear of the helicopter main gearbox. • Left engine area
- Three main firewalls:

Main characteristics • Front firewall
- Insulated compartments • Rear firewall
• Central firewall.
- Compartment ventilation by air circulation.
- The main engine mountings
Main components - Two main cowlings:

• The air inlet cowling which permits access to the air
- Firewalls
intake
- Cowlings • The engine cowling which permits access to the engine
and to the exhaust system.
- Support platform.
The compartment ventilation is ensured by air circulation in order
to maintain an acceptable temperature in the various areas.
The ventilation can be increased by the compressor bleed valve

air discharging into the engine compartment.

Training Notes
- Insulated compartments
- Compartment ventilation
by air circulation

ENGINE FRONT CENTRAL REAR

FIREWALL FIREWALL FIREWALL
SUPPORT ENGINE MAIN AIR INLET ENGINE

PLATFORM MOUNTING GEARBOX COWLING COWLING
EXAMPLE OF SINGLE ENGINE EXAMPLE OF TWIN-ENGINE

INSTALLATION INSTALLATION
ENGINE COMPARTMENT
Training Notes
ENGINE MOUNTING AND LIFTING

ENGINE MOUNTING ENGINE LIFTING
Function Function

The engine mountings attach the engine to the airframe. The lifting rings are used to lift the engine.
Description
Description

- Front mounting: at the front lower part of the accessory

gearbox casing, - 3 lifting rings: 2 at the front and 1 at the rear.
- Rear mounting: at the front lower part of the reduction gearbox
Engine removal and installation
casing, or on the protection tube (according to version).
Functional description Turbomeca supplies an engine lifting beam which attaches to

the lifting rings on the engine.
The front and rear engine mountings differ according to the
engine variant concerned. This allows the engine to be removed from and installed in the
- All variants except E-K-S: airframe.
• Front mounting - ring of bolts on the front support casing The removal/installation procedure is described in the Airframe
front flange Maintenance Manual and must only be carried out in accordance
• Rear mounting - a cradle under the protection tube, with this procedure and using the appropriate tooling.
secured by two clamps
- Variants E-K-S:
• Front mounting - yoke bolted to the front face of the
accessory gearbox, supported on two trunnion mounts,
• Rear mounting - a rod connects to the bracket on the
bottom of module M05.
- Variant E:
• Front mounting: 2 lateral supports fitted on the accessory
gearbox

Training Notes
MOUNTING BY THE ENGINE LIFTING MOUNTING BY

FRONT SUPPORT BEAM CLAMPS ON THE
CASING FRONT FLANGE PROTECTION TUBE

ALL VARIANTS EXCEPT E-K-S ALL VARIANTS EXCEPT E-K-S

REAR LIFTING
FRONT LIFTING RING
RINGS
MOUNTING BY TWO
ATTACHMENT
POINTS ON THE REAR
AIRFRAME MOUNTING
VARIANTS E-K-S VARIANT E VARIANTS E-K-S
ENGINE MOUNTING AND LIFTING

Training Notes
AIR INTAKE AND EXHAUST SYSTEM
Air intake Exhaust system

Function Function

The air intake system directs the ambient air into the engine. The exhaust system discharges the exhaust gas overboard.

Position Position
- In front of the engine. - At the rear of the engine.
Main characteristics Main characteristics

- Type: Static or dynamic, annular - Type: divergent
- Airflow: 2.5 kg/sec. (5.5 lb/sec.). - Gas temperature: 600°C (1080°F).
Main components Main components

- Helicopter air intake - Engine exhaust pipe
- Intake duct - Exhaust extension.
- Anti-icing system. Functional description
Functional description The exhaust expels the gases directly but it can be adapted to
the aircraft by means of an extension. The engine compartment
A circular flange on the compressor casing permits connection ventilation can be accelerated by venturi effect between the
of the aircraft air intake duct. The admission of air can be made engine exhaust pipe and the aircraft duct.
through a static or a dynamic intake which can be provided with
protection devices (filters, anti-icing...). A pressurised seal can
also be fitted to improve the connection sealing. Some versions
are provided with a device for compressor washing.

Training Notes
AIR INTAKE EXHAUST SYSTEM

Type: Type:
Static or dynamic, annular Divergent

Airflow: Gas temperature:

2,5 kg/sec. (5.5 lb/sec.) 600°C (1080°F)

AIR ANTI-ICING SEAL EXHAUST EXTENSION

DUCT PIPE
FILTER VENTURI TO ACCELERATE

THE COMPARTMENT
UNION FOR VENTILATION
COMPRESSOR WASHING
AIR INTAKE AND EXHAUST SYSTEM

Training Notes
ENGINE/AIRFRAME SYSTEM INTERFACES

OIL SYSTEM
For each engine, the oil system has three interfaces as

follows:

- Oil return line to the aircraft oil cooler

- Oil supply line to the oil pump pack
- The vent line: from the oil tank to the accessory gearbox and
to the exhaust.

Training Notes
OIL BREATHING
SUPPLY


AIRCRAFT ENGINE
OIL RETURN
TO THE COOLER
OIL SYSTEM
Training Notes

AIRCRAFT LOW PRESSURE FUEL SYSTEM Functional description
Function The interface comprises the union on the FCU and return to tank
union. The aircraft system may include various devices: vent,

The system supplies the engine with fuel under determined level indication, filler neck, booster pump, pressure indicator,
conditions of pressure, flow, temperature and filtering. flowmeter. The booster pump will prime the engine system and

prevent cavitation of the pump.
The filtering unit, normally fitted with a pre-blockage indicator
- Filtering 10 microns. and a by-pass valve is in the line before the shut-off valve which
is used to isolate the engine compartment from the aircraft
Main components system.
- Fuel tank
- Booster pump (except 1S) Note: In the 1E, 1S versions, the fuel inlet union is located on
the LP fuel system, located under the engine.
- Filter assembly
- Fuel shut-off valve
- Fuel inlet union
- Return to tank union.

Training Notes
TO HP PUMP
FUEL INLET (FCU)
UNION

FUEL SHUT-OFF
VALVE

RETURN TO
TANK UNION
FUEL SUCTION
FROM TANK
FILTER UNIT
(filtering 10 microns)
1E, 1S VERSIONS
FUEL BOOSTER
TANK PUMP
(except 1S)
AIRCRAFT LOW PRESSURE FUEL SYSTEM

Training Notes

MANUAL CONTROLS
Function - Engine control lever (lever actuating 2 valves and a cam

in the fuel control unit: see chapter "FUEL SYSTEM" and

To allow the control of the fuel valves and of the anticipator. aircraft manuals for the mechanical linkage).

- Anticipator control (linkage with the helicopter collective pitch:

Position see operation of the anticipator in the chapter "CONTROL
The engine control lever and the collective pitch lever are in the SYSTEM" and details of the mechanical connection in the
cockpit and are mechanically connected to the FCU. aircraft manuals).
Main components
- Control lever
- Collective pitch lever
- Fuel control unit.

Training Notes

FUEL VALVE
CONTROL

CONTROL LEVER
ANTICIPATOR
CONTROL
COLLECTIVE
PITCH LEVER
MANUAL CONTROLS
Training Notes

AIR SYSTEM
Possible uses of the air
Function - Cabin heating

The system provides warm compressed air to the aircraft for - Pressurised seal
the aircraft services.

- Air intake anti-icing

Position - Particle separator...
One tapping boss on each side of the centrifugal compressor
casing.
Note: Refer to aircraft manuals for detailed description of these
systems.
Main components
Air tapping points (x 2).
Aircraft pipes can be connected to the two tapping points to
supply a given flow of P2 air. The flow is limited by restrictors
but any air bleed affects engine performance.

Training Notes
P2
P2 TAPPING


AIR SYSTEM
Training Notes
DRAINS - AIR VENTS
To drain fluids from certain engine components. A drain collector is fitted on a bracket at the bottom of the

accessory gearbox casing and is connected by a flexible pipe

to an aircraft drain.
Position

Four drain tubes are connected to the drain collector, the output
- Various pipelines on the engine connected to the aircraft casing drain, the pump drive drain, the combustion chamber
drain system. drain and the overspeed and drain valve.
Main characteristics The gas generator rear bearing vent pipe vents into the engine
compartment.
- Stainless steel tubes.
The engine breather comprises a T union on the upper right
side of the accessory gearbox. Connected to the front of this
Main components union is the oil tank breather and to the rear, the pipe which
discharges into the exhaust.
- Combustion chamber drain valve
The rear bearing supply collector has a drain into the engine
- General vent compartment.
- F.C.U. drive drain The exhaust pipe drain connects into a pipe which is connected
to an aircraft overboard drain.
- Overspeed and drain valve
- Exhaust pipe drain
- Output shaft casing drain
- Air vent of the gas generator rear bearing
- Rear bearing collector drain.

Training Notes
COMBUSTION CHAMBER GAS GENERATOR GENERAL

DRAIN VALVE REAR BEARING VENT
AIR VENT


REAR BEARING
OVERSPEED AND
COLLECTOR DRAIN
DRAIN VALVE
FCU DRIVE
DRAIN
OUTPUT SHAFT
CASING DRAIN
EXHAUST PIPE
TO FUEL DRAIN
TANK OVERSPEED AND
DRAIN VALVE
TO AIRCRAFT
(post TU262)
DRAINS - AIR VENTS

Training Notes
POWER DRIVE
Function Functional description

The power drive transmits the engine power to the helicopter The engine drive shaft consists of a steel tube, fitted with the

transmission system. following elements at each end:

The link is made by a transmission shaft designed to absorb - A triangular flange connected to the MGB input flange with

the engine torque and slight misalignements (supply by aircraft a flexible coupling
manufacturer or TURBOMECA according to version)
- A splined flange, connected to an adaptor flange which is
connected to the engine drive shaft flange with a flector.
Position
- Between the engine and the helicopter main gearbox. The flexible couplings are installed between the flanges. They
transmit torque, absorb shock and vibration and allow slight
misalignment.
- Shaft designed to absorb the engine torque and slight
misalignments Note: In single engine versions, the free wheel unit drives the
main gearbox and the tail rotor shaft drive.
- Rotation speed: 6000 rpm at 100%.
Main components
The main components are:
• The engine drive shaft flange
• The flector (engine end)
• The adapting flange
• The drive shaft
• The flexible coupling (MGB end)
• The main gearbox input flange.

Training Notes
FLECTOR ENGINE
DRIVE-FLANGE


DRIVE
SHAFT 1S VERSION
Shaft designed to
absorb the engine
torque and slight
misalignments
Rotation speed:
6000 rpm at 100% SPLINES
ADAPTOR FLANGE
(splined)
FLEXIBLE
COUPLING
MAIN GEARBOX
INPUT FLANGE
1E VERSION
POWER DRIVE
Training Notes
FIRE PROTECTION
Fire detectors
Fire detection
The detection is ensured by non sealed detectors with normally
Function closed contact (all versions except 1E and 1S) or one sealed

detector with normally open contact (1E) or by means of an

The fire detection system detects overtemperature in the engine aircraft mounted optical device (1S).
compartment and gives a cockpit indication. An extinguishing

system is installed in the aircraft. Some detectors have a built-in resistor in parallel which permits
the discrimination of circuit conditions (all versions except 1A,
Main characteristics 1B, 1E and 1S): normal, overtemp, harness failed.
- Engine manufacturer's supply (except 1S) In the case of detectors with normally closed contact, the
• Bi-metallic detectors, detectors are installed in series and have a setting which
corresponds to the engine area of location ("cold" area or "hot"
- Aircraft manufacturer's supply area) and thus they are not interchangeable.
• Optical detectors (1S only)
• Indicating system Extinguishing system (only on twin engine
• Extinguishing system. aircraft)
Description The fire extinguishing system includes an extinguisher bottle and
spraying jets. The extinguishing system can be operated from
- Engine: six detectors (except: 1E: one detector, 1S: no the cockpit (system supplied by the aircraft manufacturer).
detector) and the harness (fire proof cables),
- Aircraft: two detectors (1S only), extinguishing system and

a test system. Note: Refer to the aircraft manual for more information on the
extinguishing system.

Training Notes
All versions except 1E and 1S (6 detectors)

1E

(1 detector)
NON SEALED DETECTOR SEALED DETECTOR

(all versions except 1E and 1S) (1E and after TU 294)
1S (2 detectors on aircraft)
POSITION OF DETECTORS
Engine manufacturer’s
Area 1 (cold) Area 2 (hot)
supply (except 1S):
+
• Bi-metallic detectors
Detection
Alarm
Aircraft manufacturer’s
logic
supply:
+ • Optical détectors (1S only)
• Indicating system
• Extinguishing system
Test button
EXTINGUISHING SYSTEM
+ (bottle, manifold... )
(only on twin engine helicopters)
Extinguishing
button Aircraft Engine
PRINCIPLE OF FIRE PROTECTION SYSTEM
FIRE PROTECTION
Training Notes
ENGINE INSTALLATION - 1ST LINE


flight safety.


- Pre-flight
- Post-flight


objectives.

Training Notes

AFTER 15 FLIGHT HOURS OR 7 DAYS - Fire detection system

- Make sure there are no foreign objects (air intake, • Inspection Chap. 26

exhaust system) - Fire detector

• Visual inspection Chap. 26
RECOMMENDED MAINTENANCE TASKS

- Removed fire detector
Before
carrying out any
Letters.
ENGINE INSTALLATION - 1ST LINE MAINTENANCE
Training Notes
ENGINE INSTALLATION - 1ST LINE

MAINTENANCE





Training Notes

- Fire detection

• Inspection / Check Chap. 26

- Fire detectors and support
- Vibration Chap. 71
- Control and monitoring harness Chap. 71
- Control and monitoring harness - Fire
detectors Chap. 71
- Drain system - pipes and unions Chap. 71
Before
carrying out any
Letters.
ENGINE INSTALLATION - 1ST LINE MAINTENANCE
Training Notes
12 - TROUBLESHOOTING

- General ................................................................................................... 12.2

- Troubleshooting .................................................................................... 12.4

- Conclusion ............................................................................................ 12.10 - 12.11

© Copyright - Turbomeca Training Edition: April 2012 TROUBLESHOOTING
Training Notes
GENERAL
Introduction Repair procedure

Troubleshooting is a very important aspect of maintenance. The repair procedure should be guided by two main

considerations:
It allows the probable cause(s) of a failure to be identified.
- Minimum downtime

Efficient diagnosis reduces the extra maintenance costs due to

unjustified removals and additional diagnosis time. - Justified removal of components.
In fact, even with a very high-reliability product, failure is inevitable The procedure to be applied depends on the case concerned
and required actions should be taken efficiently. but, in general, good knowledge of the product and methodical
research allows a safe diagnosis and quick corrective action.
Generally, the procedure includes the identification of the failure,

its analysis, the isolation of the non-conforming component, and
the choice of the repair to be applied.

Training Notes
Inevitable Random


Failure
(single, double,
dormant)
Symptoms (additional information, etc.)

Troubleshooting/ Do not neglect any components and take
repair interactions into consideration.
- Appropriate means and Analysis of the anomaly
- Diagnosis
procedures
- Remedy Isolation of the non-conforming component
- Training of personnel
- Repair Or other
- Check perception
Additional Deduction Substitution

MTTR checks
(Mean Time To Repair)
Total time required for
troubleshooting / repair Remedy
(adjustment, replacement, cleaning, repair)
GENERAL
Training Notes
REFER TO THE
On selection of start, N1 increase, but no increase in T4
MAINTENANCE MANUAL
Chapter 71-00-06

The ignition
system operates

Yes (noise of HE components) No
Possible start on Note: Refer to the test

1 injector + procedure in order
1 igniter plug if to discriminate
on the same side
Note: It is also possible to check the

fuel flow through the combustion
chamber drain valve.
Yes Fuel flow No
STARTING ANOMALIES (1)

TROUBLESHOOTING
Training Notes
REFER TO THE
Abnormal T4 rise
MAINTENANCE MANUAL

Chapter 71-00-06

T4 T4 > 200°C T4
approx. 200°C but not sufficient too high
Increase due to the

injectors, but the
main system is not
supplied
Note: In all cases, check the electrical supply

(battery voltage).
STARTING ANOMALIES (2)

TROUBLESHOOTING
Training Notes
REFER TO THE Crank selection

(press and hold) Note: 15 sec. max. to avoid starter
MAINTENANCE MANUAL overheat
Chapter 71-00-06

N1 indication

No
Yes
The starter turns
Yes No
The gas generator

is driven
Starting is
Yes No
possible
"Normal" Yes No
crank
ANOMALIES DURING CRANKING

TROUBLESHOOTING
Training Notes
REFER TO THE
Abnormal oil pressure indication
MAINTENANCE MANUAL

Chapter 71-00-06

Low pressure No pressure Variation High pressure
Low oil
Yes pressure light No
illuminated?
LUBRICATION ANOMALIES
TROUBLESHOOTING
Training Notes
REFER TO THE
MAINTENANCE MANUAL Uncommanded shut-down N2, N1, TRQ, T4, oil pressure decrease
Chapter 71-00-06

Operation
of the power turbine

Yes overspeed safety No

system
Yes Actual overspeed No
Doubt
Note: Unlikely
Note: In a twin engine configuration, the engine which remains in

operation supplies the required power within its limits.
ANOMALIES LEADING TO IN-FLIGHT SHUT-DOWN

TROUBLESHOOTING
Training Notes
REFER TO THE
MAINTENANCE MANUAL

Chapter 71-00-06

Abnormal gas generator rotation speed N1
Uncommanded Uncommanded Incorrect

Overspeed Fluctuations
acceleration deceleration response time
Note: If one engine remains at a

fixed speed, while the second
engine operates normally, this
indicates a major failure
("frozen" metering unit)
MISCELLANEOUS CASES
TROUBLESHOOTING
Training Notes
CONCLUSION
Despite the high reliability of the product, failures remain
inevitable and happen at random. But their rate and effects
can be reduced if the "enemies" of the engine are taken into
consideration.

When the failure occurs, you have to be in a position to correct

it.
"Enemies" of the engine

The traditional adverse conditions for this type of engine are:
- Supply (oil, air, fuel, electricity):

• Oil: not in conformity with spec., contamination
• Air: sand, salt, pollutions
• Fuel: not in conformity with spec., contaminations
• Electricity: low voltage, connectors, interference
- Operation ("non respect" of instructions and procedures,

severe operating conditions)
- Maintenance ("non respect" of inspection frequencies, various

mistakes, wrong logistic).

Training Notes
FUEL ELECTRICITY

- Not in conformity with - Too low voltage

specifications during starting

- Water in fuel - Interference

- Sulphur + salt in the air =
sulphidation
AIR OPERATION
- Sand - "Non respect" of instructions

- Salt and procedures
- Pollutions - Severe operating conditions
OIL MAINTENANCE
- Not in conformity - "Non respect" of inspection

with specifications frequencies
- Contaminations - Various mistakes
- Wrong logistic
CONCLUSION
Training Notes
13 - CHECKING OF KNOWLEDGE

- Introduction ........................................................................................... 13.2

- Questionnaire 1 ..................................................................................... 13.3

- Questionnaire 2 ..................................................................................... 13.6
- Questionnaire 3 ..................................................................................... 13.12
- Questionnaire 4...................................................................................... 13.15 - 13.28

© Copyright - Turbomeca Training Edition: April 2012 CHECKING OF KNOWLEDGE
Training Notes
INTRODUCTION
Method Types of questionnaires

Continuous checking helps to ensure the information is Several types of questionnaire can be employed during a

assimilated. It is more a method of work than a testing in the course:

traditional sense.
- Traditional written questionnaire

Objectives of the questionnaires - "Short answer" questionnaire
The questionnaires permit a progressive assimilation and long - Multi Choice Questionnaire (MCQ)
term retention. The questionnaires are a subject for discussion
(effects of group dynamics). They also permit students to consider - Oral questionnaire
important subjects several times under different aspects.
- Learning Through Teaching (LTT; the student has to explain
a given subject).
Integration into the training programme
- First hour every day for revision of the subjects previously Examination
studied
The final examination at the end of the course consists of three
- After each chapter (or module) of the course tests: written, oral and practical. A certificate and an approval
card are given to the student if the results are satisfactory.
- At the end of the training course.

Training Notes
QUESTIONNAIRE 1
This traditional questionnaire is established according to the
same plan as the training notes in which the answers can be Engine

found. 1 - List the main components of the gas generator.

2 - State the following characteristics:
Power plant

• Compression ratio
1 - List the main functional components of the power plant. • Turbine entry temperature
2 - Explain the thermodynamic operation of the engine. • N2 speed at 100%
• N1 speed at 100%
3 - State the following features (at take-off, in standard
atmosphere): 3 - Describe the power turbine assembly.
• Power on the shaft 4 - Describe the fuel injection system.
• Output shaft rotation speed
5 - List the engine driven accessories.
• Mass of the engine with specific equipment.
6 - List the bearings which support the gas generator.
4 - Explain the principle of engine adaptation to helicopter
power requirements. 7 - Describe the system used for bearing sealing.
5 - List the main operating ratings. 8 - Describe the modular construction of the engine.
6 -
How do temperature and altitude affect the engine 9 - Describe the engine air intake.
performance.
10 -
List the manufacturing materials of the engine main
7 - List the main aspects of the maintenance concept. components.
8 - List the technical publications used for engine maintenance.
9 - Name the LRUs of the air system.
10 - Explain the attachment of each of the modules.

Training Notes
QUESTIONNAIRE 1 (continued)
Oil system
Control system
1 - Draw a simplified diagram of the oil system.
1 - List the main functions of the control system.

2 - Explain the general operation of the oil system.

2 - Explain the basic principle of the control system.
3 - Describe the oil filter assembly.
3 - Explain the operating principle of the speed control.

4 - State the location of strainers and magnetic plugs.

4 - Describe the purpose and operation of the anticipator
Air system control.
1 - List the functions ensured by the internal air system 5 - Explain the operation of the acceleration controller.
(secondary system). 6 - What are the main sections of the FCU.
2 - List the function of the various air tappings. 7 - Describe and explain the operation of the power turbine
3 - Why are the start injectors ventilated? overspeed system.
4 - Explain the purpose and the operation of the compressor 8 - Describe the principle of load sharing in a twin engine
bleed valve. configuration.
Fuel system Measurement and indicating systems

1 - What is the purpose of the Booster pump. 1 - Describe the power turbine speed indicating system.
2 - Describe the fuel pump. 2 - Explain the operating principle of the torquemeter system.
3 - Describe the fuel metering unit. 3 - Describe the gas temperature indicating system.
4 - What is the purpose of the constant ∆P valve.
5 - Explain the principle of fuel injection (main and starting
injection).
6 - Explain the operation of the overspeed & drain valve.
7 - Describe the manual control system.

Training Notes
Starting system

1 - Describe the cranking function of the engine.

2 - Describe the ignition system (ignition unit and igniter

plugs).
3 - List the main phases of the starting cycle.
4 - Describe the starting control electrical system.
Electrical system
1 - List the engine electrical accessories.
2 - List the sensors (state the type of signal produced).
3 - Describe the electrical harnesses and connectors.
Engine installation
1 - Describe the attachment of the engine to the aircraft.
2 - Describe the engine power drive and the power
transmission.
3 - List the various engine / aircraft interfaces.
4 - Describe the fire protection system of the engine.

Training Notes
QUESTIONNAIRE 2 Questions Answers
The following questions require short and accurate answers.

10 - Flight envelope - Max. altitude?
The student can answer orally or in the space provided for the
answers.

11 - Flight envelope -
Max. temperature?

Questions Answers 12 - Start envelope - Max. altitude?
1 - ARRIEL 1 power class? 13 - Engine air flow at 100% N1?
2 - Power turbine rotation speed at 14 - Overall compression ratio?

100%?
15 - Max. turbine entry temperature?
3 - Type of main fuel injection?
16 - Gas generator rotation speed at
4 - Number of engine modules? 100% N1?
5 - Number of power turbine stages? 17 - Direction of rotation of the gas

generator?
6 - Meaning of AEO?
18 - Direction of rotation of the power
7 - Mass of the equipped engine? turbine?
8 - Power evolution when altitude 19 - Manufacturing material for the axial

increases? compressor?
9 - Torque evolution function of N2 20 - What type of bearing is the axial

rotation speed? compressor bearing?

Training Notes
Questions Answers Questions Answers

21 - How is the axial compressor mounted 30 - Type of gas generator rear bearing?
on the gas generator module?

31 - Type of power turbine front bearing?

22 - Axial compressor compression ratio?
32 - To which module does the power
turbine nozzle guide vane belong?
23 - Manufacturing material for the
centrifugal compressor wheel? 33 - Type of power turbine?
24 - Number of stages of the centrifugal 34 - Does the exhaust pipe belong to one
compressor diffuser? module (yes or no)?
25 - Type of combustion chamber? 35 - Type of exhaust pipe attachment?
26 - Manufacturing material for the 36 - Number of gears in the reduction

combustion chamber? gearbox?
27 - Type of main fuel injection? 37 - Rotation speed of the intermediate gear

of the reduction gearbox?
28 - Pressure drop in the combustion
chamber? 38 - Number of driven accessories on the
accessory gearbox?
29 - Number of stages of the gas generator
turbine? 39 - Manufacturing material for the
accessory gearbox casing?

Training Notes
40 - Is the oil pressure adjustable? 50 - Setting of the low oil pressure switch?

41 - Number of pumps in the oil pump 51 - Max. oil temperature?

pack?
52 - Location of the centrifugal breather?
42 - Type of oil pumps?
53 - Air tapping for the pressurisation of
43 - What is the setting of the check valve the power turbine front bearing?
at the pressure pump outlet?
54 - Air pressure at the centrifugal
44 - Filtering ability of the oil filter? compressor outlet?
45 - Setting of the oil filter by-pass valve? 55 - Temperature at the centrifugal

compressor outlet?
46 - Which bearings are ball bearings?
56 - When does the start injector ventilation
47 - Type of seal for the gas generator rear begin?
bearing sealing?
57 - Max. air tapping flow?
48 - Max. oil consumption?
58 - Type of compressor bleed valve?
49 - Type of oil pressure transmitter?
59 - Position of the bleed valve during
starting?

Training Notes

60 - What are the bleed valve control 71 - How is the anticipator signal
signals? transmitted?

61 - Where is the bleed valve fitted? 72 - Setting of the fuel pressurising valve?
62 - Type of fuel filter?

73 - Fuel flow through the start injectors?
63 - Filtering ability of the fuel filter?
74 - Number of start injectors?
64 - Setting of the fuel filter by-pass
valve? 75 - Position of the combustion chamber
drain valve when the engine is
65 - Type of fuel pump? stopped?
66 - Position of the pump pressure relief 76 - Type of fuel control system?

valve in normal engine running?
77 - Signals for the acceleration controller
67 - Type of fuel metering device?
78 - Average response time of the control
68 - Position of the constant ∆P valve when
system
the engine is stopped?
69 - Type of manual fuel flow control? 79 - Is the static droop compensated
70 - Type of valve for injector 80 - Position of the main valve with lever in
ventilation? emergency plus

Training Notes
81 - Meaning of OEI? 91 - Where is the oil pressure transmitter

located?
82 - Type of N2 controller?

92
- H o w a r e t h e t h e r m o c o u p l e s
83 - Position of the auxiliary valve with connected (parallel or series)?
the lever in the emergency minus
range? 93 - Location of the torquemeter?
84 - Closing threshold of the reinjection 94 - Type of torque transmitter?

prohibition switch
95 - Type of signal output by the transmitter
85 - What keeps the metering needle sensor?
closed when the control lever is
closed? 96 - Is the torque transmitter associated
with a particular module?
86 - Position of the manual control lever in
normal engine running? 97 - Type of starter?
87 - Type of speed sensors? 98 - Type of ignition system?
88 - What is the average torque pressure at 99 - Gas generator rotation speed at starter
100% torque ? cut-off?
89 - How does the low oil pressure switch

sense the pressure?
90 - Number of thermocouple probes?

Training Notes

100 - Number of igniter plugs? 111 - Max. gas temperature during

starting?

101 - Max. duration of a ventilation?

112 - Low oil pressure switch setting?
102 - Is the ignition cable integral with the
igniter plug? 113 - Min. electrical supply voltage before
starting?
103 - Number of electrical connectors?
114 - Meaning of LRU?
104 - Location of the tachometer box?
115 - Meaning of TBO?
105 - Type of seal on the power shaft?
116 - Is borescopic inspection of the
106 - Type of connection engine/MGB? combustion chamber possible?
107 - Number of engine drains? 117 - Is there an adjustment of the

torquemeter?
108 - Engine operating envelope; min. and
max. altitude pressure?
109 - Max. starting altitude?
110 - Power turbine max. overspeed?

Training Notes
QUESTIONNAIRE 3
This multi-choice questionnaire is used to review, in a relatively 6 - How many bearings support the gas generator :
short time, certain important points and to test the acquired a) 4
knowledge. b) 2

c) 3
Answers to the questions can be found at the end of the
questionnaire. 7 - The engine includes:

a) a hot section and a cold section

1 - The ARRIEL 1 engine is: b) 5 modules
a) a free turbine turboshaft engine c) 4 modules.
b) a turbo-jet engine
c) a fixed turbine turboshaft engine. 8 - Type of oil system:
a) dry sump
2 - Section of passage of the compressor diffusers: b) constant pressure
a) regular c) lubrication by splashing.
b) divergent
c) convergent. 9 - Setting of the oil filter pre-blockage indicator :
a) lower than the by-pass valve
3 - Type of combustion chamber: b) higher than the by-pass valve
a) annular with centrifugal injection c) the same as the pump valve.
b) annular, reverse flow
c) annular, indirect flow. 10 - The oil strainers are located:
a) at the outlet of the pumps
4 - The power turbine nozzle guide vane belongs to : b) on the inlet of the scavenge pumps
a) module M04 c) at the inlet of the lubricated components.
b) module M03
c) module M02 11 - Is there a max. oil temperature:
a) yes, 60°C
5 - Type of exhaust pipe attachment: b) no
a) bolts c) yes, 115°C max.
b) mounting pads
c) clamp.

Training Notes
17 - The gap between the metering needle and the fork:
12 -
T he air tapped at the centrifugal wheel outlet a) represents the instant flow step

pressurises : b) varies with N1

a) some labyrinth seals c) provides a smoother acceleration.
b) the tank

c) the pumps. 18 - The fuel pump is:

a) vane type
13 - Position of the bleed valve during flight? b) gear type
a) open c) centrifugal.
b) closed
c) depends on conditions. 19 - The fuel system pressurising valve:
a) is electrically controlled
14 - Ventilation of start injectors: b) operates when overpressure occurs
a) does not exist c) gives priority to the start injectors.
b) is made with air from the compressor
c) is made with atmospheric pressure air. 20 - The starter is de-energised:
a) automatically
15 - The injection centrifugal wheel is drained: b) by air pressure
a) permanently c) manually.
b) to enable the ventilation cycle
c) during engine shut-down. 21 - The thermocouples are wired:
a) in series
16 - The max. speed of the gas generator is: b) in parallel
a) limited by a hydraulic stop c) on the turbine casing.
b) limited by a mechanical stop
c) not limited by the Fuel Control Unit.

Training Notes
28 - HE ignition means:
22 - The torque indicating system: a) Hot Electrode
a) is hydraulic b) High Energy

b) is not used
c) High Emission.
c) is of phase displacement type.
29 - Borescopic inspection is used to check:

23 - Number of thermocouple probes:
a) the external parts condition

a) 3 b) the condition of internal parts which are not accessible
b) 4 without removal
c) 5. c) the reduction gearbox condition.
24 - Oil pump pressure relief valve setting? 30 - The reliability of the engine is:
a) 300 kPa a) good
b) 600 kPa b) fairly good
c) 800 kPa. c) extremely good.
25 - Bleed valve position is transmitted by:

a) a pressure switch
b) a micro switch
c) an RVDT. 30 - abc? 29 - b 28 - b 27 - a 26 - a
25 - b 24 - c 23 - a 22 - a 21 - b
26 - The starter is supplied via a: 20 - c 19 - c 18 - c 17 - a 16 - a
a) contactor 15 - c 14 - b 13 - c 12 - a 11 - c
b) micro switch
10 - b 9-a 8-a 7-b 6-c
c) transistor.
5-a 4-b 3-a 2-b 1-a
27 - Starting is possible with one igniter:
a) yes Answers
b) no
c) yes, in emergency.

Training Notes
QUESTIONNAIRE 4
This questionnaire is a sort of drill which is also used to test
2 - Name the reference stations:
and perfect the knowledge acquired.

1 - Complete this table (with values):

G C T1 T2
Max. Take-Off Power

CC
Compression ratio
0 1 2 3 4 5
WF
Engine air flow
N2 speed at 100%
N1 speed at 100% 0 - ..................................... 3 - ....................................
1 - ..................................... 4 - ....................................
2 - ..................................... 5 - ....................................

Training Notes
3 - Engine - List the components on the diagram:

1 2 3

5 4
1 - ......................................................... 2 - ............................................................. 3 - .......................................................
4 - ......................................................... 5 - ............................................................. 6 - ......................................................

Training Notes
4 - Oil system - List the components:

4 5
AIRFRAME ENGINE

1 2 3
1 - ......................................................... 2 - ............................................................. 3 - .......................................................
4 - ......................................................... 5 - ............................................................. 6 - ......................................................

Training Notes
5 - Complete the following table:

P0 P1' P2

Injector ventilation
Acceleration control unit
Bleed valve control pressure
Injection wheel pressurisation
Axial compressor bearing pressurisation
Gas generator rear bearing cooling
Power turbine bearing chamber labyrinth pressurisation
Gas generator turbine disc cooling

Training Notes
6 - Complete the legend of the compressor field diagram:

COMPRESSION

RATIO P2 / P0
AIR FLOW G
A - ......................................................... B - ............................................................. C - .......................................................

Training Notes
7 - Fuel system - Complete the legend :

1 2 3 4

8 7
1 - ..................................... 2 - ..................................... 3 - ..................................... 4 - ..............................

5 - ..................................... 6 - ..................................... 7 - ..................................... 8 - ..............................

Training Notes
8 - Fuel system - List the components:


6
3
1 - ..................................... 2 - ..................................... 3 - ..................................... 4 - ..............................

5 - ..................................... 6 - ..................................... 7 - ..................................... 8 - ..............................

Training Notes
9 - Fuel system - Complete the following table:

Engine in stabilised
Engine stopped
flight

Fuel pump..................................................................
Pump pressure relief valve.........................................
Constant ∆P valve .....................................................
Metering needle .........................................................
Start injector electro-valve..........................................
Overspeed electro-valve............................................
Pressurising valve......................................................
Main valve..................................................................
Combustion chamber drain valve...............................

Training Notes
10 - Control system - List the components:


P2 6
3
WF
5
+
N1
4
N1* +
N2
+ N2*
1 - ......................................................... 2 - ............................................................. 3 - .......................................................
4 - ......................................................... 5 - ............................................................. 6 - ......................................................

Training Notes
11 - Complete the following graphs during a load TRQ increase:

Power turbine
speed N2

time
Load
TRQ Fuel flow
WF
time time
Gas generator
speed N1
time

Training Notes
12 - Drains - List the drains :


4 3
6 7
1 2
1 - ..................................... 2 - ..................................... 3 - ..................................... 4 - ..............................

5 - ..................................... 6 - ..................................... 7 - ..................................... 8 - ..............................

Training Notes
13 - Complete the following table :

Number of lifting points?

Type of fire detectors?
Number of drain points?
Air used for intake anti-icing?
Max. air tapping flow for aircraft use?
Loss of power due to aircraft tapping?

Training Notes
14 - Define of the following documents:

Maintenance manual(s)

Spare parts catalogue
Tools catalogue
Service bulletins
Service letters
Engine log book
Flight manual

Training Notes
15 - Trouble shooting. Indicate the probable cause(s) of the following faults.

1 - On start selection, N increases but not

the gas temperature.

2 - On start selection, N and T4 increase

but not sufficiently to obtain start.
3 - Surge of the compressor.
4 - Max. power not obtained.
5 - On stop selection, the engine does not

completely shut-down.
6 - Incorrect speed of the helicopter rotor.
7 - Power turbine overspeed.
8 - Drop of oil pressure.
9 - Abnormal T4 temperature.
10 - N1 overspeed.

END
of these training notes and (maybe also) of the course

but not the END of your training

which must be continued,

harmonizing knowledge and experience.
THANK YOU for your kind attention.

Au revoir
Goodbye
Adiós
Auf Wiedersehen
Adeus
Arrivederci
Farvel
To t z i e n s
Adjö
Näkemiin
Antio
Ma salaam
Selamat jalan
Adishatz
Ikus Arte
REMARKS
Remarks (appreciations, criticisms, suggestions...) should be forwarded to:

TURBOMECA

CENTRE D’INSTRUCTION
40220 TARNOS - FRANCE
REMARKS CONCERNING THE TRAINING AIDS REMARKS CONCERNING THE TRAINING COURSE
Name.......................................................................................................................... .
Address..................................................................................................................... .
Course........................................................ from.........................to.......................... .
TURBOMECA Training Centre




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Training information only delivered during a Turbomeca Training course and

not updated after the course (refer to the FOREWORD page)

Training information only delivered during a Turbomeca Training course and

This document is intended to assist a TURBOMECA-qualified instructor in teaching

not updated after the course (refer to the FOREWORD page)

basic information related to the operation and maintenance of the ARRIEL 1

Training information only delivered during a Turbomeca Training course and

0 - Foreword 8 - Measurement and indicating

not updated after the course (refer to the FOREWORD page)

2 - Power plant 9 - Starting system

3 - Engine 10 - Electrical system

4 - Oil system 11 - Engine installation

5 - Air system 12 - Troubleshooting

6 - Fuel system 13 - Checking of knowledge

For training purposes only 0.2

Training information only delivered during a Turbomeca Training course and

not updated after the course (refer to the FOREWORD page)

- Foreword........................................... 0.1 - Engine presentation.......................... 3.2

For training purposes only 0.3

Training information only delivered during a Turbomeca Training course and

4 - OIL SYSTEM 5 - AIR SYSTEM

not updated after the course (refer to the FOREWORD page)

For training purposes only 0.4

Training information only delivered during a Turbomeca Training course and

7 - CONTROL SYSTEM 9 - STARTING SYSTEM

not updated after the course (refer to the FOREWORD page)

- Control system presentation............. 7.2 - Starting system presentation............ 9.2

For training purposes only 0.5

Training information only delivered during a Turbomeca Training course and

11 - ENGINE INSTALLATION OBSERVATIONS .......................... LAST PAGE

not updated after the course (refer to the FOREWORD page)

- Engine mounting and lifting............... 11.4

For training purposes only 0.6

Training information only delivered during a Turbomeca Training course and

The abbreviations / symbols shown below may be used during training:

A/C................. Aircraft FWD............... Forward

not updated after the course (refer to the FOREWORD page)

AC.................. Alternating Current G..................... Mass air flow

For training purposes only 0.7

Training information only delivered during a Turbomeca Training course and

LP................... Low Pressure P..................... Pressure

not updated after the course (refer to the FOREWORD page)

LVDT............... Linear Voltage Differential Transducer ppm................ Parts per million

For training purposes only 0.8

Training information only delivered during a Turbomeca Training course and

TM.................. Turbomeca °C................... Degrees Celsius

not updated after the course (refer to the FOREWORD page)

TRQ................ Torque °F.................... Degrees Fahrenheit

For training purposes only 0.9

Training information only delivered during a Turbomeca Training course and

not updated after the course (refer to the FOREWORD page)

Volume 1 dm3 = 1 litre = 0.26 US gallons

Mass 1 kg = 2.2 lbs

Pressure 1 kPa = 0.01 bar = 0.145 PSI

Flow (air, oil, fuel) 1 kg/s = 2.2 lb/sec.

Specific Fuel Consumption 1 g/kW.h = 0.00164 lb/HP.hr

For training purposes only 0.10

Training information only delivered during a Turbomeca Training course and

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

not updated after the course (refer to the FOREWORD page)

- Training programme ............................................................................. 1.4 - 1.5

For training purposes only 1.1

Training information only delivered during a Turbomeca Training course and