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POWERPLANT COURSEWARE
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IMPORTANT NOTICE
All copyright in this manual (“Document”) is proprietary and belongs exclusively to the Oxford
Aviation Academy group or has been licensed for use by the Oxford Aviation Academy group.
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The Document may be used only for the purpose of training, research or private study by a
training student at Oxford Aviation Academy in connection with his/her training course and not
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for any direct or indirect commercial use. It may not be licensed, reproduced, transmitted,
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stored, transferred or copied in part or in full in any form or medium, or adapted in whole or in
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part or disclosed to any third party without the prior written consent of a member of the Oxford
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Aviation Academy group.

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This Document has been produced as an instructional aid in connection with aviation training
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carried out by Oxford Aviation Academy and no amendments are provided after issue. This
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Document may not be used for general reference following conclusion of a training student’s
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programme of training with Oxford Aviation Academy and is in no way intended as a substitute
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for reference to an aircraft manufacturer’s official publications.

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OXFORD AVIATION ACADEMY : NOVEMBER 2008

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© Oxford Aviation Academy Group 2008 All Rights Reserved

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for training purposes only

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MANUAL CONTENTS
INTRODUCTION CHAPTER 1 ICE AND RAIN PROTECTION CHAPTER 11
ATA 71-00-00 Issue November 2008 ATA 30-20-00 & ATA 30-60-00 Issue November 2008
LAYOUT CHAPTER 2 MAINTENANCE PRACTICES CHAPTER 12
ATA 72-00-00 Issue November 2008 ATA 72-80-00 Issue November 2008
OIL SYSTEM CHAPTER 3 PROPELLER CHAPTER 13
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AIR SYSTEMS CHAPTER 4 PROPELLER CONSTRUCTION CHAPTER 14
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FUEL SYSTEM CHAPTER 5 PROPELLER CONTROL CHAPTER 15

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INDICATION AND RECORDING CHAPTER 6 INSTALLATION CHAPTER 16

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POWERPLANT CHAPTER 7
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ATA 71-00-00 Issue November 2008

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ENGINE CONTROLS CHAPTER 8

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FIRE DETECTION SYSTEM CHAPTER 9

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STARTING AND IGNITION CHAPTER 10

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ATA 80-00-00 & ATA 74-00-00 Issue November 2008

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CHAPTER 1 - CONTENTS
INTRODUCTION
BRIEF DESCRIPTION OF THE GAS TURBINE

OPERATING CYCLE 02
ENGINE RATINGS 12
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MODEL 126 12
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MODEL 126A RATINGS 12
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BRIEF DESCRIPTION OF THE GAS

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TURBINE OPERATING CYCLE

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ACTION & REACTION

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In the 17th century, Sir Isaac Newton expounded the theory that ‘to
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every action there is an equal and opposite reaction’.
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The ‘action’ forces are created by the jet engine.
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The jet engine is basically a gas generator, a machine for generating

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a large volume of gas that is accelerated out of the rear of the

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engine.
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The ‘reaction’ to this rapidly expanding gas - the ‘power’ of the

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engine is transmitted from the engine casing to the airframe through

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the engine mounts thus providing thrust.

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THE BASIC ‘JET’ ENGINE The expanding gas is forced out of the rear of the engien through a
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The basic jet engine has three main components: - turbine.

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Compressor. The turbine is attached to the compressor by a shaft, and absorbs

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A combustion chamber. some of the power “energy” from the gas flow to drive the
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A turbine. compressor.
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Air is drawn into the engine and compressed before being mixed The remaining power from the gas is used to provide reaction thrust.
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with fuel.
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This mixture is burnt in the combustion chamber, and the resulting

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heat produces a rapid expansion of the mixture or “gas.”
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THE TURBO-PROP ENGINE

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The ‘turbo-prop’ engine is a combination of a propeller and a jet

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engine in which additional turbines are fitted.

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These turbines are designed to absorb all the energy remaining in the
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gas stream after sufficient energy has been removed to drive the
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compressor.
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In practice there is always a small amount of “residual” thrust in the

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exhaust gases.
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The additional turbines are called “power” turbines and drive a
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propeller through a reduction gear; it is the propeller that provides

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the reaction thrust.

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The turbo-prop is a very efficient power unit for relatively low

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speed/low altitude aircraft.

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Power for this type of engine is measured as: -

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“EQUIVALENT SHAFT HORSE POWER”

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That is the total shaft horsepower produced by the propeller plus the
residual thrust.
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THE HISTORY AND DEVELOPMENT OF THE PRATT & The PW 115, PW 120 and eventually the PW 126 (A), which powers the
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WHITNEY ENGINE A.T.P., were developed from this PW 100 prototype.The type number,
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Design and development of the first Pratt & Whitney gas turbine PW 126 divides into three parts: -
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engine the PT 6 turbo-prop began in January 1959.

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PW = Pratt & Whitney, the manufacturer.

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Introduced into service in 1964, the PT 6 engine has been selected 1 = 100 series engines.
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for use in over 125 different applications, and has been particularly 26 = The shaft horse power of the engine approximately 2600,
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successful in commuter airline operations. The basic engine was i.e. The PW 126 actually develops 2639 SHP.
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rated at 550 Shaft horsepower, but with design changes and

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development it’s power increased. In June 1979 the PW 100
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development programme began.

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Design features of the programme stemmed from research and

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experience gained from the PT 6, and included separation of the

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engine into turbo-machinery and reduction gearbox modules with

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the PT 6 “free turbine” concept.

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The PW 100 made it’s first test flight, installed in a Viscount test bed
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in1982.
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GENEOLOGY CHART
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FREE TURBINE PRINCIPLES AND IMPLICATIONS

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The unique feature of the PW l00, series engines and the means by
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which they achieve high efficiency over a wide operating range is

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the three concentric shaft layout.

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This concept allows two centrifugal compressors, each driven by a

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separate single stage axial flow turbine, to run independently at their

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optimum operating speeds without the use of complicated variable

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geometry or overboard bleed.

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Power for the reduction gearbox and propeller is provided by a third

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shaft that is driven by a two-stage free power turbine.
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The three shafts are free of critical frequencies over their entire
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operating range and operate without the use of inter-shaft bearings.

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The free turbines ensure flexibility of propeller speed selection, which

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means fuel efficiency and quiet cruise operation.

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Additionally the engine can be started and run without turning the
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propeller, which reduces electrical power starting requirements.

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ENGINE RATINGS MODEL 126A RATINGS

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MODEL 126 Model 126A is the Federal Aviation Authority (FAA) version of the
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Model 126 is the Civil Aviation Authority version of the engine. engine.
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Engine power ratings for Model 126 are as follows: - Engine power ratings for Model 126A are as follows: -
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MAXIMUM CONTINGENCY 2653 SHP MAXIMUM CONTINGENCY 2653 SHP

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This rating can only be used following a companion engine failure This rating can only be used following a companion engine failure
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during Take-Off, faulted landing, or prior to a discontinued approach. during Take-Off and for special aircraft certification in testing.
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It is limited to a maximum of 2.5 minutes duration.

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up the rating following companion engine failure. Provisions are incorporated in the fuel control system to automatically
apply the rating following companion engine failure.
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INTERMEDIATE CONTINGENCY 2368 SHP

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MAXIMUM CONTINUOUS 2388 SHP
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This power rating may be used for an unlimited period in flight

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following companion engine failure or shutdown. This power rating may only be used when operationally
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TAKE-OFF 2148 SHP necessary, e.g. to climb above high terrain, note that this is a twin
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engine rating.
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This is the maximum allowed power for normal take-off in order to

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TAKE-OFF 2168 SHP

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achieve engine service life targets. It is limited to a maximum of 5

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minutes. This is the maximum allowed power for normal take-off in order to
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MAXIMUM CLIMB 2148 SHP achieve engine service life targets.

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MAXIMUM CLIMB 2145 SHP

MAXIMUM CRUISE 2083 SHP
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MAXIMUM CRUISE 2081 SHP

These are the only sustained ratings allowed.
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LAYOUT
DESCRIPTION - GENERAL 02
REDUCTION GEARBOX 04
COMPRESSOR SECTION 06
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ENGINE DESCRIPTION 10
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TURBOMACHINERY BEARING STATIONS 14

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COMPONENT LOCATION
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(VIEWED FROM THE REAR OF THE ENGINE) 16

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ENGINE AND ACCESSORY GEARBOX CASING 18

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GAS GENERATOR CASE COMPONENTS 22
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REDUCTION GEARBOX MODULE 24

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TURBOMACHINE MODULE 26
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TURBINE SECTION 32
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ENGINE MOUNTED ACCESSORIES 34

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DESCRIPTION - GENERAL
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The propeller shaft rotates “clockwise” when viewed from the rear of
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The Pratt and Whitney 126/126A engine consists of a reduction the engine. The engine is termed a “straight flow” engine. Air enters
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gearbox module and a turbomachine module, flange bolted the compressor and turbomachine underneath the reduction
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together to form a rigid integral unit. gearbox via a pitot type inlet and ‘S’ bend duct.
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Provision has been made for the installation of systems or A secondary duct, based on the concept of inertial separation and
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components to accommodate specific aircraft requirements. A prevents foreign objects, debris, or birds from entering the engine.
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“module” is a functional unit that carries its own serial number, build
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specification and identification data plate.

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The engine dimensions are:

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Length 84"
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Height 33"
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Width 26"
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Its dry weight, including standard equipment is 1,060 lbs. (481 Kg).
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REDUCTION GEARBOX
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The reduction gearbox (RGB) has a two-stage reduction and consists

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of twin layshafts with anti-friction bearings and a propeller drive shaft

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which has it’s centreline offset above but parallel to the centre lines
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of the turbomachinery shafts.

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The reduction gear ratio is 16.6: 1 which results in a propeller speed

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of 1,200 rpm when the engine is rotating at 20,000 rpm (100 %

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propeller speed (NP) selected).

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COMPRESSOR SECTION
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The turbomachine has a total of three major rotating parts:-

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The compressor is a two stage centrifugal design, each stage driven LP compressor/rotor assembly, (anti-clockwise rotation).
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independently by its own turbine.

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A two stage power turbine assembly,(clockwise rotation).

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The total compression ratio is 14.7: 1.

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COMBUSTION SYSTEM
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The combustion system consists of an annular reverse flow
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combustor with fourteen air blasted fuel nozzles and two ignitors. Its
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own independent ignition exciter supplies each igniter.

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TURBOMACHINE
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The turbomachine is based on a three concentric shaft design. The

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two centrifugal compressors are driven by separate single stage axial

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flow turbines.
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A free power turbine of a two-stage axial flow design drives the third
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concentric shaft. This shaft drives the propeller through the reduction
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gearbox in which centreline of the propeller shaft is higher than but

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parallel to the centre lines turbomachinery shafts.

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ENGINE OPERATING DESCRIPTION

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At ground idle the engine will run with the condition lever selected to
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The engine is started by the starter motor rotating the HP impeller and FEATHER and the propeller will rotate slowly in it’s feathered position.
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turbine through gearing. Moving the condition lever to MIN RPM will unfeather the propeller
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and move the propeller blades into their normal operating ground
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The starter ignition P.B.S.I. is pressed, and illuminates AMBER range.

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ENGAGED.
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When the HP rotor speed reaches 10% rpm, positive oil pressure
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should be noted and the condition lever selected to the FEATHER

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position. Fuel is now sprayed into the combustion chamber, where it
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is mixed with the incoming air from the impeller.

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The air/fuel mixture is ignited and the rearward flow of the expanding
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gases drives the HP and LP turbines.

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The revolving turbines turn the HP and LP impellers, which draw in

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more air to mix and burn with the fuel, causing higher expansion.
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This increases the speed of the turbines and impellers until the engine
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reaches self-sustaining speed with continuous combustion (55% NH).

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After 15-25 seconds, the starter and ignition systems will be

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automatically disconnected and the ENGAGED light will extinguish,

engine rpm will continue to rise until the engine rpm stabilises at
ground idle (68.7% NH).
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ENGINE DESCRIPTION
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FLANGE STATIONS
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The flanges that are used to bolt the engine together are illustrated
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below. They are located and identified in alphabetical sequence, A

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to K from the front to the rear of the engine.
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The three major flange stations associated with maintenance are B,
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C, and K.
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Flange B is split to remove the RGB.

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Flange C is split to gain access to the turbomachinery
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output shaft.
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Flange K is split to carry out a hot section change.

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All other flanges relate to complete engine dismantling for full

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overhaul.
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TEMPERATURE/PRESSURE STATIONS
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As air flows through the engine it is subject to temperature and

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pressure changes, so specific areas on the engine are identified by

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their temperature and pressure stations.

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For example: - Station T 6, to the rear of flange K in between the LP

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turbine and the power turbines locates the position of the nine
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thermocouples used for measuring the inter-turbine temperature.

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The total inlet air temperature is identified as T 1.8 and is the intake
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temperature forwards of flange C. All temperature stations usually

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have an identical pressure station.
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TURBOMACHINERY BEARING STATIONS

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It is a long shaft, subject to flexing, so No.2 roller bearing supports

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The turbomachinery bearings are identified by a numerical the shaft and also allows for shaft expansion.
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sequence 1 to 7 from the rear of flange C.

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The intermediate LP turbine shaft is supported by the No 3 (ball) and

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There are two types of bearings used on the rotating turbine shafts, No 6 (roller) bearings and is enclosed by the HP turbine shaft.
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these being “BALL” and “ROLLER” bearings.

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The outer HP turbine shaft is supported by the No 4 (ball) and No 5

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Ball bearings are used for thrust absorption and roller bearing (roller) bearings. Numbers 1 to 6 bearings use oil catchers for bearing
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supports the shaft and allows for shaft expansion. lubrication.

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The bearings are located as follows: - Number 7 bearing is lubricated directly by oil jet.
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Power Turbine Shaft No. 1 (Ball) thrust bearing,

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Nos. 2 ‘& 7 (Roller) bearings.

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LP Turbine Shaft. No.3 (Ball) and No.6 (Roller)

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bearings.
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HP Turbine Shaft. No 4 (Ball) and No 5 (Roller)

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Bearings.
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Three concentric shafts connect the two-stage power turbine to the

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gearbox and the single-stage HP and LP turbines to the compressor

impellers.
The No.1 (ball) bearing, No.2 (roller), and No. 7 (roller) bearings
support the inner power turbine shaft.
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8
O
0
0
2
T
H
G
I
R
Y
P
15 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
16 Chapter 02
D
A
COMPONENT LOCATION
C
A
(VIEWED FROM THE REAR OF THE ENGINE)

N
O
REDUCTION GEARBOX COMPONENTS

I
T
A
Mounted at the top right rear face is the propeller oil pump which
I
e
V
has the propeller overspeed governor mounted on it, this combined

A
item is an ‘engine’ item.

D
pl
R
O
Mounted top left rear face is the A.C. Generator.

F
X
m
O
Mounted top centre rear face is the aircraft systems hydraulic pump.
8
0
Sa
0
Mounted centre and driven by the propeller shaft is the propeller

2
control unit.
T
H
G
I
An electrically powered propeller-feathering pump is mounted on

R
AA
Y
the front face right hand side.

P
O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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I
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P
17 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
18 Chapter 02
D
A
ENGINE AND ACCESSORY GEARBOX

C
A
CASING
N
O
COMPONENT MOUNTING & LOCATION

I
T
RIGHT HAND SIDE

A
I
e
V
The engine starter motor is mounted on the top right front face of
A
the accessory gearbox case.

D
pl
R
O
Forward of the starter motor, on the front air inlet case right hand
F
X
m
side, between flange B and C, are mounted two ignition exciter
O
boxes.
8
0
Sa
0
Above the exciter boxes is the fuel cooled oil cooler. The oil pump
2
pack, consisting of one pressure and three scavenge pumps is

T
H
mounted on the lower right side of the rear inlet casing. An oil
G
I
scavenge filter is located adjacent to and forward of the oil pump

R
AA
Y
pack.
P
O
C
The switching valve is mounted on the right hand side of the

©
intercompressor case. Also mounted on the intercompressor case is

O
the handling bleed valve with the P 2.5 flow limiting venturi and
check valve.
The two NH probes are located on the accessory gearbox. The PCU
pump and prop overspeed governor are mounted on the rear face
of the RGB while the feathering pump is mounted on the front right
hand face of the front casing.
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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I
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Y
P
19 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
20 Chapter 02
D
A
C
LEFT HAND SIDE The NP probe is located on the RGB top left hand side with the RGB
A
The Engine Electronic Control Unit (EEC) is mounted on the left side oil scavenge return pipe located at bottom left.
N
of the engine forward air inlet casing between flanges B and C.

O
I
The outlet for P3 for aircraft systems is located on the HP compressor

T
A
The Autofeather Unit (AFU) is mounted forward of the EEC. outlet casing. The interstage turbine temperature busbars and fuel
I
e
V
manifolds are located around the turbine casing and gas generator
A
Mounted on the accessory drive casing front face left hand side is casing.
D
pl
R
the engine driven fuel pump. Mounted adjacent to the fuel pump,
O
on the front face of the accessory drive casing, is the engine

F
X
m
breather outlet, top centre.
O
8
0
Attached to and driven by the fuel pump, is the Mechanical Fuel
Sa
0
2
Control unit (MFC).

T
H
Located at the base of the rear inlet case, left-hand side, between
G
I
flanges C and D is the integral oil tank with filler cap and contents
R
AA
Y
sight glass.
P
O
C
Mounted above the oil tank filler cap are an oil pressure filter and a
©
pressure-regulating valve.
O
Also mounted top left side of the accessory drive casing is a fuel
heater and fuel filter assembly.
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
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P
21 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
22 Chapter 02
D
A
GAS GENERATOR CASE COMPONENTS

C
A
IGNITER PLUGS
N
O
The two air cooled igniter plugs are located at the 5 and 7 o-clock
I
T
positions on the gas generator casing, between flanges F and K.

A
I
FUEL MANIFOLD
e
V
A
The fuel manifold for the nozzle system surrounds the gas generator
D
pl
case and a flow divider and dump valve is connected to the
R
O
manifold at the 6 o-clock position.

F
X
m
O
8
0
Sa
0
2
T
H
G
I
R
AA
Y
P
O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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P
23 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
24 Chapter 02
D
A
REDUCTION GEARBOX MODULE

C
one on each side, and the third is at the top centre position.
A
The reduction gearbox is a single input and output herringbone and

N
spur gear assembly comprising three housings. All three housings, Torque mounts are located at the five and seven o’ clock position on
O
I
front, rear, and input are made from magnesium alloy. each side of the rear housing.
T
A
FRONT HOUSING
I
e
V
Located on the top rear face of the housing are the mounting pads
A
The front housing contains the propeller output shaft front roller
for the propeller oil pump/overspeed governor, the aircraft systems
D
bearing, front thrust ball bearing, propeller shaft seal and propeller
pl
R
hydraulic pump, and the AC generator. An idler gear drives the AC

shaft drain.
O
generator and hydraulic pump from the bull gear The

F
X
m
pump/overspeed governor is driven directly from the bull gear.
O
It also carries the bull gear front roller bearing and the front roller
bearing of each pinion gear. INPUT DRIVE HOUSING
8
0
The input drive housing, flanges A and B, carries the rear roller bearing
Sa
0
2
A mounting pad is provided on the right side of the front housing to of the input shaft and the rear roller bearings of each layshaft.
T
accommodate an electrically operated feathering pump. The pad REDUCTION GEARBOX OPERATION
H
G
has oil ports that link with an internal oil reservoir. The internal oil A double helical herringbone gear driving helical wheels on two
I
R
reservoir is integral with the casing. layshafts achieves the input and first stage reduction. The second
AA
Y
P
stage reduction is through spur gears on the layshafts which drive

O
Two engine-lifting brackets are located at the one and eleven the bull gear on the propeller shaft. The overall reduction ratio is 16.6:
C
©
o-clock positions on the front housing flange. The reduction gearbox

module data plate is attached to the left side of the front housing.
O
REAR HOUSING
The rear housing carries the bull gear and drive pinions and the
propeller shaft rear roller bearing. It also carries the front roller bearing
of the engine-input shaft and the centre bearing of each layshaft.
The three front engine-lifting brackets are located on the reduction
gearbox rear housing. Two mounts are on the horizontal centreline,
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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P
25 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
26 Chapter 02
D
A
TURBOMACHINE MODULE
C
A
The turbomachinery comprises four sections, contained in six

N
casings.
O
I
AIR INLET SECTION

T
A
I
The air inlet section, made from magnesium alloy, consists of the
e
V
A
front inlet case and the rear inlet case, bolted together at flange C
D
The front inlet case is bolted to the reduction gearbox at flange B
pl
R
On top of the front inlet case are two lifting brackets, which are used
O
F
to lift the turbomachine as a separate unit. ‘The turbomachinery data

X
m
O
plate is attached to the right side of the front inlet case.

8
0
Sa
The rear inlet case joins the front case to the low-pressure (LP) diffuser
0
2
case at flange D. This case contains two bearings, one ball (No.1),
T
and one roller (No 2) along with the seals for the power turbine shaft.
H
G
I
R
Mounting pads are provided for engine accessories on the forward

AA
Y
P
face of the Accessory Gearbox.

O
C
©
The engine oil tank is an integral part of the rear inlet case.
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
G
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P
27 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
28 Chapter 02
D
A
C
COMPRESSOR SECTION
A
The compressor section comprises of the low pressure (LP) and high-
N
pressure (HP) independent centrifugal impellers.

O
I
T
A
The compression ratio of the LP Compressor is 5.34: l - while that of

I
e
V
the HP Compressor is 2.7:1, giving a total Compression Ratio of

A
approx I4.7:1.
D
pl
R
O
These are contained within the stainless steel LP diffuser case, flange
F
X
m
D to E, the titanium steel inter-compressor case flange E to F and
O
the stainless steel gas generator case, flange F to K.

8
0
Sa
0
2
Twenty-one diffuser pipes transfer compressor outlet air from the LP

T
diffuser case to the inter-compressor case.

H
G
I
Two ball bearings, Nos. 3 and 4, are housed in the inter-compressor

R
AA
Y
case. Number 5 bearing is housed in the gas generator case, and

P
O
is vented through to the rear of the turbine support case.

C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
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P
29 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
30 Chapter 02
D
A
C
COMBUSTION SYSTEM
A
The annular reverse-flow combustion chamber is contained in the

N
gas generator case.

O
I
T
A
The fuel manifold is mounted around the exterior of the gas

I
e
V
generator case, with fourteen spray nozzles that protrude into the
A
combustion chamber liner.

D
pl
R
O
Two ignitor plug bosses are provided on the gas generator case with
F
X
m
corresponding bosses in the liner at the 5 o-clock and 7
O
o-clock positions.
8
0
Sa
0
2
The gas generator case incorporates air bleed tappings from the
T
compressor section for aircraft systems use.

H
G
I
R
AA
Y
P
O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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P
31 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
32 Chapter 02
D
A
TURBINE SECTION
C
A
The HP and LP turbines are housed in the rear of the gas generator
N
case, forward of flange K. The power turbines are housed in the

O
I
stainless steel turbine support case aft of flange K.

T
A
I
e
V
The HP turbine rotor and Power turbine rotor rotate clockwise and the
A
LP turbine rotor rotates anti-clockwise when viewed from the rear.

D
pl
R
O
A lifting bracket is located at the 12 o-clock position on flange K for

F
X
m
initial installation from packing case to engine stand.
O
8
0
Sa
0
2
T
H
G
I
R
AA
Y
P
O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
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P
33 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
34 Chapter 02
D
A
ENGINE MOUNTED ACCESSORIES

C
A
GENERAL
N
O
The following items are fitted to the engine before installation: -

I
T
Hydraulic pump (aircraft systems).

A
I
Propeller Feathering Pump.
e
V
A
Propeller Control Unit.

D
AC Generator.
pl
R
Engine Starter Motor.

O
F
X
m
O
HYDRAULIC PUMP
8
The hydraulic pump fitted to the rear face of the RGB is an axial
0
Sa
0
piston variable flow pump driven by the RGB at 5000/6000 rpm. The
2
four nuts, which retain the transport cover, are used to retain the
T
H
pump. A ‘Vespel’ drive sleeve; designed to reduce spline wear on

G
the idler gear and pump drive shaft is inserted into the RGB drive until
I
R
it is flush with the splined face.

AA
Y
P
O
C
A gasket is fitted between the two mating faces on the gearbox and
©
the pump.
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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P
35 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
36 Chapter 02
D
A
C
PROPELLER FEATHERING PUMP

A
The propeller-feathering pump is electrically controlled by a P.B.S.I. on

N
the centre sloping instrument panel forward of the centre console on

O
I
the flight deck.

T
A
I
e
V
It transfers oil from the reduction gearbox auxiliary oil tank to the
A
propeller control unit in order to feather the propeller.

D
pl
R
O
The feathering pump is fitted to the front face of the RGB by four
F
X
m
nuts. ‘O’ rings must be fitted to the two oil transfer tubes, which
O
connect with ports in the auxiliary oil tank.

8
0
Sa
0
2
T
H
G
I
R
AA
Y
P
O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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P
37 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
38 Chapter 02
D
A
C
PROPELLER CONTROL UNIT

A
The propeller control unit (PCU) controls the pitch of the propeller in
N
response to signals from the Power and Condition levers and by an

O
I
internal governor.
T
A
I
e
V
It is fitted on the rear face of the reduction gearbox, on the propeller

A
centreline and driven by the propeller shaft.

D
pl
R
O
Five nuts and washers are used to secure the PCU adapter to the
F
X
m
RGB. The PCU is secured to the adapter by a V clamp.
O
8
0
An ‘O’ ring, supplied with the PCU, is fined to the inner rim of the front
Sa
0
2
mounting face.
T
H
Three oil transfer tubes are also supplied with the unit, to connect the
G
I
PCU to the reduction gearbox oil ports.

R
AA
Y
P
O
These supply boosted engine oil pressure, lubricating oil and

C
overspeed oil to the PCU.

©
A dowel positioned at three o’clock is used to locate the PCU on the

RGB.
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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P
39 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
40 Chapter 02
D
A
C
AC GENERATOR
A
The AC generator is a three Stage brushless machine, which has a

N
permanent magnet exciter.

O
I
T
A
It is driven from the rear face of the reduction gearbox and provides
I
e
V
200/115 volts A.C. frequency wild power for the aircraft electrical
A
system.
D
pl
R
O
It is lubricated and cooled by engine oil flow to the reduction

F
X
m
gearbox.
O
8
0
An adapter is secured to the engine by six nuts; the nuts securing
Sa
0
2
the AC generator transportation cover are also used to fit the

T
adapter.
H
G
I
The generator is then fitted to the adapter by a clamp. ‘0’ rings are
R
AA
Y
fitted on the adapter drive shaft and the inner rim of the adapter.
P
O
C
Small transfer tubes, for lubrication and cooling oil flow, complete
©
with ‘O’ rings, are positioned in the engine mounting pad and pass
O
through the adapter into the generator.
The generator has it’s own ‘O’ ring seal.

e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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P
41 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
42 Chapter 02
D
A
C
ENGINE STARTER The starter motor incorporates a sprag clutch for starter
A
The engine starter unit is mounted on the front face of the accessory disengagement. The clutch operates in an oil-filled compartment
N
drive casing right hand side. separated from the armature.

O
I
T
A
A spur gear, driven by the starter motor, meshes with another spur An adapter is secured to the engine by six nuts and the starter unit is
I
e
V
gear mounted on the centrifugal breather drive shaft. clamped to this adapter.
A
D
pl
R
A bevel gear, at the other end of this drive shaft, drives a bevel gear Another spur gear on the centrifugal breather shaft meshes with the
O
on an inclined drive shaft. fuel pump drive shaft which in turn drives through a bevel gear, the
F
X
m
oil pump drive shaft for the pressure and scavenge oil pumps.
O
A further bevel gear, at the bottom of the inclined shaft, meshes with
8
0
the HP rotor gearwheel. The spur gear driven by the starter, may also
Sa
0
2
be turned manually: from the rear face of the accessory drive

T
casing, the other end of the starter drive shaft.

H
G
I
R
AA
Y
P
O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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P
43 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 layout
M

E
44 Chapter 02
D
A
C
PCU PUMP & OVERSPEED GOVERNOR

A
The PCU Pump is mounted on the rear right hand face of the RGB.
N
Mounted on the PCU Pump and driven by the same shaft is the
O
I
overspeed governor.
T
A
P.C.U. PUMP
I
e
V
A
The pump is a gear type pump with integral check valve and
pressure relief valve.
D
pl
R
O
F
The purpose or the pump is to boost normal engine oil system supply
X
m
O
pressure to 980 +/- 30 p.s.i. to provide operating pressure for the

propeller.
8
0
Sa
0
2
The Overspeed Governor uses a supply of this output pressure.

T
PROPELLER OVERSPEED GOVERNOR

H
G
Its purpose is to prevent propeller overspeed, the governor is

I
R
described in more detail in the relevant section of the propeller

AA
Y
P
manual
O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
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A
D
AA
R
O
F
X
O
8
O
0
0
2
T
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P
45 Chapter 02
O

C
B1 layout
©
N O V E M B E R 2 0 0 8
e
pl
m
Sa
AA
O
CHAPTER 3 CONTENTS
OIL SYSTEM
DESCRIPTION 02
PRESSURE SYSTEM - GENERAL DESCRIPTION 06
ENGINE OIL COOLING DESCRIPTION AND OPERATION 08
e
OPERATION 12
Y
pl
ENGINE OIL COOLING DESCRIPTION AND OPERATION 18
M
FLAP ACTUATORS 26
E
D
REDUCTION GEARBOX AND AC GENERATOR 32

A
m
C
AC GENERATOR 36
A
TURBOMACHINE 38
N
Sa
PRESSURE SYSTEM POST MOD 40
O
I
FEATURES OF POST SB21346/21357/21358 ENGINES 42

T
A
SCAVENGE SYSTEM 44
I
V
OIL SYSTEM FLIGHT DECK INDICATIONS 46

A
D
AA
R
O
F
X
O
8
O
0
0
2
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1 Chapter 03
O

C
B1 oil system
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 oil system
M

E
2 Chapter 03
D
A
DESCRIPTION
C
The oil specification is laid down in P & W SB 20001.

A
GENERAL
N
In normal use the maximum fill level is 1 US Quart below the full mark.
O
A single ‘wet sump’ oil system provides lubrication and cooling for
I
T
the turbomachine, reduction gearbox, and A.C. generator, it also

A
OIL SYSTEM COMPONENT LOCATION

I
provides oil for the propeller pitch control system.
e
V
A
LEFT HAND SIDE OF THE ENGINE

D
Oil is stored in a tank (sump) which is integral with the rear inlet casing
pl
The oil system component location for the left-hand side of the
R
and situated below the engine centreline at approximately mid point

O
engine is illustrated below.

F
of the engine.
X
m
O
8
The tank has it’s own filler neck with a cap, contents sight glass screen
0
Sa
filter and magnetic particle chip detector. The chip detector is
0
2
mounted on the bottom right hand side of the tank. The capacity of
T
the tank is approximately 6 Imperial Gallons (7.2 US Gallons) (27.27

H
G
Litres).
I
R
AA
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P
The maximum consumption rate is 0.4 Imperial Pints (0.48 US Pints)

O
(0.23 Litres) per hour usually measured over a 10-hour period.

C
©
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4 Chapter 03
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A
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RIGHT HAND SIDE OF THE ENGINE

A
The oil system component location for the right hand side of the
N
engine is illustrated below.

O
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5 Chapter 03
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B1 oil system
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6 Chapter 03
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A
PRESSURE SYSTEM -
C
A
GENERAL DESCRIPTION
N
O
PUMP
I
T
A high capacity spur gear pump, driven by a spiral bevel gear in the
A
I
accessory gearbox which in turn is driven from the HP spool, supplies
e
V
A
oil from the oil tank to the engine lubrication system.

D
pl
R
The pump pack is located on the right hand side of the engine on
O
F
the rear inlet case and consists of one pressure pump and three
X
m
O
scavenge pumps.
8
0
Sa
The pressure feed from the pump is routed to an aircraft mounted
0
2
air-cooled oil cooler in Module 3.

T
H
G
A low temperature valve downstream of the pump relieves oil

I
R
pressure in excess of 260 p.s.i. back to the tank in cold start

AA
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conditions.
O
C
©
The pressure pump is the top one in the pump pack.

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7 Chapter 03
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8 Chapter 03
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A
ENGINE OIL COOLING DESCRIPTION AND

C
A
OPERATION
N
GENERAL
O
I
Each engine has its own oil supply which is independently cooled
T
A
by a nacelle mounted cooling system. The system comprises an air

I
e
V
cooled oil cooler, flexible delivery and return piping and a flap valve
A
controlled by two actuators. The actuator controlled flap valve

D
pl
R
modulates air flow through the oil cooler. The oil temperature can be
O
controlled automatically or manually. The two position manual switch

F
X
m
is located in the cockpit, on the weather radar panel.
O
8
0
Under manual control the OIL COOLER switch must be set OPEN,
Sa
0
2
both actuators are driven to their retracted positions causing the flap
T
valve to fully open.

H
G
I
In automatic control the OIL COOLER switch is in the de-selected

R
AA
Y
position, one actuator is extended so that the flap valve is partially

P
O
closed. The remaining actuator then drives the flap valve between
C
the partially open and the fully closed position depending on outputs
©
fed to it from a temperature controller. The temperature controller

O
monitors outputs from a temperature sensor fitted in the cooler outlet

manifold.
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10 Chapter 03
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DESCRIPTION TEMPERATURE CONTROLLER

A
The nacelle-mounted section of the engine oil system is located A temperature controller is located in each nacelle to process inputs
N
directly beneath each engine. from the sensor. Outputs from the controller are fed to drive one of
O
I
OIL COOLER the actuators, during automatic control only. These outputs are
T
A
The oil cooler is a fin and plate matrix type, using ram air to cool the isolated during manual control.
I
e
V
oil. The cooler comprises a core assembly to which are welded inlet TEMPERATURE SENSOR
A
and outlet manifolds. A combined pressure and temperature relief Each engine oil cooler carries a thermistor type temperature sensor
D
pl
R
valve is fitted to the outlet manifold, which also provides a threaded mounted in the outlet port of the oil cooler manifold. Outputs from
O
boss for a temperature sensor.

F
the sensor, proportional to oil temperature at the cooler outlet, are

X
m
DUCTING
O
fed to the associated temperature controller.

The ram air is delivered to the cooler by a fibreglass inlet duct, which
8
SWITCHES
0
Sa
connects with an intake immediately below the engine air intake.
0
Two switches, one for each engine oil cooling system, are located on
2
The ram air passes overboard via a fibreglass exhaust duct, through the centre sloping instrument panel. The switches are used to select
T
the nacelle left-hand sidewall.

H
the manual mode of oil cooling and the OPEN legend illuminates
G
FLAP VALVE when the flap valve is fully open.

I
R
A flap valve, located in the exhaust duct, controls the volumetric air
AA
Y
P
flow through the cooler. The valve shaft rotates in bearings, fitted to
O
C
brackets mounted in the ducting. The valve position is actuator

©
controlled.
ACTUATORS
O
Two identical linear actuators, located external to the duct in module

4 below the foreign object debris (FOD) duct, drive the flap valve via
an operating lever. The actuators operate in tandem to cover the full
operating range of the flap valve.
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12 Chapter 03
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OPERATION
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oil temperature, is required only under certain operating conditions,

A
MECHANICAL such as hot day take-offs. Flow is controlled by the flap valve in the
N
Oil ways pass through the oil cooler plates at right angles. Ram air cooler exhaust duct which is positioned by the actuator assembly.
O
I
from the inlet duct flows between the plates, absorbing heat from the
T
A
engine oil. The air passes overboard via the exhaust duct.
I
e
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A
Oil pressure and temperature within the oil cooler are controlled by
D
pl
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a combined by-pass and thermal control valve, located in a housing

O
on the cooler. The valve operates automatically, being controlled

F
X
m
by the expansion of wax in a capsule which is an integral part of the
O
valve.
8
0
Sa
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2
The valve provides a dual function, opening to allow oil to by-pass

T
the cooler when the cooler outlet oil temperature falls below 71ºC,
H
and opening when the oil pressure within the cooler exceeds 60 psig
G
I
(4.138bar). The valve closes at 81ºC and above.

R
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O
The bypass oilway runs across the oil cooler and the oil passing
C
through it transmits enough heat to prevent the oil viscosity in the

©
core increasing due to cold operating conditions.

O
Heat is transferred to the oil in the core, from the by-pass oilway, to
assist in re-establishing full oil flow after prolonged operation in the
'bypassed ' condition.
Maximum flow of ram air through the cooler, to maintain the desired
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14 Chapter 03
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A
C
CIRCUIT OPERATION The 28v dc supply is now fed from connection C-E of actuator “B”
A
The two actuators are mechanically linked and operate in tandem. {1KG2} to energize the coil of relay {1KG8}.
N
The actuator connected to the flap valve operating lever is the

O
I
modulating actuator during automatic control. At the same time modulating actuator “A” {1KG5} is driven to the
T
A
retracted position by a 28v dc supply fed from the No 1 essential

I
e
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NOTE : As the left and right circuits for oil cooling actuator control are busbar via: Circuit breaker {1KG4}, Contacts 7 - 8 of switch {1KG1},
A
similar only the left circuit description is given. Contact C and closed retract limit switch in actuator “A” {1KG2}.
D
pl
R
(Shown as a GREEN dotted line)

O
MANUAL CONTROL
F
X
m
Manual control of the engine oil cooling is selected by pressing the When actuator “A” {1KG2} travel reaches the fully retracted position,
O
switch {1KG1} which causes both actuators “A” AND “B” to drive to the limit switch changes over to interrupt the supply from connection
8
0
the retracted position, thus fully opening the flap valve. When switch C to the retract field of the actuator. (Shown as a GREEN solid line)
Sa
0
2
{1KG1} is selected to OPEN, actuator “B” {1KG2} is driven to the

T
retracted position by a 28v dc supply fed from the No 1 essential The 28v dc supply is now fed from connection C-E of actuator “A”
H
busbar via:
G
{1KG5}, via contacts Bl-B2 of energized relay {1KG8}, to illuminate

I
the OPEN legend of switch {1KG1}.

R
AA
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Circuit breaker {1KG3}, Contacts 3-2 of switch {1KG1}, Contact C

P
O
and closed retract limit switch in actuator “B” {1KG2}. (Shown below The switch OPEN legend can also be illuminated by the filament
C
as a RED dotted line)

©
press-to-test facility.
O
When actuator “B” {1KG2} travel reaches the fully retracted position
the limit switch changes over to interrupt the supply from connection
C to the retract field of the actuator. (Note diagram below shows this
condition with blue lines)
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16 Chapter 03
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AUTOMATIC CONTROL
A
During the automatic mode of operation, switch {1KG1} is de-

N
selected and actuator “B” {1KG2} is driven to the extended position

O
I
by a 28v dc supply fed from the No 1 essential busbar via: Circuit

T
A
breaker {1KG3}, Contacts 3-1 of switch {1KG1}, Contact B and

I
e
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closed (extend) limit switch in actuator “B” {1KG2}. (Shown as a RED

A
dotted line) This action positions the flap valve partially closed
D
pl
R
depending on oil temperature.

O
F
X
m
The position of the modulating actuator “A” {1KG5} will now vary by
O
either extending or retracting dependent on the outputs fed from

8
0
the temperature controller {1KG6}. The extend (close flap valve)
Sa
0
2
signal is fed via contacts 9-11 of switch {1KG1}. The retract signal
T
(open flap valve) is fed via contacts 6-8 of switch {1KG1}. This
H
modulates the valve position between partially open (set by actuator

G
I
“B” 1KG2) and closed depending of the output from temperature

R
AA
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sensor {1KG7}. The temperature controller is powered by a 28v dc

P
O
supply fed from the No 1 essential busbar via circuit breaker {1KG4}.
C
Inputs from the sensor, proportional to oil temperature, are processed

©
by the controller which provides the necessary directional drive

O
outputs to the actuator. Under normal conditions the oil temperature

is maintained within operating limits automatically.
NOTE : Dependant upon the SB state of the aircraft the circuit codes
above in {} may be different from those quoted.
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18 Chapter 03
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A
ENGINE OIL COOLING DESCRIPTION AND

C
A
OPERATION
N
O
FOR AIRCRAFT POST SB ATP-79-19 (MOD 35207 A)

I
T
A
GENERAL
I
e
V
A
Each engine has its own oil supply which is independently cooled
D
by a nacelle mounted cooling system. The system comprises an air
pl
R
cooled oil cooler, flexible delivery and return piping and a flap valve.
O
F
The actuator controlled flap valve modulates air flow through the oil
X
m
O
cooler. The oil temperature can be controlled automatically or

8
manually. The two position manual switch is located in the cockpit,

0
Sa
on the weather radar panel.
0
2
T
H
G
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O
C
©
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20 Chapter 03
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C
OIL COOLER TEMPERATURE CONTROL SWITCH

A
The oil cooler is a fin and plate matrix type, using ram air to cool the A solid state type temperature control switch is mounted in the outlet
N
oil. The cooler comprises a core assembly to which are welded inlet port of the oil cooler manifold. As the oil temperature, at the oil
O
I
and outlet manifolds. A combined pressure and temperature relief cooler outlet, falls to 87oC ± 1.5oC, a signal from the switch is fed
T
A
valve is fitted to the outlet manifold, which also provides a threaded to extend the actuator arm. This action closes the flap valve to the
I
e
V
boss for a temperature control switch. 30o position. As the oil temperature rises above 95oC ±3o C, the
A
signal is reversed to open the flap valve to the 90o position.

D
pl
R
Under manual control the OIL COOLER switch must be set OPEN, the TEMPERATURE CONTROLLER, TEMPERATURE SENSOR
O
single actuator is driven to the retracted position causing the flap The temperature controller and Temperature Sensor are NOT fitted on
F
X
m
valve to fully open. post SB aircraft as the Temperature Control Switch performs the
O
function of both of these components.

8
0
In automatic control the OIL COOLER switch is in the de-selected SWITCHES
Sa
0
2
position, the actuator is retracted or extended, as appropriate, by a The location and function of the oil cooler switches are identical to
T
temperature control switch which positions the flap valve at either the Pre SB aircraft.
H
fully open 90o or partially open 30o. The temperature control switch OPERATION MECHANICAL
G
I
is fitted in the cooler outlet manifold. This is identical to pre SB aircraft .

R
AA
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DUCTING
P
O
The ducting system is identical to the pre SB aircraft.

C
FLAP VALVE
©
The flap valve is identical to the pre SB aircraft.

O
ACTUATOR
A single linear actuator, located in module 4 below the foreign
object debris (FOD) duct, drives the flap valve via an operating
linkage assembly. The actuator operates the flap valve in the fully
open, (90o), or the partially open, (30o), position.
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22 Chapter 03
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A
C
CIRCUIT OPERATION AUTOMATIC CONTROL

A
NOTE : As the left and right circuits for oil cooling actuator control are During the automatic mode of operation, switch {1KG1} is de-
N
similar only the left circuit description is given. selected and actuator {1KG16} is driven to the retracted position
O
I
MANUAL CONTROL by a 28v dc supply fed from the No 1 essential busbar via:
T
A
Manual control of the engine oil cooling is selected by pressing the Circuit breaker {1KG18}, Contacts 11-9 of switch {1KG1}, Contacts
I
e
V
switch {1KG1} which causes the actuator to drive to the retracted B2-B3 of the de-energized relay {1KG8}, Contact 3 and closed
A
position, thus fully opening the flap valve, to the 90o position. (retract) limit switch in actuator {1KG16}.
D
pl
R
O
When switch {1KG1} is selected to OPEN, actuator {1KG16} is driven The position of the actuator arm will now vary, extended or retracted,
F
X
m
to the retracted position by a 28v dc supply fed from the No 1 dependent on the output fed from the temperature control switch.
O
essential busbar via: As the oil temperature, at the oil cooler outlet, falls to 87oC ±1.5oC
8
0
Circuit breaker {1KG18}, Contacts 11-10 of switch {1KG1}, Contact a 28v dc signal is fed, from the switch to the relay. The signal is then
Sa
0
2
3 and closed (retract) limit switch in actuator {1KG16}. fed to extend the actuator arm. This action partially closes the flap
T
valve to the 30o open position. A rise in oil temperature past 95oC
H
When actuator {1KG16} travel reaches the fully retracted position ±3oC will de-energize the relay, diverting the 28v dc signal to retract
G
I
the limit switch changes over to interrupt the supply from connection the actuator, thus fully opening the flap valve.
R
AA
Y
3 to the retracted field of the actuator.

P
O
C
The 28v dc supply is now fed from connection 3-5 of actuator

©
{1KG16} to illuminate the OPEN legend of switch {1KG1}.

O
The switch OPEN legend can also be illuminated by the filament

press-to-test facility.
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24 Chapter 03
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C
OIL COOLER FLAP INDICATION

A
The oil cooler press to open PBSI is located on the centre sloping
N
panel.
O
I
T
A
It should be selected only when full ram air is required for the oil
I
e
V
cooler (i.e. oil temperature in excess of 100oC). Normally this would

A
only be during taxi / takeoff in hot climatic conditions, or prolonged

D
pl
R
engine operation in reverse pitch mode.

O
F
X
m
During normal operation, the oil cooler flap valve is controlled by an
O
automatic temperature control circuit (described earlier) that

8
0
operates the actuator system.
Sa
0
2
T
On selection of the PBSI to OPEN, the flap valve will move to the fully
H
open position (90o) and remain there until de-selected.

G
I
R
AA
Y
P
O
C
©
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26 Chapter 03
D
A
FLAP ACTUATORS
C
A
TWIN SYSTEM
N
Two actuators are fitted in the air cooled oil cooler installation, in
O
I
each engine nacelle. Both actuators are identical offset linear types,
T
A
powered by split field series wound dc motors.

I
e
V
An electromagnetic brake is incorporated into the motor to minimise

A
actuator arm overrun. Actuator arm stroke length and stroke range
D
pl
R
is controlled by internal limit micro switches, operated by adjustable

O
trip mechanisms.
F
X
m
O
SINGLE SYSTEM
8
0
The post SB ATP-79-19 (Mod 35207 A) aircraft has a single actuator
Sa
0
2
and its construction is the same as above.

T
H
NOTE : Actuator arm stroke length and stroke range is set by the
G
I
manufacturer and requires no further adjustment.

R
AA
Y
P
O
C
©
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28 Chapter 03
D
A
C
OIL PRESSURE REGULATING VALVE This action will reduce the main oil pressure supply, by increasing the
A
From the oil cooler there is a parallel oil flow to the oil out return flow to the pressure pump inlet.
N
pressure-regulating valve (PRV).

O
I
As the oil pressure reduces, the air pressure, assisted by the spring, will
T
A
The PRV maintains a constant oil pressure differential in relation to return the piston valve back to it’s neutral position, when both
I
e
V
the air pressure in the Nos., 3 and 4 engine bearings cavity when pressures equalise.
A
compared with the oil pressure at the Nos. 1 and 2 engine bearings
D
pl
R
cavity. The PRV maintains an oil pressure differential of 55 to 65 p.s.i. (in the
O
cruise setting) via a spring when compared with the air pressure at
F
X
m
The PRV comprises a valve body with five connections housing a the bearing labyrinth seals.
O
piston valve inside a ported sleeve.

8
0
The difference between the oil pressure to the PRV and air pressure
Sa
0
to the labyrinth seals is identified as ‘p.s.i.d. and is the pressure

2
Three of the connections are used for oil supplies and control, the fifth
indicated on the flight deck oil pressure gauge.
T
connection is used for Nos. 3 and 4 bearing cavity air sensing

H
pressure.
G
I
If labyrinth air pressure increases, oil pressure will increase

R
AA
Y
Oil pressure from the Nos. 1 and 2 bearing oil supply pipe acts on the proportionally to maintain the differential. A connection on the PRV
P
O
head of the piston valve which is opposed by air pressure from the is supplied to an oil pressure transducer for flight deck oil pressure
C
Nos. 3 and 4 bearing cavity and is assisted by a spring. indication.

©
When both pressures are equal, the piston valve will assume a neutral This same supply is also connected to an oil pressure differential
position connecting the ‘in’ and ‘out’ ports. switch, which when activated, illuminates a RED ENG 1(2) OIL PRESS
indication on the CWP.
If the oil pressure to the bearings increases, the piston valve will
overcome the air and spring pressure and move the valve along The switch operates at 45 p.s.i. with increasing pressure and 37 +/-
the sleeved port. 3 p.s.i. with decreasing pressure.
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30 Chapter 03
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A
C
MAIN PRESSURE FILTER

A
The main pressure filter is rated at 10 micron.

N
O
I
The filter is a disposable type with an integral bypass valve built into
T
A
the filter housing, designed to bypass oil around the filter without
I
e
V
disturbing any debris collected on the filter element when the oil
A
pressure differential across the filter increases to 40 p.s.i..

D
pl
R
O
NOTE : There is no indication of full bypass

F
X
m
O
Also fitted on the filter housing is a pressure differential switch to

8
0
indicate impending bypass, it operates at 25 p.s.i.d. and illuminates
Sa
0
2
an AMBER ENG OIL FILTER 1(2) LEGEND.

T
H
Oil supply from the filter is then distributed to the turbomachine and
G
I
RGB.
R
AA
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©
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32 Chapter 03
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A
REDUCTION GEARBOX AND AC

C
The passages are arranged so that only the feathering pump can
A
GENERATOR draw oil from the bottom of the tank, this is to ensure that the
N
propeller can be feathered even if there is a loss of the total engine

O
PRESSURE SYSTEM
I
oil contents.
T
Oil is supplied to the reduction gearbox (RGB) and AC generator via

A
I
a fuel heater and a fuel cooled oil cooler (FCOC).
e
V
The PCU receives oil from the feathering pump and/or the PCU pump
A
plus governed pressure from the overspeed governor when in the

D
The FCOC is oil to fuel heat exchanger, which is located on the right
pl
R
governing mode.
side of the engine immediately to the rear of the RGB on the front
O
F
inlet casing.
X
m
Pressure oil from the PCU actuates the propeller pitch change
O
mechanism i.e. it changes propeller pitch.

8
It is separated into two compartments. Oil enters one compartment

0
Sa
and is cooled by the surrounding fuel before delivery to the RGB.
0
Cooling and lubricating oil is also fed to the AC generator through

2
the generator-mounting pad.

T
A thermostatic bypass valve controls oil outlet temperature between

H
G
70 and 81°C.
I
A further supply from the top of the auxiliary tank is distributed through
R
AA
Y
internal galleries to the reduction gears and accessory gear trains

P
Inside the RGB the oil flows into a reservoir that is part of the casting,
O
and the RGB bearings.

this reservoir is called the ‘auxiliary oil tank’.
C
©
It is pressurised by the oil supply and remains full of oil, even when the
O
engine is not running. Oil from the auxiliary tank flows, by internal
passages and tubes to the electric feathering pump and the
propeller control unit (PCU) pump.
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34 Chapter 03
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A
C
SCAVENGE SYSTEM NOTE 1 : There is no indication of full bypass.

A
RGB scavenge oil drains into a cavity fitted with a magnetic particle
N
chip detector that is fitted in the bottom right hand side of the RGB NOTE 2 : The same CWP warning is used for both pressure and
O
I
casting. The oil is then routed via a pipe from the left side of the RGB scavenge filters.
T
A
to the left side of the front inlet case. PROPELLER LOW OIL PRESSURE SWITCH
I
e
V
A propeller low oil pressure warning switch is located between the

A
The pipe is looped upwards to prevent oil siphoning to the RGB sump PCU pump and the PCU.
D
pl
R
and vice versa if the aircraft is parked in a nose up or down situation.

O
At the front inlet casing the oil is routed via an internal oil way around
F
The switch will illuminate an AMBER CWP PROP 1(2) OIL PRESS warning
X
m
the inlet rear lip and helps prevent ice formation. when the propeller operating oil pressure reduces to 200 p.s.i..
O
8
0
From the internal oil way oil is routed to a scavenge filter fitted with
Sa
0
2
a pressure differential switch to indicate impending bypass, it

T
operates at 25 p.s.i.d. and illuminates an AMBER ENG OIL FILTER 1(2)

H
Legend.
G
I
R
AA
Y
The filter is a disposable type with an integral bypass valve built into
P
O
the filter housing, designed to bypass oil around the filter without
C
disturbing any debris collected on the filter element when the oil
©
pressure differential across the filter increases to 40 p.s.i..

O
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35 Chapter 03
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36 Chapter 03
D
A
AC GENERATOR
C
A
OIL SCAVENGE SYSTEM

N
O
The oil scavenge pipe from the A.C. generator contains a magnetic
I
T
particle chip detector and a screen to protect the main oil system
A
I
against contamination from generator failure.
e
V
A
D
The magnetic particle chip detector for the A.C. generator is located
pl
R
on the LH side face of the reduction gearbox, just above the left
O
F
engine mounting.
X
m
O
8
The A.C. generator oil scavenge pump which is located above the
0
Sa
RGB pump in the pump pack, returns the AC generator scavenge oil
0
2
to the main tank, via a check valve and scavenge filter that is
T
identical to the RGB filter.

H
G
I
R
Should the generator oil scavenge line become blocked, a build up

AA
Y
P
of oil in the generator is prevented by an overflow back-up drain

O
pipe which drains oil via a third port in the generator drive pad.
C
©
All three oil lines have screen filters fitted to prevent ingress of debris.
O
The return oil is returned to the oil tank via the RGB return pipeline
already described.
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37 Chapter 03
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38 Chapter 03
D
A
TURBOMACHINE
C
Oil nozzles lubricate No. 7 bearing direct.

A
PRESSURE SYSTEM PRE MOD

N
The oil pipelines to bearings 6 and 7 has a restrictor which reduces

O
The oil flow is fed to the turbomachine shaft bearings and accessory
I
oil pressure by 9 p.s.i..

T
drive bearings and gears via a temperature transmitter that provides

A
I
indication of oil temperature on the flight deck triple gauge.
e
V
This is because the air pressure to pressurise the labyrinth seals at

A
these bearings is of lower value than any of the other bearing

D
The oil supply to bearings 3, 4, 5, 6 and 7 is regulated by a bearing
pl
R
positions.
oil regulator (check valve) which is closed below 40% NH.
O
F
X
m
Strainers are fitted in each oil supply pipe to all bearing spray nozzles.
O
This valve is necessary because at low engine rpm, especially during

8
motoring cycles, there is insufficient airflow to pressurise the bearing

0
Sa
labyrinth seals that would cause the bearings to flood.
0
2
T
Oil is directed onto the shaft bearings by spray nozzles. Bearings 1 to

H
G
6 are lubricated and cooled by oil passing through the inner

I
R
races via ‘oil catchers’.

AA
Y
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©
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40 Chapter 03
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A
PRESSURE SYSTEM POST MOD

C
A
POST SB 20849 ENGINES

N
O
To improve oil pressure regulating during start, the oil line to the No’s
I
T
1& 2 bearings supplies reference oil pressure to operate the pressure

A
I
regulating valve.
e
V
A
D
Reference oil supply for the cockpit gauge and pressure switch CWP
pl
R
warning is from the oil supply to the No’s 6 & 7 bearings.

O
F
X
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0
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41 Chapter 03
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B1 oil system
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42 Chapter 03
D
A
FEATURES OF POST SB21346/21357/21358

C
On post SB21346 engines, oil drains from No’s 3,4 and 5 bearing
A
ENGINES cavity scavenge lines into and accumulator. A scavenge pump

N
empties the accumulator and returns the oil to the tank. The No’s 6
O
REASON
I
& 7 bearing cavity oil is scavenged through and external tube

T
To reduce the possible oil contamination of the bleed air system

A
connected to the scavenge pump.

I
from No3 and 4 bearing area during start-up of the engine.
e
V
CHECK VALVE
A
VENT AND BREATHER SYSTEM

D
The check valve now consists of a piston valve and spring installed
pl
R
On Post SB21358 engines, the No’s 3 & 4 bearing cavity is also vented
in a sleeve incorporating oil ports. The sleeve is secured in position by
O
externally to the accessory gearbox through tubes and a check

F
a retaining ring. Classified shims are used to adjust the valve. During
X
m
valve. When the valve opens, it drops bearing cavity pressure,
O
starting and shut-down, the valve stops oil going to No’s 3,4,5,6 and
increasing the differential pressure across the No4 bearing seal.
8
7 bearings at low engine speeds. This is accomplished by installing

0
Sa
a centrifugal type booster oil pump on the starter shaft, which is
0
2
directly coupled to the HP compressor rotor. During engine start,

T
pressurised oil is supplied to one side of the piston valve (aft). As

H
G
pressure increases, the piston moves axially, overcoming the

I
R
opposing spring and main oil pressure to uncover ports in the sleeve
AA
Y
P
allowing oil pressure to the No’s 3,4,5,6 and 7 bearings. Depending

O
on oil temperature the vale starts to open at @ 20% NH and is fully

C
©
open at 60%NH.
TURBO-MACHINERY SCAVENGE SYSTEM
O
Oil from the accessory casing and the No1 bearing cavity is
scavenged by gravity. The No2 bearing cavity is scavenged through
a venturi by gravity aided by pressure oil, which induces a jet-pump
action.
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44 Chapter 03
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A
SCAVENGE SYSTEM
C
A
Oil from the accessory casing and No. 1 bearing cavity is

N
scavenged by gravity direct to the oil tank.

O
I
T
A
Oil from No. 2 bearing cavity is scavenged through a venturi by

I
e
V
gravity assisted by pressure oil feed which induces a jet pump action.
A
D
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Oil is scavenged from 3, 4, and 5 bearing cavities by gravity assisted

O
by air leakage from the bearing labyrinth seals.

F
X
m
O
Nos. 3 and 4 bearing scavenge is further assisted by P3 air through

8
0
the accessory drive casing.
Sa
0
2
T
Oil is scavenged from Nos. 6 and 7 bearings by a pump located

H
immediately below the pressure pump in the oil pump pack and by
G
I
air leakage from the bearing labyrinth seals.

R
AA
Y
P
O
Strainers are fitted upstream of the bearing cavities to protect the

C
scavenge pumps from contamination.

©
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45 Chapter 03
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46 Chapter 03
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A
OIL SYSTEM FLIGHT DECK INDICATIONS

C
ENG 1 (2) OIL FILTERS WARNING

A
OIL PRESSURE/TEMPERATURE GAUGES An AMBER ENG OIL FILTER 1/2 warning will illuminate on the CWP if
N
debris causes an impending bypass to occur on either the pressure

O
The oil pressure/temperature gauges for each engine are located on

I
or scavenge filter assemblies.

T
the centre instrument panel, bottom right and left hand corners.
A
I
e
V
If no other abnormal indications occur in flight, then the flight may be

A
Each gauge consists of a triple indicator showing oil pressure and

continued without engine shut down.
D
temperature on the side scales and the fuel temperature on the
pl
R
upper scale.
O
If other abnormal indications are observed then the engine must be

F
X
m
shut down.
O
The scale readings are colour coded against specific pressures and
8
temperatures.
0
On the ground a precautionary shut down is recommended.
Sa
0
2
Oil temperature is measured by a transmitter located in the oil supply

T
pipe to the Nos. I, 2, 3 and 4 bearings of the turbomachine.

H
G
I
R
A transducer connected to the oil pressure-regulating valve

AA
Y
P
measures oil pressure; the transducer is located on the left-hand side

O
of the rear inlet casing outboard of the pressure filter.

C
©
LOW OIL PRESSURE WARNING

A RED ENG OIL PRESS 1(2) warning will illuminate on the CWP if the oil
O
pressure falls below 37+/- 3 p.s.i.d. In this event the engine must be
shut down.
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48 Chapter 03
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A
C
MAGNETIC PARTICLE CHIP DETECTORS

A
Three magnetic chip detectors are fitted to each engine oil system
N
to monitor the condition of oil lubricated rotating assemblies.

O
I
T
A
The chip detectors collect metallic particles which may be present

I
e
V
in the oil due to damage or wear.

A
D
pl
R
When the build-up of particles is sufficient to bridge the electrical

O
contacts within anyone or more detectors, a supply becomes

F
X
m
available at the contacts of a switch.
O
8
0
When the switch is pressed on the right side console the circuit is
Sa
0
2
completed so that the AMBER warning indicator comes on.

T
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50 Chapter 03
D
A
C
FOURTH CHIP DETECTOR

A
A fourth magnetic chip detector can be fitted to the scavenge line

N
of the No.5 bearing.

O
I
T
A
A doll’s eye indicator, located in module 1, shows BLACK/WHITE when

I
e
V
the chip detector is contaminated.

A
D
pl
R
Chip detectors are located as follows:

O
F
X
m
Generator oil cooling circuit
O
Reduction gearbox (RGB)

8

0
Oil tank
Sa
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AIR SYSTEMS
DESCRIPTION - GENERAL 02
COOLING AND SEALING 06
AIRCRAFT SYSTEMS AIR SUPPLIES 16
e
HANDLING BLEED VALVE 20
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SHROUD BLEED 24
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2 Chapter 04
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A
DESCRIPTION - GENERAL
C
Labyrinth seals also ensure that the low air pressure regions of the
A
Air from the low-pressure (P2.5) and high-pressure (P3) compression engine remain separated from high air pressure regions within the
N
stages of the engine is used for: - engine.

O
I
T
A
Sealing bearing cavities. The labyrinth seals are pressurised by P 2.5 or P3 air.
I
e
V
Assisting oil scavenging.

A
Internal engine cooling. An air-switching valve ensures adequate air supply to the seals during
D
pl
R
External engine services. engine starting; this is because only the HP spool is turned by the
O
starter motor.
F
X
m
Approximately 75% of the engine air is used for these purposes the
O
remaining 25% being used for combustion. This is achieved by directing P 3 air to those areas normally
8
0
pressurised by P2.5 supply.
Sa
0
2
Labyrinth seals are used throughout the turbomachine to seal the air
T
to oil passages.
H
G
I
A labyrinth seal is a multi-grooved ring, located on the engine main

R
AA
Y
drive shafts, which rotates inside a close fitting stationary plain ring.
P
O
C
This arrangement prevents oil leakage across the seal by applying air
©
pressure on one side of the seal to oppose oil pressure from the other
O
side.
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4 Chapter 04
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A
C
AIR SWITCHING VALVE AIR SWITCHING VALVE FAULTS

A
The air switching valve, located on the intercompressor case RH side

RESULT OF VALVE JAMMED IN P2.5 POSITION
N
above the rear engine mount, and comprises a housing containing

O
Below 40% NH there will be insufficient air pressurising the bearing so

I
an inlet port, through which P3 air flows to an external adapter.

T
the bearings will flood causing oil contamination of the compres-

A
I
sors.
e
V
The housing also has a piston with two lands in a cylindrical bore.
A
The larger land at the base of the cylinder connects to P2.5 air
D
pl
RESULT OF VALVE JAMMED IN P3 POSITION
R
supply.
O
Above 40% NH there will be a high air pressure at the bearing

F
X
m
The smaller land connects P3 air through the cylinder to the external assemblies, this will cause over-aeration of the oil and the centrifugal
O
adapter. During engine starting the piston shuts off intercompressor breather will be overloaded resulting in oil being dumped into the air
8
0
air by spring pressure, because there is no P2.5 during start. vent system and oil consumption increasing.
Sa
0
2
T
This action allows P3 from the gas generator inlet port to pass through
H
the bore of the housing and out through the external adapter. At.
G
I
40% NH, P2.5 air pressure, acting on the larger surface area piston,
R
AA
Y
overcomes the spring pressure and the piston is moved off it’s seat.
P
O
C
This permits the cooler P2.5 air to flow through the bore and external
©
adapter. P3 airflow is shut off by the piston movement.

O
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6 Chapter 04
D
A
COOLING AND SEALING

C
A
NOS. 1 & 2 BEARINGS

N
O
Air from the switching valve is delivered through external and internal
I
T
transfer tubes to the inside of the power turbine shaft via a union with
A
I
carbon seals.
e
V
A
D
Holes in the shaft direct the air to the seals and cavity of the Nos. 1
pl
R
and 2 bearings.
O
F
X
m
O
The air is then vented through the centrifugal breather, mounted on

8
the accessory gearbox.

0
Sa
0
2
T
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P
O
C
©
O
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Sa
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8
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NOS. 3 & 4 BEARINGS

A
The seals and cavity of No.3 bearing are cooled and pressurised by
N
P2.5 air through internal passages.

O
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No.4 bearing and seals are cooled and pressurised by P2.5 air
I
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internally and P2.5 air from No.3 bearing cavity through the space
A
between the HP and LP compressor drive shafts.

D
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O
The air exhausting from the Nos.3 and 4 bearing cavities is also used
F
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to assist oil scavenging (blow down).
O
8
0
The air then vents through the accessory gearbox drive shaft casing
Sa
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and the centrifugal breather.

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NO 5 BEARING
A
The No 5 bearing cavity and seals are cooled and pressurised by

N
P2.5 air supplied through an internal passage from a vent at the rear
O
I
of the HP compressor impeller and internal nozzles.

T
A
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This air is also used to assist oil scavenging.

A
D
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The air is then vented to the exhaust unit and overboard. P2.5 or P3
O
cooling and pressurising air for Nos.6 and 7 bearing cavity and seals
F
X
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is supplied through holes in the power turbine shaft.
O
8
0
The bearing cavity is vented by an internal transfer tube through the
Sa
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turbine support case then via an external pipe to the accessory

T
gearbox.
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TURBINE SECTION COOLING It is ducted through the end of the power turbine shaft where it
A
The HP turbine vane ring is cooled by P3 air taken from the outer passes through holes in the stub shaft to cool the front and rear face
N
casing of the combustion chamber liner. of the first stage turbine disk and the front face of the second stage
O
I
power turbine disk.

T
A
The air enters the hollow HP turbine vanes through the outer vane
I
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attachments and exits through holes in the vane trailing edges and The rear face of the second stage power turbine disk is also cooled
A
the top of the blades. by P2.5/P3 air directly from the end of the power turbine shaft.
D
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O
The HP turbine disk is - cooled front and rear by P3 air from internal The cooling air from the power turbine disks is discharged into the
F
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nozzles. This air also passes through holes in the HP turbine front cover, exhaust stream.
O
over the blades and through hollow passages in each blade, to cool
8
0
the turbine.
Sa
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T
It is finally discharged into the gas flow through holes in the blade
H
trailing edges.
G
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The LP turbine discs and blades are cooled by P3 air which passes
P
O
through holes in the HP turbine disk assisted by air which leaks from
C
the labyrinth seals at No.6 bearing.

©
The power turbine section is cooled by P2.5/P3 air, dependant on

the switching valve position.
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ENGINE BREATHER The air passes around the tips of the impeller and through ducts to
A
The engine breather is located on the front face of the accessory the inside of the breather shaft where it is exhausted by an internal
N
gearbox, at the 12 o’clock position, It is a conventional centrifugal stub pipe to atmosphere.

O
I
type driven from the HP rotor shaft via the starter motor inclined
T
A
gearshaft and the accessory drive coupling gearshaft. NOTE: On aircraft fitted with P & W 126A engines, the breather outlet
I
e
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pipe is ducted into the exhaust pipe to join with exhaust gas flow at
A
The breather drive shaft forms an extension of the accessory drive a mounting on the top right hand side of the turbine support case.
D
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coupling gearshaft. The breather is a partially enclosed

O
forward-facing centrifugal impeller with oil outlet holes around its

F
X
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outer rim.
O
8
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The breather drive shaft, on which the impeller is mounted, is
Sa
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supported by a ball race on front of the shaft and a roller bearing at

T
the rear of the shaft.

H
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A roller bearing supports the impeller shaft at the forward breather

R
AA
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outlet housing.
P
O
C
The breather housing is sealed by carbon seals, located at each

©
end of the impeller shaft.

O
The air and oil mixture passes into the centrifugal breather from the
front and is flung outwards by centrifugal force.
The heavier oil droplets pass through the oil outlet holes around the
outer rim and drains back into the gearbox.
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AIRCRAFT SYSTEMS AIR SUPPLIES

C
P3 AIR SUPPLIES
A
GENERAL The P3 air supply port passes air through the High Pressure Bleed and
N
Shut off Valve (H.P.B.S.O.V.) and the pre-cooler.

O
P2.5 and P3 air for aircraft systems use is supplied by two ports on the
I
T
engine. P2.5 (low pressure) air is used in the majority of flight

A
Downstream of the pre-cooler, the HP or LP air supplies connect into

I
conditions while P3 (high pressure) air is only used when P2.5 air
e
V
the ECS supply duct.

A
pressure or its associated air temperature, is inadequate, i.e. during

D
ground operation and also during some areas of the aircraft descent
pl
R
phase. A tapping taken from this ECS duct supplies air for the airframe
O
deicing system and other aircraft systems.

F
P 2.5 AIR SUPPLIES

X
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O
The P2.5 air supply port, located on the intercompressor case, ducts
Upstream of the H.P.B.S.O.V. are tappings that supply air for the
8
air into a ‘Y’ junction pipe.

0
Rudder Booster and the Foxer Unit.
Sa
0
2
One branch of the pipe junction supplies air via an LP flow limiting
T
The H.P.B.S.O.V. will close automatically when the HP bleed air

H
venturi and check valve to the Environmental Control System (ECS).

pressure exceeds pre-determined values.
G
The other branch of the pipe junction ducts the air supply through a
I
R
Handling Bleed Valve (H.B.V.) to a pre-cooler heat exchanger. This

AA
Y
P
air, having provided a cooling medium for HP air supplies, is

O
C
exhausted to atmosphere through the engine nacelle.

©
NOTE : Only one branch of the ‘Y’ pipe is under flow conditions at
O
any one time.

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FLOW LIMITING VENTURI AND CHECK VALVE

A
The LP Flow Limiting Venturi section of this unit allows unrestricted

N
airflow until the choke point of the venturi is reached, from this point
O
I
onwards the flow rate is restricted.

T
A
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This ensures that in the event of a duct failure, the resultant air leak
A
does not cause a serious loss of engine performance.

D
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O
When the H.B.S.O.V. is open, there would tend to be a flow of HP air

F
X
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into the LP compressor.
O
8
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This reverse flow is prevented by a check valve that will move to the
Sa
0
2
closed position when a positive pressure differential is sensed at the

T
outlet port. When a negative pressure differential is sensed at the

H
outlet port, the valve is held open by a spring.

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HANDLING BLEED VALVE

C
When the EEC signal energises the torque motor, the servo valve will
A
open and bleed off P2.4 air pressure to P Amb. The resulting pressure
DESCRIPTION AND OPERATION
N
drop across the piston allows P2.5 air pressure to open the piston
O
During normal engine operation in certain steady states and transient

I
valve and bleed off the excess air pressure.

T
conditions, a percentage of the LP compressor delivery air (P 2.5)

A
I
must be bled off to prevent compressor surge.
e
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The H.B.V. remains closed at cruise power and above. At altitudes

A
above 15,000 ft the H.B.V. is opened during engine acceleration

D
This bleed air is also used to cool P 3 air supplies to the Environmental
pl
R
and deceleration when the EEC senses PLA movement.

Control System and reduce engine noise.
O
F
X
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It re-closes when NH reaches the PLA set point within a 2% tolerance.
O
The handling bleed valve consists of a two piece housing body with
Below 15,000-ft engine deceleration opens the H.B.V. However for
8
inlet and outlet ports containing a piston valve in a pneumatic

0
slam accelerations the bleed valve is held shut to provide rapid
Sa
operated cylinder.
0
engine acceleration In the case of re-slam accelerations, the bleed

2
valve is opened to provide an adequate surge margin.

T
Attached to the body is a torque motor operated servo valve that

H
G
controls the pneumatic pressure to the piston.

I
CAUTION : IN THE EVENT OF EEC FAILURE, RAPID ENGINE ACCELERATION

R
AA
Y
AND DECELERATION MUST BE AVOIDED AS THE HANDLING BLEED

P
The regulation of the handling bleed airflow is accomplished by the VALVE WILL BE INOPERATIVE.
O
torque motor operated servo valve that is controlled by EEC signals.

C
©
The servo valve is supplied with P2.4 air pressure from a tapping off NOTE : The restrictor fitted to the H.B.V. is matched to it, in service,
one of the compressor diffuser pipes. When the torque motor is both components should remain together.
O
de-energised the servo valve directs P2.4 air pressure, which is

greater than P2.5 air pressure, into the upper chamber of the piston
valve assembly and the valve will remain closed.
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HANDLING BLEED VALVE CONTROL

A
Each engine has a Handling Bleed Valve, which is opened by a

N
solenoid controlled by the respective E.E.C.

O
I
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A
If there are any power surges in the engine, the EEC will command
I
e
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the Bleed Valve to open to relieve the excess pressure to the

A
atmosphere by energising the solenoid via the de-energised relay 1

D
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KT 1.
O
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When the Environmental Control System (E.C.S.) is operating, a BLEED
O
INPUT 1 connection from the Emergency busbar via the ECS Pressure.
8
0
Regulating and shut Off Valve (P.R.S.O.V.) to the E.E.C. tells the E.E.C.
Sa
0
2
that the E.C.S. system is on. When the High Pressure and shut Off
T
Valve (H.P.S.O.V.) is open at low power conditions of the engine

H
(normally on the ground below flight idle), the Emergency busbar is

G
I
connected to 1KT1, which energises and connects the Emergency

R
AA
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busbar to the E.E.C. as BLEED INPUT 2.

P
O
C
This produces an input from the essential bus to energise the solenoid
©
and open the Handling Bleed Valve to pass air through the
O
PRE-COOLER to cool the hot high-pressure air input to the E.C.S.

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SHROUD BLEED
C
A
Situated around the periphery of the LP compressor is an annulus

N
that collects boundary layer air from the edge of the compressor.
O
I
It bleeds through restrictors into the annulus at low engine speeds,

T
A
and is then vented overboard.

I
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A
At high engine speeds the restrictors choke and prevent any losses.
D
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This arrangement prevents low speed compressor surges and

O
reduces noise levels slightly.

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FUEL SYSTEM
ENGINE FUEL SYSTEM 02

FUEL SYSTEM COMPONENT DESCRIPTION 04
INDICATION 06
e
MECHANICAL FUEL CONTROL UNIT (M.F.C.) 10
Y
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OPERATION 16
M
PNEUMATIC CONTROL 22
E
D
M.F.C. COMPONENTS 28
A
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C
FLOW DIVIDER AND DUMP VALVE 36

A
SB 21128. FUEL - INTRODUCTION OF

N
Sa
ALTERNATIVE FLOW DIVIDER 38
O
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SB 71 -10 / MOD NO.35215A 44

T
A
ENGINE ELECTRONIC CONTROL (E.E.C.) 46

I
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RATING SELECTION PANEL 50

A
RATING LOGIC 52
D
AA
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E.E.C. CONTROL AND INDICATION 62

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ENGINE FUEL SYSTEM

C
Movement of these levers affects two integrated systems:-

A
GENERAL
N
1 Hydro-mechanical system
O
The engine is supplied with fuel from an airframe fuel system

I
2 Electronic system
T
collector tank.
A
I
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The two main engine mounted components that control fuel flow
A
The collector tank houses two AC powered booster pumps, which

are the MFC and the Engine Electronic Control (E.E.C.).
D
are individually capable of satisfying the engine fuel requirements
pl
R
of flow rate and pressure.

O
The MFC provides essential fuel metering from the fuel pump into
F
X
m
the engine and houses a centrifugal governor to maintain rotor
O
From the quick release airframe/engine fuel connection, at the

speed control.
8
engine bulkhead, fuel is supplied to a combined fuel filter/heater.

0
Sa
Downstream of the filter/Heater is the Engine fuel pump.
0
The E.E.C. modulates the MFC fuel metering in accordance with the
2
particular power management requirements.

T
Mounted on, and supplied by the fuel pump is the Mechanical Fuel
H
G
Control Unit (MFC). From the MFC, fuel is metered to fourteen primary
I
This reduces pilot workload, compensates for ambient conditions,

R
and secondary fuel flow nozzles via a flowmeter, a fuel cooled oil
AA
Y
and provides some engine power indications. It also provides

P
cooler (FCOC) and a flow divider and dump valve.

O
automatic propeller feathering in the event of engine failure and live

C
engine to MAX CNTGY power during take off.

©
The fuel nozzles are mounted concentrically around the gas

generator case and protrude into the combustion chamber.
O
The AFU provides independent automatic propeller feathering in the
event of engine failure.
Engine fuel flow is controlled from the flight deck by a power lever
and a condition lever.
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FUEL SYSTEM COMPONENT DESCRIPTION

C
A thermal element in the fuel section operates a valve to regulate

A
oil flow, in order to maintain the required fuel temperature.

FUEL FILTER/HEATER UNIT
N
O
The fuel heater/filter consists of a filter and fin type heater in two
I
When the fuel temperature is 24°C or below, the element is at its

T
integral housings.
A
minimum dimension with the valve fully open, allowing maximum

I
e
V
oil flow through the heater that is maximum heating effect.

A
The 74-micron cleanable filter is contained in one housing, together

D
with a by-pass valve that opens at a pressure differential of 3 psid.
pl
R
Fuel temperatures above 24°C causes the element to expand,

This valve has no indication of operation.
O
closing the valve progressively until the fuel temperature increases to

F
X
m
restrict the oil flow through the heater.
O
The valve ensures adequate fuel flow in the event of a total filter
8
blockage. An impending by-pass pressure switch, in parallel with the

0
When the fuel temperature reaches 32°C the valve is closed and
Sa
bypass valve, will illuminate an AMBER LP FUEL FILTER warning
0
the oil flow bypasses the heater that results in no heating effect.
2
indicator on the right side console when the pressure differential

T
reaches 1.5 p.si.d.

H
G
I
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This provides a warning of impending filter blockage.

AA
Y
P
O
The second housing contains the fuel heater and is divided into two
C
©
sections Engine oil flows through one section to transfer heat to the
fuel, which flows through the other section.
O
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INDICATION
C
FUEL TEMPERATURE
A
FUEL LOW PRESSURE A tapping located adjacent to the pressure tapping houses a fuel
N
temperature sensor.
O
A pressure tapping is located downstream of the fuel filter/heater

I
T
assembly. A light alloy manifold connected to this tapping,house’s a

A
This provides an indication of fuel temperature in degrees Celsius to

I
pressure switch.
e
V
the top section of a triple indicator gauge, located on the centre

A
instrument panel on the flight deck.

D
The switch is in circuit when the booster pump PBSI’s are selected
pl
R
ON, to indicate low pressure. If the booster pump pressure falls below
O
F
3.5 p.s.i. the pressure switch, when activated, will illuminate an AMBER
X
m
O
indicator legend of FUEL LO PRESS, located on the CWP.

8
0
Sa
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C
FUEL PUMP UNIT To maintain fuel inlet pressure a small amount of fuel is returned from
A
The fuel pump unit consists of a spur gear pump, two filters, and the M.F.C. to the inlet side of the pump, through an ejector nozzle
N
by-pass valve. positioned ahead of the fuel pump inlet.

O
I
T
A
The pump unit inlet contains a 74-micron self-relieving screen filter, The flow from the ejector nozzle creates a depression upstream of
I
e
V
if this filter blocks, a differential of 1.3 p.s.i.d. across the filter lifts it from the pump main inlet that draws fuel into the pump inlet port.
A
it’s seat to bypass the filter, this filter has no indication of blockage
D
pl
R
This is identified as the motive flow pump and is fitted to prevent

O
The pump consists of a single stage matched pair of spur gears. Fuel cavitation of the pump.
F
X
m
outlet from the pump is through a 10-micron outlet filter.
O
8
0
The outlet filter has a bypass valve which opens at a differential
Sa
0
2
pressure of 50 p.s.i.d. across the filter in the event of filter blockage

T
there is no indication of full by-pass.

H
G
I
An impending by-pass pressure switch fitted in parallel with the

R
AA
Y
by-pass valve will illuminate the AMBER FUEL FILTER 1(2) on the CWP,
P
O
when the differential pressure across the filter exceeds 25 p.s..id.

C
©
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MECHANICAL FUEL CONTROL UNIT (M.F.C.)

C
A
GENERAL
N
O
The MFC is mounted on the engine fuel pump, which in turn is

I
T
mounted on the accessory gearbox.

A
I
e
V
A
Rod and cable assemblies to the Power and Condition levers on the
D
flight deck centre console connect rotary valves on the side of the
pl
R
MFC.
O
F
X
m
O
These controls also connect to the Propeller Control Unit (PCU). An

8
electrical input to the MFC receives signals from the E.E.C. via a
0
Sa
control harness.
0
2
M.F.C. FUEL SYSTEM

T
H
The fuel pump supplies pump delivery fuel pressure to the MFC
G
internally and also provides the mechanical drive for the MFC NH
I
R
governor.
AA
Y
P
O
C
A return pipe is internally routed from the MFC to the fuel pump,
©
providing fuel pump motive flow.

O
Fuel outlet to the flow divider and nozzle adapters is routed via an
external pipe from a port on the MFC casing.
A drain pipe collects waste fuel to the landing gear bay drains
collector tank.
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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12 Chapter 05
D
A
C
PNEUMATIC CONTROL The cam lever movement will tension the spring by the cam lever
A
Pneumatic Control pressure P3 into the MFC and Py pressure out to movement that is biased by a setscrew. This will apply a force on the
N
a pneumatic connection on the propeller overspeed governor are governor lever and close the airflow restrictor governor orifice (Ag).
O
I
supplied by external pipes. FLYWEIGHT ASSEMBLY

T
A
The flyweight assembly u mounted on a fixture surrounding the

I
e
V
Fuel flow is normally controlled electronically by the E.E.C.. In this governor drive shaft.
A
control mode the E.E.C. transmits signals to a stepper motor, located

D
pl
R
inside the MFC, controlling Py pressure. As the drive shaft revolves, centrifugal force causes the flyweights to
O
F
pivot about their mounting points and contact the bottom face of
X
m
Alternatively, fuel flow can be controlled mechanically by power the bearing assembly.
O
lever movement, but care must be taken and excessive control

8
0
movements avoided when in the manual mode. Increased drive shaft speed will move the bearing assembly
Sa
0
2
POWER LEVER AND CAM ASSEMBLY upwards, applying pressure to the ball bearing on the governor lever.
T
The power lever shaft inside the MFC incorporates two speed-set
H
G
cams, one for the E.E.C. mode of operation and one for manual The governor orifice will start to open whenever drive shaft speed
I
increases sufficiently to overcome the force applied by the governor

R
mode. The cams rotate a cam lever in conjunction with the power
AA
Y
lever spring which in turn is set by the power lever position.

P
lever movements.
O
C
©
A spring connects the cam lever to the governor lever that has a NOTE : The E.E.C. cam is normally in use
central pivot point and exerts a force on the governor lever that
O
corresponds to the position of the power lever.
One end of the governor lever operates against an airflow restrictor

governor orifice (Ag). A ball bearing on the opposite end of the lever
contacts the top of the NH speed governor flyweight bearing
assembly. When the power lever is advanced both cams will rotate.
M.F.C. SCHEMATIC POWER LEVER
HYDRAULIC PNEUMATIC P3
FLYWEIGHTS
HP FUEL SUPPLY PLA SENSOR
MANIFOLD
PRESSURE NH
REGULATOR TO ECC
DRIVES
ECC MODE CAM
METERING
VALVE GOVERNER MANUAL MODE CAM
e
BELLOWS SPRING
ASSY GOVERNER
A LEVER
DRAIN C
Y
pl
MAX C
Px AP STEPPER MOTOR
M
HIGH PRESS Py ORIFICE

E
RELIEF VALVE
D
A
m
PUSH ROD
C
Py
MIN
A
P VALVE
D STEPPER STEPPER CAM
MOTOR
N
Sa
C
O
DRAIN
RETURN
I
SHUT OFF
Py to PROP
T
VALVE
O/S GOVERNOR
A
MIN P3
I
P DRAIN
V
MANUAL
A
MINI PRESS EXCITATION SOLENOID
0001ATP730000
VALVE
P3 SERVO
D
AA
R
O
F
X
O
P AMB
MANIFOLD
8
PRESSURE Q
0
REGULATOR
0
2
PNEUMATIC NH T18 P AMB

FUEL OUTLET TO
T
HYDRAULIC FLOW DIVIDER NPT P18

EEC
H
G
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14 Chapter 05
D
A
C
MODE CAM SELECT MECHANISM

A
The mode select mechanism is used to transfer control from the

N
E.E.C. to the MFC and vice versa.

O
I
T
A
A solenoid operated pneumatic servo system selects the

I
e
V
appropriate control cam.

A
D
pl
R
In E.E.C. mode the E.E.C. cam acting on the governor spring sets a
O
high mechanical governor speed NH schedule.

F
X
m
O
The E.E.C. now has full control of fuel flow via the stepper motor cam
8
0
controlling pressure.
Sa
0
2
T
In the MANUAL mode a low mechanical governor speed NH

H
schedule is set by the manual cam which ensures the E.E.C. Ap

G
I
orifice is closed, regardless of any E.E.C. commands.

R
AA
Y
P
O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
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A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
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16 Chapter 05
D
A
OPERATION
C
There is a fixed bleed of Px pressure to Pa preventing excessive

A
pressure build up in the bellows assembly. Py is also tapped off to

PNEUMATIC SYSTEM
N
the propeller overspeed governor orifice and to the stepper motor

O
HP compressor air pressure P3 is supplied to the MFC and is metered

I
E.E.C. orifice Ap and governor orifice Ag inside the MFC.

T
through two fixed orifices to produce Px and Py pressures.

A
I
e
V
One section of the bellows assembly is a deceleration bellows

A
Px can be called datum pressure

assembly, which effectively prevents engine flame out on rapid
D
Py can be called control pressure
pl
R
deceleration.
O
F
Both of these pressures are internally ducted to a bellows assembly.

X
m
The governor lever and the governor orifice form Ag. Ap is controlled
O
The bellows assembly consists of an evacuated bellows (ACC)

by the stepper motor, and acts in parallel with Ag. Area changes of
8
surrounded by and sensitive to Px pressure, this is connected to a

0
either valve orifice increases or decreases Py pressure in comparison
Sa
bellows assembly subject to Px pressure internally and surrounded
0
to Px that will cause movement of the bellows assembly.

2
by Py pressure (GOVERNER & DEC).

T
H
This movement is transmitted to the fuel-metering valve by the torque

G
As the aircraft gains altitude, atmospheric pressure reduces, and so,

I
tube to control fuel flow.

R
in ratio, will Px.

AA
Y
P
O
The evacuated capsule (ACC) will expand to reduce fuel flow to

C
©
compensate for the decrease in atmospheric pressure.

O
This bellows can also control acceleration because Px is proportional

to P3 pressure and therefore fuel flow will be proportional to P3.
Connected to the bellows assembly by a torque tube is the metering
valve, which controls fuel flow to the engine.
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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18 Chapter 05
D
A
C
OVERSPEED MODE
A
A decreased power lever setting has been applied.

N
MECHANICAL EFFECT
O
I
T
The E.E.C. mode cam lever has been moved upwards by the E.E.C.
A
mode cam reducing governor spring tension.

I
e
V
A
Flyweight centrifugal force is now higher than governor lever force

D
pl
R
and the flyweights move out. This in turn opens the AG orifice and
O
F
allows increased bleed therefore Py pressure decreases.

X
m
O
This allows the governing capsule to expand and move the metering
8
0
Sa
valve to “DECREASE’ fuel flow.
0
2
T
Reduced fuel flow means less power, NH will subsequently decrease

H
G
reducing flyweight centrifugal force until governor lever force

I
R
balances flyweight centrifugal force and the system returns ON

AA
Y
P
SPEED.
O
E.E.C. EFFECT
C
©
The R.V.D.T. transmits the new power lever position to the E.E.C.
O
The E.E.C. monitors the new NL, NPT, Tl.8, P1.8, P Amb, and Torque.
The E.E.C. commands the stepper motor to rotate the face cam to
‘fine tune’ the fuel flow to the new power lever setting.
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
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20 Chapter 05
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A
C
UNDERSPEED MODE
A
An increased power lever setting has been applied.

N
MECHANICAL EFFECT
O
I
T
The E.E.C. mode cam lever has been moved downwards by the
A
E.E.C. mode cam increasing governor spring tension.

I
e
V
A
Flyweight centrifugal force is now lower than governor lever force

D
pl
R
and the flyweights move in.

O
F
X
m
O
This in turn closes the AG orifice and results in decreased bleed,

therefore Py pressure increases.
8
0
Sa
0
2
This causes the governing capsule to contract moving the metering

T
valve to ‘INCREASE‘ fuel flow.

H
G
I
R
Increased fuel flow means more power, NH will subsequently

AA
Y
P
increase, increasing flyweight centrifugal force until governor lever

O
force balances flyweight centrifugal force and the system returns to

C
©
ON SPEED.
E.E.C. EFFECT
O
The R.V.D.T. transmits the new power lever position to the M.F.C.
The E.E.C. monitors the new NH, NPT, T1.8, P1.8, P Amb, and Torque.
The E.E.C. commands the stepper motor to rotate the face cam to
“fine tune” the fuel flow to the new power lever setting.
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
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O
F
X
O
8
O
0
0
2
T
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22 Chapter 05
D
A
PNEUMATIC CONTROL
C
The E.E.C. will have complete control of Py bleed pressure. Should a

A
fault develop in the E.E.C., the stepper motor is designed to “freeze”

E.E.C. MODE
N
at the power setting prevailing at the point of failure.

O
The power lever input shaft has a Rotary Variable Differential

I
T
Transmitter (R.V.D.T.) fitted to it which signals power lever angle (P.L.A.)

A
If for any reason the MFC E.E.C. Ap orifice becomes blocked, Py

I
to the E.E.C..
e
V
pressure will increase operating the bellows assembly to increase

A
fuel flow resulting in increasing rpm, until the NH speed governor

D
The E.E.C. has the NH speed required for all PLA’s stored within its
pl
R
flyweights move outwards.

memory and signals the MFC stepper motor to control Py bleed air
O
F
pressure to supply the fuel flow required for any P.L.A. setting.
X
m
The governor Ag orifice opens to control Py pressure and subsequent
O
fuel flow.
8
When the selected power setting is reached, engine inputs will

0
Sa
combine to command the E.E.C. to control fuel flow and maintain
0
2
the desired torque for that setting. In the E.E.C. control mode the
T
E.E.C. Ap bleed orifice is controlled by a face cam that is connected

H
G
to a rotating shaft located on the end of the stepper motor and it’s
I
R
gear box.
AA
Y
P
O
The shaft is rotated by the stepper motor and moves in a series of

C
©
steps as signalled from the E.E.C., so that for each step a different
area of the phased cam acts on the lever assembly controlling the
O
Ap orifice.
In this control mode, the governor lever is positioned so that it controls

the NH speed governor at a higher schedule than that of the manual
mode.
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
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A
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A
D
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F
X
O
8
O
0
0
2
T
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24 Chapter 05
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A
C
SELECTION FROM E.E.C. TO MANUAL MODE Within the MFC the manual changeover sequence of events is
A
Fuel flow is normally controlled electronically. In the event of E.E.C. as follows: -

N
failure an AMBER caution indicator ENG 1 (2) on the CWP will 1 Changeover solenoid is de-energised.
O
I
illuminate. 2 P3 air pressure acts on the piston attached to the manual

T
A
control lever assembly and the lever changes position, to

I
e
V
Simultaneously a dual legend E.E.C. failure P.B.S.I. will illuminate contact the E.E.C. Ap orifice control assembly and the
A
AMBER FROZEN, this P.B.S.I. is located on each side of the weather 3 E.E.C. mode cam follower lever.
D
pl
R
radar screen on the centre sloping instrument panel of the flight E.E.C. Ap orifice is closed.
O
deck. Manual control is selected by -pressing the FROZEN P.B.S.I., the 4 The E.E.C. mode cam follower lever is moved away from
F
X
m
FROZEN indication will extinguish and the MANUAL WHITE legend will the E.E.C. mode cam and allows the manual mode cam
O
illuminate. follower lever to contact the manual mode cam on the

8
0
P.L.A. input shaft.
Sa
0
5 Spring pressure on the governor lever assembly is reduced

2
The AMBER ENG CONTROL 1/2 legend on the CWP will remain
and the NH speed governor will now control at a lower
T
illuminated to remind the operator that they are operating the system
H
using an abnormal method of control. speed.

G
I
R
AA
Y
It may be possible to reset the E.E.C., by de-selecting the manual

P
O
mode P.B.S.I., a re-set sequence is initiated in the E.E.C. if it re-sets

C
correctly the CWP ENG 1(2) CONTROL will extinguish and normal
©
E.E.C. control will be resumed.

O
CAUTION : FOR A GIVEN P.L.A. MORE POWER MAY BE AVAILABLE IN THE

MANUAL MODE THAN IN THE E.E.C. MODE, TO AVOID POWER
SURGES DURING TRANSFER FROM THE FROZEN MODE TO
MANUAL MODE POWER MUST BE REDUCED BEFORE THE
MANUAL P.B.S.I. IS SELECTED.
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
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O
F
X
O
8
O
0
0
2
T
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26 Chapter 05
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A
C
MANUAL MODE
A
As the power lever is advanced the manual mode cam and follower
N
lever increases the governor lever spring tension.

O
I
T
A
The governor lever movement will block the bleed from the Ag
I
e
V
governor orifice. Py pressure will increase in comparison with Px

A
pressure.
D
pl
R
O
The bellows assembly will compress and operate the torque tube
F
X
m
assembly to increase the fuel flow to the engine. As the engine rpm
O
increases the speed governor flyweights, set at a low mechanical

8
0
governor speed, will move outwards until the Ag governor orifice
Sa
0
2
cracks open.
T
H
This will once more allow pressure to bleed, adjusting the bellows
G
I
assembly and the fuel flow to match the selected rpm. If the power
R
AA
Y
lever is retarded, the reverse of the above sequence occurs.

P
O
pressure will be reduced and the bellows assembly will expand

C
operating the torque tube assembly to reduce fuel flow.

©
A mechanical deceleration stop is located at the top of the bellows

housing and acts on the DEC capsule. When the DEC capsule
contacts this stop, fuel flow cannot be reduced further, even though
pressure may continue to decrease.
e
Y
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M
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A
m
C
A
N
Sa
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F
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8
O
0
0
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28 Chapter 05
D
A
M.F.C. COMPONENTS
C
A bi-metallic disc under the spring compensates automatically for

A
variations in specific gravity, due to fuel changes.

MOTIVE FLOW VALVE
N
METERING VALVE
O
The motive flow valve has been blanked off, as it is not required on
I
Fuel flow is controlled through the metering valve by varying the cross
T
this engine installation.

A
sectional area of the valve orifice using tapered needle.

I
PRESSURE RELIEF VALVE
e
V
A
The relief valve assembly consists of a piston type valve, a ported

The pressure drop across the orifice must be kept constant. The
D
pl
sleeve, and a valve spring. It is set to relieve at 1,350 p.s.i. to prevent
R
metering valve assembly consists of a needle valve operating in a

O
excessive build-up of fuel pressure in the MFC unit.

F
sleeve.
X
m
O
The excess pressure fuel is by-passed internally to the inlet side of the
Operation of the needle valve varies the metering orifice area that
8
fuel pump via the motive flow pump.

0
regulates the flow of fuel to the fuel nozzle adapters. The Py/Px
Sa
0
DIFFERENTIAL PRESSURE REGULATOR (DELTA P VALVE)

2
bellows assemblies via a torque tube acting through a fuel/air

The differential pressure-regulating valve (by-pass valve) maintains a
T
seal,positions the needle valve.

H
constant pressure drop across the metering valve of ≈18 p.s.i..

G
I
Needle valve movement is limited by stops at the top and bottom

R
AA
Y
The diaphragm of the valve is held in a balanced position by the

of the sleeve.
P
metered fuel pressure assisted by spring pressure in the upper

O
C
chamber and fuel pump delivery pressure in the lower chamber

©
The top (MIN) stop limits minimum fuel flow to 100 lbs./hr.
opposing it.
O
The bottom (MAX) stop limits maximum fuel to 1,360 lbs./hr.

If fuel pump delivery pressure exceeds metered pressure plus 18
p.s.i., the regulator valve will open bypassing the excess fuel pressure
to the inlet side of the pump.
e
Y
pl
M
E
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A
m
C
A
N
Sa
O
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A
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0
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30 Chapter 05
D
A
C
PRESSURISING VALVE As P3 air pressure increases it repositions the diaphragm to close the
A
Fuel pressure downstream of the metering valve is maintained to a piston valve which blocks off the excess fuel drain. Full fuel flow is
N
minimum of 60 p.s.i. by the pressurising valve. now directed to the fuel nozzle adapters.
O
I
SHUT OFF VALVE

T
A
The valve consists of a piston and spring with a ‘soft’ seat on the valve The purpose of the shut-off valve is to shut the engine down when the
I
e
V
inlet, to ensure no fuel leaks to the nozzle adapters when the engine condition lever is selected from the feather position to fuel off. The
A
is stationary. rotary shut-off valve directs fuel flow to a by-pass port that is
D
pl
R
MANIFOLD PRESSURE REGULATOR connected to the inlet side of the fuel pump via the motive flow
O
F
The manifold pressure regulator is provided to regulate fuel flow pump.

X
m
O
during engine starting.

8
0
Sa
The regulator consists of a piston valve connected to a diaphragm
0
2
sensing P3 air pressure and assisted by a spring. P3 air pressure during

T
engine starting is below the MFC pneumatic control limits so excess

H
G
fuel could flood the engine.

I
R
AA
Y
P
To prevent this occurring the diaphragm inside the regulator is

O
deflected against the spring by fuel pressure acting on the piston.

C
©
The piston movement allows the excess fuel to drain into the landing
O
gear bay drains collector tank.

e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
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A
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A
D
AA
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F
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O
8
O
0
0
2
T
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32 Chapter 05
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A
C
FUEL FLOWMETER
A
The mass flow type fuel flowmeter transmitter is located on the right
N
side of the engine mounted on engine station 80.990.

O
I
T
A
The transmitters from each engine feed a common two-channel

I
e
V
amplifier that is located in the fuselage No.2 bay.

A
D
pl
R
The amplifier transmits signals of fuel used and fuel flow-rate

O
respectively in lbs. (Kg) to two gauges on the flight deck centre

F
X
m
instrument panel.
O
8
0
Sa
0
2
T
H
G
I
R
AA
Y
P
O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
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A
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A
D
AA
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O
F
X
O
8
O
0
0
2
T
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34 Chapter 05
D
A
C
FUEL COOLED OIL COOLER

A
The F.C.O.C. is an oil to fuel heat exchanger mounted on the right

N
side of the engine front inlet case.

O
I
T
A
It is separated into two compartments; oil enters one compartment

I
e
V
and is cooled by the surrounding fuel before delivery to the RGB

A
auxiliary oil tank.

D
pl
R
O
Fuel passes continuously through the second compartment via a

F
X
m
pipe, which is routed rearwards around the right side of the engine,
O
to the flow divider and dump valve.

8
0
Sa
0
2
The oil circuit has two paths, by-pass and through the cooler.
T
Incoming oil temperature is monitored by a thermostatic by-pass

H
valve that operates to by-pass the cooler when the oil temperature
G
I
is low.
R
AA
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P
O
Oil out temp above 81°C = full oil flow =maximum cooling.
C
Oil out temp below 81°C = reduced oil flow =reduced cooling.
©
Oil out temp below 70°C = no oil flow =no cooling.

O
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36 Chapter 05
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A
FLOW DIVIDER AND DUMP VALVE

C
The springs will close both the primary and secondary spool valves
A
The flow divider and dump valve is connected to the fuel manifold and at the same time opens the dump port.
N
and located at the six o-clock position on the gas generator case.
O
I
It comprises primary and secondary spool valves in housing P4 air pressure in the combustion chamber liners will blow back
T
A
equipped with inlet and dump ports. through the flow divider fuel lines.
I
e
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A
The two concentric valves are spring-loaded to the dump position This will dump any fuel remaining in the nozzles to the drain collector
D
pl
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when there is no fuel inlet pressure. tank in the landing gear bay.
O
F
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During engine start, when fuel pressure reaches 10 p.s.i. the primary
O
spool valve will compress the outer spring

8
0
Sa
0
2
The two valves move as one to allow fuel to the primary nozzles and
T
the dump port is closed.

H
G
I
When the fuel pressure increases to 300 p.s.i. the secondary spool
R
AA
Y
valve overcomes the inner spring pressure.

P
O
C
Fuel now flows to both the primary and secondary fuel nozzles.
©
Selecting the condition lever to the fuel shut off position will stop fuel
flow to the valve.
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38 Chapter 05
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A
SB 21128. FUEL - INTRODUCTION OF

C
A
ALTERNATIVE FLOW DIVIDER

N
O
DESCRIPTION
I
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Introduction of alternative flow divider to improve reliability.

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40 Chapter 05
D
A
C
FUEL MANIFOLD
A
The fuel manifold is mounted circumferentially around the The four nozzle adapters which provide secondary flow only, are
N
combustion section and delivers fuel to the combustion chambers. located by holes in the nozzle adapter, which align with pins located
O
I
It also drains fuel leakage if any of the seals on the manifold are on the gas generator case in the 1, 4, 8 & 12 positions.
T
A
unserviceable.
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A
The manifold comprises fourteen sheathed nozzle adapter

D
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assemblies that protrude into the combustion chamber and are

O
interconnected by triple transfer tubes.

F
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O
Two tubes supply fuel to the nozzle adapters; the third tube drains
8
0
any fuel leakage.
Sa
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The type of nozzle adapters used may be either Parker - Hannifin or

H
Delavan, or a mixture of both

G
I
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AA
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They atomise and deliver fuel to the combustion chamber lines.

P
O
C
The nozzles have a fine centre hole for primary flow and an annular
©
orifice for secondary flow, but four are modified for secondary flow
O
only.
The ten nozzle adapters which provide primary and secondary flow
are located by ball pins on the nozzle adapters with holes, located
on the gas generator case in the 2, 3, 5, 6, 7, 9, 10, 11, 13 and 14
positions.
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42 Chapter 05
D
A
C
FUEL DRAINS SYSTEM A small jet pump, located in the base of the drain tank is supplied
A
Fuel from the combustion chamber is drained to atmosphere after from a small bore pipe tapped off the by-pass pipeline which returns
N
engine shutdown via spring loaded valves. fuel from the MFC to the engine fuel pump.
O
I
T
A
They are installed at the front and rear of the gas generator case at A 0.030" restrictor at the engine end of the pipe restricts fuel spillage
I
e
V
the ‘six o-clock position’. from the engine in the event of a leaking or ruptured pipe. This jet
A
pump supply is then passed to the aircraft fuel tank. The motive flow
D
pl
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The valves open when the pressure inside the gas generator case created within the jet pump assists drainage of the landing gear bay
O
decreases to near ambient pressure. drains tank. A non-return valve located close to the aircraft fuel tank
F
X
m
prevents reverse flow from the tank to the engine.
O
Fuel that has collected in the power turbine shroud is also drained to
8
0
atmosphere.
Sa
0
2
T
Fuel from the dump valve, the fuel manifold drain tube, the MFC,
H
and the engine fuel pump, drains into a stainless steel tank located
G
I
in the top of the landing gear bay.

R
AA
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P
O
This tank will collect approximately 75 cc’s of fuel after each engine
C
shut down, with a continuous flow of 21 cc’s per minute maximum,

©
during engine running.

O
Any fuel quantity in excess of these figures will indicate an abnormal

leakage from the drains system.
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44 Chapter 05
D
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SB 71 -10 / MOD NO.35215A

C
A
DESCRIPTION - ENGINE FUEL DRAINS

N
O
To Re-Run The Engine Fuel Manifold Drain Overboard Instead Of To

I
T
The Drains Tank.

A
I
e
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A
Fuel drain FD 29 will be run independently to the nacelle side, rather

D
than to the drain tank to permit easy identification of the source of
pl
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engine leaks.
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46 Chapter 05
D
A
ENGINE ELECTRONIC CONTROL (E.E.C.)

C
The R.V.D.T. signals the E.E.C. to increase or decrease the fuel flow to
A
match the P.L.A. selected. In addition to the P.L.A. information

DESCRIPTION
N
selected, the E.E.C. receives signals, from engine mounted sensors

O
The E.E.C. unit is mounted on four anti-vibration pads located on the

I
of the engine pressure, temperature and torque as well as the HP

T
left side of the engine from inlet case between flanges B and C. It
A
rotor speed (NH) and the power turbine speed (NPT).

I
works in conjunction with the MFC to control engine fuel flow for all
e
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A
operating conditions.
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The unit is operated by a 28 volt DC-power supply from the relevant

O
F
DC essential busbar. The unit comprises two circuit boards, one

X
m
O
analogue and one digital, contained in a sealed metal housing

8
which acts as a heat sink. It has an engine systems electrical

0
Sa
connection and an airframe electrical connection, a torque
0
2
calibration plug connection and two air pressure inputs.

T
H
G
The air pressure inputs connect to Pamb and total inlet air pressure
I
R
(P1.8).
AA
Y
P
Below 25% NH, fuel flow is controlled by the MFC. Above 25% NH, the
O
E.E.C. begins closed loop speed control for all engine operating
C
©
conditions. Ground Idle speed is a nominal 68.7% NH.

O
Closed loop engine control is effected by a NH speed governor

electronic circuit within the E.E.C. unit, whose control point is adjusted
via the power lever angle transformer (RVDT) within the MFC.
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48 Chapter 05
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C
E.E.C. INPUTS
A
The E.E.C. monitors the engine condition from the following

N
inputs: -
O
I
1 A power command from the flight deck mode selector.

T
A
2 Power Lever Angle (P.L.A.) from the Rotary Variable

I
e
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Differential Transmitter (R.V.D.T.).

A
3 Engine torque from the right (No.2) layshaft torque probe

D
pl
R
and power turbine speed NPT from the same probe.

O
4 Ambient pressure (P.amb) and total inlet pressure (P 1.8)

F
X
m
from integral mounted sensors.
O
5 Total inlet temperature (T1.8) from a platinum resistance

8
0
probe located in the air intake
Sa
0
2
6 HP rotor speed (NH) from two magnetic pulse probes

T
located on the starter motor housing of the accessory

H
gearbox.
G
I
R
AA
Y
These inputs are processed by the electronic circuits in the E.E.C.

P
O
and compared with reference data, stored within the E.E.C. memory.
C
©
Engine control commands are generated and transmitted to the

O
stepper motor inside the MFC, which controls Py bleed air pressure
to adjust fuel flow.
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50 Chapter 05
D
A
RATING SELECTION PANEL

C
NOTE : Max Continuous is dependent on the engine model fitted

A
An engine rating selection panel is located on the centre instrument and is restricted to those aircraft with P & W 126A engines fitted.
N
panel of the flight deck in between the engine instruments. On the

O
I
panel are five power selection P.B.S.I.’s. When a rating P.B.S.I. is selected, the E.E.C. calculates the maximum
T
A
available torque for the prevailing ambient conditions and indicates

I
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For aircraft which operate under JAR/FAR regulations the five/six this torque on the torque gauge, as a digital torque figure
A
power selections are as follows :- simultaneously positioning a torque bug on the gauge scale at an
D
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identical torque figure.

O
1 Max Contingency MAX CNTGY

F
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2A Intermediate Contingency INT CNTGY The power levers are then advanced or retarded until the gauge
O
2A Maximum Continuous MAX CONT needle corresponds with the indication.

8
0
3 Take-off TAKE OFF
Sa
0
The Uptrim inhibit P.B.S.I. is a FAR requirement to enable the pilot to

2
4 Climb CLIMB
inhibit the automatic power uptrim facility, if so required, when take
T
5 Cruise CRUISE
H
6 Uptrim Inhibit (FAR only) INHIBIT off is selected.

G
I
R
AA
Y
CAUTION : THE MAX CONTINGENCY AND INTERMEDIATE CONTINGENCY NOTE : When electrical power is first applied to the aircraft the ‘MAX
P
SELECTIONS MUST ONLY BE USED IN AN EMERGENCY.

O
CONT’ (INT CNTGY) mode selector p.b.s.i. will illuminate, this is just a
C
datum position and should be re-selected before starting the

©
The P.B.S.I.’s are dual legend, the lower half having its legend
engines.
permanently illuminated BLUE for identification of the switch. The
O
upper half will illuminate GREEN when depressed except MAX CNTGY
and INT CNTGY that will illuminate WHITE when depressed.
For aircraft operating under FAR and JAR regulations Maximum

Continuous is available for twin engine use and illuminates GREEN
MAX CONT when selected.
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52 Chapter 05
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RATING LOGIC
C
As stated, this is the default selection at aircraft power-up.

A
DESCRIPTION
N
The D.C. power supply for all other rating selections is taken from the
O
The power rating P.B.S.I.’s provide a digital rating logic for the E.E.C.
I
INT CONTGY / MAX CONT P.B.S.I. in the off position.

T
to set up the required analogue and digital torque indications on

A
I
the torque indicator.
e
V
If the INT CNTGY / MAX CONT P.B.S.I. is pressed, any selected rating is
A
automatically de-selected by removing the D.C supply from the

D
The digital input to the E.E.C. is a combination of the 1,2 and 3 inputs
pl
R
latch-on circuits and the INT CNTGY / MAX CONT legend is lit.
connected to the 0 line, which is decided by the rating selected.
O
F
X
m
The logic bit inputs 1,2 and 3 are not activated and the E.E.C.
O
The pilots will then set the P.L.A. to match the actual torque display to
provides the INT CNTGY output rating.
8
the required rating.

0
Sa
0
2
When electrical power is applied to the No.1 D.C. essential busbar,

T
the lower BLUE identification legends of the rating PBSI’s are lit and the
H
G
rating logic automatically defaults to the Intermediate Contingency

I
R
status and the upper WHITE INT CNTGY (JAR) / MAX CONT (FAR) legend
AA
Y
P
is lit.
O
C
©
The power rating PBSI’s are all spring loaded and when selecting a
rating, the respective circuit is latched-on.
O
Intermediate Contingency (INT CNTGY) -JAR

Maximum Continuous (MAX CONT) -FAR
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54 Chapter 05
D
A
C
TAKE OFF
A
When TAKE OFF is selected, the D.C. supply via the INT CNTGY P.B.S.I.
N
is connected to relay 1KH9 which energises and latches-on via the

O
I
other de-selected rating relays.

T
A
I
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The GREEN TAKE OFF legend is lit and the E.E.C. input logic bits 2 and
A
3 are activated to produce the required TAKE OFF torque readings

D
pl
R
on the gauge.
O
F
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8
0
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56 Chapter 05
D
A
C
CLIMB
A
When CLIMB is selected, the D.C. supply via the INT CNTGY (MAX
N
CONT) P.B.S.I. is connected to relay 1KH7, which energises and

O
I
latches-on via the other de-selected rating relays.

T
A
I
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The GREEN CLIMB legend is lit and the E.E.C. input logic bit 3 is
A
activated to produce the required CLIMB torque readings on the

D
pl
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gauge.
O
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8
0
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58 Chapter 05
D
A
C
CRUISE
A
When CRUISE is selected, the D.C. supply via the INT CNTGY (MAX
N
CONT) P.B.S.I. is connected to relay 1KH8, which energises and

O
I
latches-on via the other de-selected rating relays.

T
A
I
e
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The GREEN CRUISE legend is lit and the E.E.C. input logic bit 2 is
A
activated to produce the required CRUISE torque readings on the

D
pl
R
gauge.
O
F
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8
0
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©
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60 Chapter 05
D
A
C
MAX CNTGY
A
When MAX CNTGY is selected, the D.C. supply via the INT CNTGY
N
(MAX CONT) P.B.S.I. is connected to relay 1KH22, which energise and

O
I
latches - on via the other de-selected rating relays.

T
A
I
e
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The WHITE MAX CNTGY legend is lit and the E.E.C. input logic bit 1,2,
A
and 3 are activated to produce the required MAX CNTGY torque

D
pl
R
readings on the gauge.

O
F
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8
0
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62 Chapter 05
D
A
E.E.C. CONTROL AND INDICATION

C
Selecting the P.B.S.I. to MANUAL will light the P.B.S.I. MANUAL legend
A
TRANSFER BUSBAR and de-energise relay 1KD4.

N
There are two transfer busbars for essential aircraft systems (No1 and
O
I
No2). The supply from the No.1 transfer busbar across relay 1KD4 to hold
T
A
the manual solenoid energised in the M.F.C.U. is disconnected and

I
e
V
Normally, each transfer bus bar is powered by its own side dc the M.F.C.U. fuel flow is now controlled manually by the movement
A
essential busbar, but if the same side essential busbar fails, then there of the power lever.
D
pl
R
is automatic coupling to the other side essential busbar.

O
LEFT SYSTEM (NO.1).

F
The Inhibit / Reset signal is connected at relay 1KD4 to inhibit the

X
m
The zenner diode in the energising line to relay 1KD5 coil will ensure E.E.C. operation during manual control, (or when resetting the E.E.C.
O
that the transfer busbar does not fall below 16v dc and therefore after a fault has cleared).
8
0
holds the M.F.C.U. manual solenoid energised to maintain E.E.C. CRITICAL FAILURE
Sa
0
2
control of fuel flow. (i.e. No.1 Ess. bus, 1KD5, 1KD4, E.E.C.) If there is a critical failure of the E.E.C., the CWP ENG 1 CONTROL
T
warning annunciator will be lit by energising relay 1KF3, supplied from

H
If the No.1 essential busbar supply fails relay 1KD5 will de-energise
G
the No.1 Essential dc busbar.

I
and the transfer busbar supply will now be from the No.2 essential
R
AA
Y
busbar, and the CWP ENG 1 CONTROL will be illuminated via the de-
P
If the E.E.C. ENG 1 CONTROL CWP is due to the respective side

O
energised relay 1KF3. essential dc busbar failure, pressing the COUPLE P.B.S.I on the left
C
©
hand roof panel will couple the essential dc busbars together and
The supply to the M.F.C.U. manual solenoid will be maintained by the E.E.C. should continue to function and the ENG 1 CONTROL CWP
O
the No.2 essential busbar. (i.e. 1KD5, No.1 Transfer Busbar, 1KD4) warning annunciator will extinguish.
E.E.C. FAILURE
FROZEN
If the failure is due to an E.E.C. failure, engine fuel flow control can
If the E.E.C. has failed to continue to control the stepper motor in the
only be restored to that engine by a MANUAL P.B.S.I. selection.
M.F.C.U., relay 1KD2 is de-energised and the FROZEN legend on the
Clearing the E.E.C. Fault Codes.
MANUAL / FROZEN P.B.S.I. will be lit.
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0
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64 Chapter 05
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A
C
FAULT DETECTION Reversion to manual mode will occur by means of aircraft wiring
A
The E.E.C. fault built in test (BIT) feature enables it to monitor itself and interlocks when the power lever is pulled back towards flight idle so
N
its sensors as well as inputs from the airframe. It indicates both the that the resulting reversion power change is small.
O
I
presence and nature of system faults.

T
A
A fault of minor consequence simply results in the operation of the

I
e
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Some fault conditions are signalled to the flight deck and will affected function being inhibited and when appropriate; its output
A
illuminate an AMBER CWP legend ENG CONTROL 1(2) and an AMBER will be replaced by default values. The faults are stored as fault
D
pl
R
FROZEN legend on the ENG CTL P.B.S.I. on the centre sloping panel. codes (maximum of 8) in the non volatile memory of the E.E.C. and
O
The power lever must be retarded 1 inch minimum before the ENG are sent to airframe.
F
X
m
CTL P.B.S.I. is selected to the WHITE MANUAL position and the AMBER
O
FROZEN legend extinguishes. The ENG CONTROL 1 (2) CWP will Each input signal is tested for various fault conditions such as errors,
8
0
remain lit. out of range conditions, or inappropriate values in comparison to
Sa
0
other inputs (if redundant signal sources exist; i.e. Nh sensor 1 and Nh
2
sensor 2).
T
When the E.E.C. detects fault in the system, it will first accommodate
H
the fault, and second indicate the fault to the airframe.

G
I
If Both E.E.C. fail, both engines will revert to manual mode

R
AA
Y
The fault accommodation depends on the nature and severity of automatically (no-fail-fixed) if both PLA<59º (M.F.C.U.).
P
O
the failure and is accommodated by the E.E.C. in the following order FROZEN LAMP (P.B.S.I.)
C
of priority:
©
Indicates that a critical fault has been detected resulting in the fail
fix condition. The MFC stepper motor is frozen to its current position.
O
Use a redundant source of input if available.

ENGINE CONTROL CWP CAPTION LAMP
Default to a fixed value.
Indicates that a fault has been detected and the fault is being stored
Transfer to manual mode.
in the E.E.C. The E.E.C. still controls the engine power output unless
the FAULT and FROZEN lamp also illuminates.
For faults which seriously impair accurate control of the engine, the
E.E.C. will cease control and fail fix the stepper motor.
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66 Chapter 05
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MANUAL SWITCH
A
Switch from E.E.C. to manual mode.

N
Transfer authority from the stepper motor to the

O
I
mechanical governor.
T
A
Select the manual mode cam fuel schedule.

I
e
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NP fuel governing inhibited.

A
Torque rating and torque bug are still displayed if

D
pl
R
fault does not corrupt their values.

O
Analogue torque is displayed via AFU.

F
X
m
Looses control of the Handling Bleed Valve.
O
8
0
Sa
0
2
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8
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68 Chapter 05
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C
ARINC 429 Note: to interrogate the E.E.C. for faults, refer to the aircraft
A
Located in bay 2, bay 5 and on the flight deck to the rear of the maintenance manual for the complete procedure.
N
captains seat are ARINC 429 test connectors.

O
I
When the interrogation of the E.E.C. fault codes is complete, the

T
A
When an ARINC 429 test set is connected to one of these points and codes should be erased as follows:
I
e
V
the correct LABEL is entered into the test box the E.E.C. is interrogated.
A
PROCEEDURE
D
pl

R
Set the Power levers to between GROUND IDLE and

FAULT INDICATION
O
FLIGHT IDLE (engine may be stopped or running).

F
Faults in the system are detected by the built in test

X
m
Select the TAKE OFF rating
O
(BIT) circuits in the engine electronic control (E.E.C.).

Ensure the MANUAL/FROZEN P.B.S.I. legend is
For each identified fault a 6 digit code is stored in
8
0
extinguished, then cycle the MANUAL/FROZEN P.B.S.I.
Sa
the E.E.C. (non volatile memory)
0
(Push Button Switch Indicator) to MANUAL mode

2
A maximum of 8 faults can be stored.

(legend illuminated), then back to E.E.C. mode
T
Fault codes can be accessed via data transfer unit

H
(legend extinguished).
G
connected to a UART (ARINC 429) outlet in the rear

I
Press and Hold the ENGINE TRIM P.B.S.I. ON for 20

R
avionics bay and assist maintenance in

AA
Y
seconds.
P
troubleshooting.

O
Cycle the MANUAL/FROZEN P.B.S.I. to MANUAL mode

C
then back to E.E.C. mode.

©
CODE MESSAGES
Release the ENGINE TRIM P.B.S.I..
During the fault codes interrogation process, the appropriate readout

O
Switch the E.E.C. off, and then turn off all other
will display a start stream code (002000). If fault codes are stored,
electrical systems (switching off other electrical
each one will be displayed for 5 seconds, after which the next code
systems first may result in spurious fault codes
is displayed. When all codes have been displayed the end data
being stored in E.E.C. memory: these are
stream code (004000) is displayed. The sequence will then repeat.
typically “Wraparound faults”).
If there are no fault codes present, only the start and end data
stream codes will be displayed (i.e. 002000 for five seconds then
004000 for five seconds).
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AA
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INDICATION AND RECORDING
ENGINE INSTRUMENTATION 02
TORQUE METER SYSTEM 04
INTER- TURBINE TEMPERATURE (ITT OR T6) 06
e
HIGH PRESSURE ROTOR SPEED 10
Y
pl
LOW PRESSURE ROTOR SPEED 12
M
TORQUE 16
E
D
FUEL/OIL TRIPLE INDICATOR 18

A
m
C
FUEL TEMPERATURE 20
A
PROPELLER SPEED INDICATOR (NP) 22

N
Sa
O
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1 Chapter 06
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B1 indication & recording

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2 Chapter 06
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ENGINE INSTRUMENTATION
C
POWER SUPPLIES
A
28 volts DC supplies are required to power the engine instruments.

GENERAL
N
O
Indications of some engine parameters are provided to the flight

I
On some aircraft the DC essential busbars are used for all

T
crew by instruments located on the centre instrument panel.

A
instrumentation except on NH and NL gauge which use the

I
Separate instrumentation is provided for each engine.
e
V
emergency busbar.
A
The engine instruments provided are stated below: -

D
pl
R
On other aircraft a modification (SB77-7/MOD 10409A) connects NH

O
1 NH - High-pressure rotor speed.

and NL instrumentation to the DC essential busbars and torque
F
2 NL - Low-pressure rotor speed. Common instrument

X
m
instrumentation to the emergency busbar.
O
3 NP - Propeller speed.
8
4 I.T.T. - Inter-Turbine Temperature.

0
Sa
0
5 Torque - At the RGB Layshafts.

2
6 Oil Pressure -
T
H
7 Oil Temperature. Triple indicator

G
8 Fuel Temperature.
I
R
AA
Y
P
All instruments are colour coded.

O
C
©
Each instrument is internally illuminated; a dimmer switch located

on the Flight Deck left roof panel controls brightness.
O
The indicating system as installed on one engine is described in this

section, but both engine systems are identical.
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4 Chapter 06
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A
TORQUE METER SYSTEM

C
This is known as phase shift and tooth movement is directly related

A
to engine torque. A torque sensor probe measuring each layshaft

GENERAL
N
independently measures this relative tooth movement. The left probe

O
An engine torque-meter system is required to provide an indication

I
(No.1) is connected electrically to the Auto-feather Unit (AFU).

T
of engine power to: -

A
I
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The right probe (No.2) supplies information to the Engine Electronic

A
1 A flight deck gauge.

Controller (EEC).Built into No.2 probe is a temperature sensor, which
D
2 The engine electronic control.
pl
R
monitors the temperature of the oil mist surrounding the probe. This
3 The auto-feather unit.
O
compensates for shaft expansion and contraction variations with

F
X
m
temperature variations. The right probe (No.2) also provides an
O
Torque that develops in the reduction gearbox layshafts is measured,

indication of Power Turbine Speed to the Engine Electronic Controller
8
as this will have a direct relationship to the power developed by the

0
(EEC).
Sa
engine. Inside each shaft is a thin tube that is welded internally to the
0
2
layshaft at the front end. A wheel with teeth on its outer periphery is
Further torque adjustments are made by characterisation plugs,
T
fitted to the rear end of the thin tube, a similar wheel is affixed to the
H
which mate with connectors on the AFU and EEC respectively. Since
G
end of the layshaft so that the teeth intermesh but do not touch!
I
no two shafts twist in exactly the same way, the characterisation

R
OPERATION
AA
Y
plugs adjust the torque outputs to a level obtained from test bed
P
Since the tube is welded to the layshaft it will rotate with the layshaft
O
dynamometer calibrations, thus compensating for bias and gain

C
and both wheels will rotate together.

within the torque system.
©
As the propeller pitch increases the engine torque will increase.

O
NOTE : The characterisation plugs are matched to the layshafts as
This will be sensed through the bull gear into the layshafts. The
part of the engine torque monitoring system. They must be changed
layshafts will continue to rotate as the engine rotates, but the
if a replacement reduction gearbox is fitted. They are not removed
increase in torque will cause the layshaft to twist, moving the relative
with the A.F.U. or E.E.C.
tooth positions closer together.
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6 Chapter 06
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INTER- TURBINE TEMPERATURE (ITT OR T6)

C
TRIM THERMOCOUPLE CABLE

A
PURPOSE Connects busbars to the ITT trim system.

N
The ITT system is designed to measure the gas path temperature for Consists of a braided cable and terminal block,
O
I
flight deck indication. providing an attachment point for the airframe

T
A
system ITT cables.

I
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COMPONENTS TRIM THERMOCOUPLE

A
Provides a constant trim down effect for the system

D
pl
THERMOCOUPLES
R
(cold junction) installed in the rear inlet case at the

O
Nine thermocouples sensing gas path temperature.

No.1 & No.2 bearing oil feed (constant 80ºC) 3 ‘O’
F
X
m
Each thermocouple has two single cores of different
clock position to ensure constant trimming
O
material (Alumel & Chromel) joined at one end to

characteristics.
8
form a Bi – metallic junction the probes produce a

0
Connected to the trim cable terminal block in
Sa
0
heat generated voltage (mV).

2
parallel with the T6 thermocouples.

Insulated Sheath protected.
T
TRIM RESISTOR

H
Threaded into the turbine support case into T6 gas

G
Provides ITT temperature indication correction in

path.
I
R
conjunction with the trim thermocouple.

AA
Each thermocouple has two leads and terminal
Y

P
Connected in series with the trim thermocouple on

tags, the tags are different sizes to prevent incorrect
O
the terminal block

C
assembly; the larger tag is negative connection,

©
Fixed resistor of specific class (resistance value).

A replaceable heat shrink jacket insulates each tag.
Class is selected during engine test (New or
BUSBARS
O
overhaul).
Provide electrical connection point for the
Resistance values indicated on turbomachinery
thermocouples.
data plate and replace a defective resistor only with
Thermocouples connected in parallel to the busbars
one of the sameclass.
to produce and average gas path temperature.
2 busbars (Alumel & Chromel) attached to the
turbine support case via brackets at flange K.
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8 Chapter 06
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C
SYSTEM OPERATION
A
The T6 temperature is sensed by 9 thermocouples.

N
O
I
These thermocouples are connected to the busbars in parallel and

T
A
thus give an average gas path temperature.

I
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A
This average represents only nine specific locations within the gas
D
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path and is not representative of the OVERALL temperature. The

O
actual ITT is calculated on an engine test bed, and the data fed into
F
X
m
a computer and the result is compared the figures obtained during
O
the engine run to ensure the engine is operating within acceptable

8
0
limits.
Sa
0
2
T
To reduce the sampling error and to indicate a more representative

H
engine temperature, this average temperature is trimmed (or biased)

G
I
by the trim thermocouple and trim resistor. The trim thermocouple

R
AA
Y
gives a constant down trimming effect from its position in the

P
O
constant temperature environment; engine oil at 80ºC (cold

C
junction). The trim resistor, selected only during engine test provides
©
for the fine adjustment for indication correction.

O
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10 Chapter 06
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HIGH PRESSURE ROTOR SPEED

C
The inner NH pointer on the combined NH/NL instrument is WHITE with

A
Two monopole magnetic sensors located on the accessory drive a BLACK ‘H’ indented onto it to represent NH speed. Additionally there
N
starter motor casing detect high-pressure rotor speed Number 2 are YELLOW and RED dashed radials representing Intermediate (Max
O
I
sensor is connected directly to the EEC and NH indicator Number 1 Continuous) and Max Contingency limits respectively.
T
A
sensor is connected to the E.E.C. This ensures that the E.E.C. will still
I
e
V
operate if one of the sensors, or its circuit, develops a fault.

A
D
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R
The magnetic input to each sensor is converted electronically to a

O
frequency/ voltage signal that varies in proportion to rotational

F
X
m
speed.
O
8
0
The signal from the sensor connected to the gauge is then
Sa
0
2
converted by a potentiometer servomechanism into an indication

T
of NH speed. This is presented on the front face of the instrument as

H
NH percentage rpm.
G
I
R
AA
Y
The graduated scale is calibrated between 0% and 120% and is

P
O
highlighted by colour coding.

C
©
The zone from 68% to 100% is coloured GREEN.

O
There are RED radials at 100% and 68%.

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12 Chapter 06
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LOW PRESSURE ROTOR SPEED

C
A
Low -pressure rotor speed is detected by a monopole magnetic

N
sensor located just beneath the rear right side engine bearer.
O
I
T
A
The E.E.C. does not require NL.

I
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A
The signal to the instrument is converted, by another potentiometer

D
pl
R
servomechanism, into an indication of NL speed.

O
F
X
m
The outer WHITE bug on the combined gauge indicates NL speed.
O
The range from 35% to 100% NL is contained within a GREEN colour

8
0
code zone, and using the same upper radial limit markings as the
Sa
0
2
high pressure rotor speed indication.

T
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O
C
©
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I.T.T. - INTER-TURBINE GAS TEMPERATURE

C
A
GAUGE
N
The Interstage turbine temperature (I.T.T.) gauge indicates I.T.T. by an

O
I
analogue pointer and scale with a digital repeater. Electronic

T
A
circuitry and a servo mechanism amplifies and converts the

I
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thermocouple signals into an indication of I.T.T., which is presented

A
as a temperature degree Celsius reading.

D
pl
R
O
The gauge scale is 0°C to 1,200°C.

F
X
m
O
The scale has two colour areas.

8
0
Sa
0
2
A GREEN zone I.T.T. indication is a safe reading for continuous

T
operation. A YELLOW zone indication must be monitored with

H
caution. RED marks on the indicator show upper I.T.T. limits.

G
I
R
AA
Y
In addition to the analogue reading there is a four-digit display of

P
O
I.T.T. which appears as WHITE digits on a BLACK background.

C
©
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16 Chapter 06
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TORQUE
C
A RED triangle represents the max torque over-swing. The digital

A
The torque-monitoring gauge presents information on engine torque signal is presented on the lower area of the instrument face as a
N
in two forms: four-digit display, including one place of decimals, which appear as
O
I
WHITE digits on a BLACK background.

T
A
1 Actual torque.
I
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2 Optimum torque. In the event of EEC failure and during AFU Autofeather test, the No.1
A
torque probe will supply actual torque indication in analogue form.

D
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R
ACTUAL TORQUE OPTIMUM TORQUE

O
F
The left torque probe (No.1) is connected to the Autofeather Unit Signals from Flight Deck Centre Instrument panel engine power rating
X
m
switches are transmitted to the E.E.C. Engine mounted sensors detect
O
(AFU). From the AFU the signal is transmitted to the torque indicator
as an analogue torque signal if the EEC fails and manual is selected. pressure, temperature and speed parameters and these are also
8
0
transmitted to the E.E.C.
Sa
The right torque probe (No.2) is connected to the EEC. From the EEC
0
2
the signal is transmitted to the torque indicator as a digital torque

T
and an analogue torque indication. Within the E.E.C. a computation takes place which results in a signal
H
G
representing optimum torque for any given power rating.

I
R
A servomechanism to drive the instrument inner pointer over a range

AA
Y
This information is transmitted to the flight deck torque instrument in

P
from 0% to 100% torque converts the analogue signal.

O
both analogue and digital form.

C
©
The analogue dial has two coloured areas.

The GREEN area is from 0% to 90.5% torque. The converted analogue signal drives an outer triangular bug type
O
pointer over the graduated scale used by the actual torque pointer.
The YELLOW area is from 90.5% to 108% torque.
The digital signal is presented on the upper area of the instrument as
In addition there is a RED radial (TO) 90.5%, a YELLOW dotted radial a three and a half digit display including one place of decimals
at 98% (INT CNTGY) and a RED dotted radial at 108%(MAX CNTGY). which appear as WHITE digits an a BLACK background.
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18 Chapter 06
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A
FUEL/OIL TRIPLE INDICATOR

C
A
OIL PRESSURE &TEMPERATURE

N
O
Oil pressure, oil temperature and fuel temperature sensors provide

I
T
signals for presentation on the Fuel/Oil triple indicator gauges located

A
I
on the centre instrument panel.
e
V
A
D
The oil temperature transmitter contains a resistance device whose
pl
R
value varies with temperature.

O
F
X
m
O
The signal produced drives a pointer on the gauge within the range
8
0°C to 150°C.
0
Sa
0
2
The oil pressure transducer utilises a remote Bourdon Tube

T
mechanism that is electrically converted to drive a pointer on the

H
G
gauge within the range 0 - p.s.i. to 100 - p.s.i..

I
R
AA
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P
Colour coding of the oil temperature and oil pressure indicators is

O
described in the oil section (Section 3).

C
©
O
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Sa
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20 Chapter 06
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A
FUEL TEMPERATURE
C
A
GAUGE
N
O
The fuel temperature scale is coloured YELLOW from -48°C to +5°C

I
T
and from +32°C to +54°C.

A
I
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A
The zone between +5°C and +32°C is coloured GREEN.

D
pl
R
There are RED radials at -48 °C and +54°C.

O
F
X
m
O
The left engine temperature gauge will also indicate the temperature
8
of the fuel in the left wing fuel tank when a changeover switch is
0
Sa
selected.
0
2
T
This P.B.S.I. is located to the left of the left engine triple indicator, and
H
G
is labelled CHECK / TANK TEMP.

I
R
AA
Y
P
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©
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22 Chapter 06
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PROPELLER SPEED INDICATOR (NP)

C
Power failure of the pointer display is indicated by the pointer falling

A
The propeller speed (NP) indicator receives frequency signals, back to the below-zero end stop. Power failure of the digital display
N
proportional to the propeller speed, from a magnetic pulse pickup is indicated by blanking of the digits.
O
I
fitted on the engine output gearbox. Circuits in the indicator process

T
A
the NP signal and drive a digital readout liquid crystal display (LCD) Integral lighting is provided by four filament lamps mounted at the
I
e
V
and the pointer of an analogue display. Both displays indicate NP in front of the indicator and accessed by the removal of two lamp
A
percentage RPM.The digital display, located below the analogue cover plates. The lamps provide WHITE lighting illumination of the dial
D
pl
R
display, is a 4-digit dichroic LCD with WHITE digits on a BLACK display. The indicator body is cylindrical in shape and clamp
O
background. The analogue display dial is calibrated between 0 per mounted to the instrument panel. Electrical connection is via a single
F
X
m
cent and 120 per cent, over a 220 degree arc scale and is marked multi-pin connector at the rear of the unit.
O
in 10 per cent graduations. The dial numerals, graduations and

8
0
pointer are light grey and the dial background is BLACK. The dial has
Sa
0
2
coloured markings to highlight the normal operating range and

T
engine limitations. The markings are as follows:

H
G
I
Normal operating range is indicated by a GREEN

R
AA
Y
arc extending from zero to 46.7 per cent and from

P
O
63.6 per cent to 101 per cent.

C
A restricted operating range is indicated by a RED

©
arc from 46.7 per cent to 63.6 per cent.

O
A RED radial line on the scale band at 101 per cent

indicates the maximum continuous NP limit.
A RED dot against the scale band at 115 per cent
indicates the maximum overspeed NP limit (15
minute duration).
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©
O
POWERPLANT
GENERAL DESCRIPTION 02
PREPARATION 04
POWER PLANT ASSEMBLY 06
e
POWER PLANT INSTALLATION 08
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AIRFRAME TO POWER PLANT CONNECTIONS 10
M
NACELLE MODULES & EXHAUST SYSTEM 12

E
D
SB 71-9/MOD NO 35196A 18
A
m
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Sa
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2 Chapter 07
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GENERAL DESCRIPTION
C
A
The basic Pratt & Whitney 126/(A) engine is assembled to form a

N
Quick Release Assembly (QRA) before being fitted to the ATP

O
I
airframe.
T
A
I
e
V
This assembly includes the fitment of a tubular yoke that forms the
A
forward section of the engine sub-frame.

D
pl
R
O
Also included are a number of electrical and mechanical

F
X
m
components.
O
8
0
After the power plant has been fitted to the airframe, the air intake
Sa
0
2
and oil cooler are fitted and the jet pipe is connected.
T
H
The power lever and condition lever connections are made at the
G
I
M.F.C. and P.C.U.

R
AA
Y
P
O
The engine controls are then rigged, with the power lever and
C
condition lever ranges of movement on the M.F.C. and P.C.U.

©
adjusted to correspond with the flight deck control lever movement.

O
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4 Chapter 07
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A
PREPARATION
C
ENGINE TO STAND
A
REMOVAL FROM SHIPPING CONTAINER To fit the engine into its build stand, proceed as follows:
N
O
A new engine, delivered from Pratt and Whitney, Canada, is sealed

I
1 Fit engine sling to the beams connected to the engine.

T
inside a polythene envelope and then fastened inside a

A
2 Position the engine hoist and take the weight of the engine,
I
plywood-shipping container. The engine is protected against
e
V
securing the sling lifting cables to the two upper lugs on the
A
moisture ingress by bags of desiccant sealed inside the envelope.

forward beam, and the small single upper lug on the aft
D
pl
R
A humidity indicator, built into the envelope, is visible through a small beam.
O
3 Remove the quick-release pins from the main engine

F
window in the end of the container. A BLUE colour indicates a safe

X
m
bearer attachment points that connect the engine to the
O
condition. If the indicator is pink, the engine may have suffered

container floor.
8
corrosion because of moisture ingress during transit.

0
4 Lift the engine clear of the container and position it in the
Sa
0
2
The engine must be removed from its container and fitted to an engine stand so that the horizontal beams take up their
T
engine stand before building it up as a power plant. The plywood original position.
H
5 Refit the quick-release pins securing the horizontal beams

G
top and sides of the container are removed, and the polythene
I
to the engine stand.

R
envelope opened.
AA
Y
6 Remove the engine sling.

P
O
The engine servicing stand upper horizontal beams are detached by

C
The engine documents are delivered from P & W (Canada) in a

©
removing quick-release pins that connect the beams to the stand.

metal container on the base of the shipping container.
O
These beams must be removed and fitted to the engine before

lifting it from the floor of the container. They are fitted to lifting These must be removed and the engine verified in conjunction
brackets located on the reduction gearbox at the one o’clock and with the documents. The engine must also be checked for defects
eleven o’clock positions and on flange K at the two and ten o’clock and damage.
positions respectively.
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Sa
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8
O
0
0
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5 Chapter 07
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6 Chapter 07
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POWER PLANT ASSEMBLY

C
ANCILLARY EQUIPMENT
A
MAIN COMPONENTS Numerous ancillary items are required to complete the power plant
N
assembly.
O
The following main components are fitted to the engine before

I
T
installation into the airframe.

A
These include:
I
e
V

A
PCU
oil pipelines to the oil cooler.
D
AC Generator
pl

R
Hydraulic pump hydraulic suction and pressure pipelines.

O
main engine fuel feed pipeline.

F
Feathering pump
X
m
rudder boost P3 air line.
O
Starter motor
bleed ducting.
8
Flowmeter

0
Fire extinguisher pipes to each side of the engine.
Sa
0

2
Some or all of these components may be fitted before fitting the Fire detection system wiring and electrical
T
power plant tubular yoke. conduits.

H
fuel pressure switch manifold.

G
I
oil metering panel.

R
AA
Y
ENGINE MOUNTINGS engine breather ducting.

P
O
The tubular yoke is fitted over the engine and secured to the three
C
front and two-rear engine bearers by anti-vibration mountings.

©
All anti-vibration mounting retaining bolts must be torque loaded to

O
the correct value and the retaining nuts locked using the split pins
supplied with the anti-vibration mountings.
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0
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8 Chapter 07
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A
POWER PLANT INSTALLATION

C
Care must be taken to ensure that the turbine support case fuel drain
A
does not foul the rubber seal that surrounds the engine profile space.
PROCEDURE
N
O
To fit the power plant assembly onto the ATP airframe, proceed as
I
The power and condition lever control cables must be secured out
T
follows:
A
of the way to prevent them from fouling the fireproof bulkhead.

I
e
V
When the top and bottom engine bearer attachments are aligned
A
1 Position engine sling above the power plant assembly.

with their respective sub-frame mounting brackets, the bearer
D
2 Fit the sling front lifting arms to the upper lugs of the forward
pl
R
retaining bolt split bushes are fitted.

horizontal beam.
O
F
3 Fit the rear sling cross beam lifting legs to the swinging
X
m
NOTE : The splits in the bushes must align with the centre line of the
O
brackets located inboard and forward of the upper rear

adjacent sub frame tube
8
lugs on the engine.

0
Sa
4 Take the weight of the engine.
0
For ease of access the upper bushes are fitted from the outboard
2
5 Disconnect and remove the engine stand rear upper

side and the lower bushes from the inboard side.
T
horizontal beam.
H
G
6 Remove the quick-release pins that connect the forward

I
The remainder bearer retaining bolt assemblies are fitted, torque

R
horizontal beam to the engine stand and remove the aft

AA
Y
loaded and wire locked.

P
lifting beam.
O
C
The engine sling and forward horizontal beam can now be

©
The power plant assembly may now be lifted and installed into the
removed.
rear engine subframe on the aircraft wing.
O
It must be moved towards the subframe horizontally, so that the Zone

2 of the power plant passes through the engine profile space of the
Zone 1/ Zone 2 fireproof bulkhead.
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10 Chapter 07
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AIRFRAME TO POWER PLANT

C
A
CONNECTIONS
N
The airframe to power plant connections, most of which are the

O
I
quick-release type, are made at the fireproof bulkhead in

T
A
accordance with the A.M.M..

I
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12 Chapter 07
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NACELLE MODULES & EXHAUST SYSTEM

C
A
DESCRIPTION & INSTALLATION

N
O
A nacelle assembly is built onto each wing to house the powerplant,

I
T
it’s associated equipment and the main landing gear.

A
I
e
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A
Each nacelle comprises seven modules:

D
pl
R
Modules 1, 2, 5, and 6 enclose the power plant.

O
F
X
m

O
Module 1 is designated fire zone 1.

8
0
Sa
Modules 2, 5, and 6 are designated fire zone 2.
0
2
T
Modules 4 and 7 form the landing gear bay with the

H
G
forward and rear doors enclosing the landing gear when

I
R
retracted.
AA
Y
P
O
Module 3 forms the engine intake and the oil cooler intake.
C
©
O
NOT TO BE USED FOR MODULE 1
SCHEDULED SERVICING (TITANIUM)
MODULE 5 MODULE 2
(COMPOSITE) (TITANIUM)
MODULE 6
(COMPOSITE)
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_013
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t_C07
A
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ATPPla
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A
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AA
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F
X
MODULE 3
O
MODULE 4 (COMPOSITE/TITANIUM)
8
(ALLOY)
0
0
2
T
H
MODULE 7
G
(ALLOY)
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14 Chapter 07
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A
C
ENGINE SUBFRAME
A
The engine subframe consists of a tubular steel framework of twenty-

N
four bracing struts, attached to the wing at nine positions.

O
I
T
A
The subframe extends upward and forward from the wing

I
e
V
attachments and terminates at a steel yoke assembly, to which the

A
three forward engine mountings are attached.

D
pl
R
O
Two steel beams, one on each side of the subframe, provide

F
X
m
attachment points for the two rear engine mountings.
O
8
0
The upper ‘V’ frame in module 2 can be hinged upwards to allow
Sa
0
2
access to the hot end of the engine.

T
H
Two subframe titanium bulkheads together with the firewall between

G
I
modules 2 and 4 isolate module 2 fire zone 2 from the remainder of

R
AA
Y
the nacelle.
P
O
C
The forward fireproof bulkhead forms the boundary with module I.

©
The aft, sloping fireproof bulkhead forms the boundary with module
O
5.
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Sa
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16 Chapter 07
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A
C
SHEAR DIAPHRAGM
A
A shear diaphragm of composite construction is attached to the

N
forward yoke assembly, the rear lower engine mounting beams and
O
I
the forward fireproof bulkhead to complete the airframe structure.

T
A
I
e
V
F.A.R. registered aircraft are required to have a fireproof shield and

A
gaiters fitted to the diaphragm.

D
pl
R
O
F
X
m
O
8
0
Sa
0
2
T
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0
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18 Chapter 07
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A
SB 71-9/MOD NO 35196A
C
A
ENGINE
N
O
Introduction Of Protective Bushes To The Carbon Fibre Shear

I
T
Diaphragm to protect the oil cooler pipes from possible damage.

A
I
e
V
A
D
pl
R
O
F
X
m
O
8
0
Sa
0
2
T
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P
O
C
©
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Sa
O
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F
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O
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O
0
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20 Chapter 07
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A
C
MODULE 3 SB 54-15/MOD NO 35274E

A
Module 3 comprises a removable assembly, which is attached to Nacelles - Introduction Of Alternative Improved Engine Air Intake
N
the engine subframe shear diaphragm. (Dunlop Part No aca2113)

O
I
Description
T
A
The basic structure consists of a titanium forward bulkhead, a The introduction of an improved engine air intake incorporating
I
e
V
titanium/composite aft bulkhead, a titanium firewall, and a increased power and area mat with repositioned temperature
A
composite outer shell. sensors to prevent flameout in conditions of heavy precipitation at

D
pl
R
temperatures below or close to freezing.

O
The composite leading edge is removable and is attached by bolts

F
SB 54-15/MOD NO 35274E
X
m
engaged in anchor nuts to the forward bulkhead.
O
Nacelles - Introduction Of Alternative Improved Engine Air Intake

(Dunlop Part No aca2113).
8
0
Two spigots mounted on the firewall upper surface locate in bushes
Sa
0
2
on the engine subframe shear diaphragm.

T
H
Two slotted brackets on the rear sill engage in spigots mounted on

G
I
module 4.
R
AA
Y
P
O
Four bolts engaging anchor nuts secure the module to the subframe
C
shear diaphragm.
©
Lengths of rubber ‘P’ seal are fitted along the upper and aft edges
of the module.
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Sa
O
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22 Chapter 07
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A
C
MODULE 6
A
Module 6, which includes the jet pipe shroud, is removable.

N
O
I
It is attached to the upper surface of the wing and to module 5.

T
A
I
e
V
Five spigots positively locate the module during installation.

A
D
pl
R
Two spigots on the rear frame engage in lugs on the upper surface
O
of the wing and three spigots on the forward frame engage in

F
X
m
location plates on module 5.
O
8
0
Two latches engage connectors on module 5 to secure the structure
Sa
0
2
in position.
T
H
G
I
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AA
Y
P
O
C
©
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24 Chapter 07
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A
C
EXHAUST SYSTEM
A
The exhaust system comprises a 15-inch diameter stainless steel jet

N
pipe flexibly coupled to the engine exhaust exit nozzle to form a

O
I
low-pressure loss exhaust system.

T
A
I
e
V
Enclosing the jet pipe is an 18-inch diameter stainless steel, thermally

A
lagged exhaust shroud.

D
pl
R
O
The jet pipe terminates approximately half way down the shroud to
F
X
m
provide a simple jet pump which draws cooling air from engine zone
O
2 and discharges out of the jet pipe tunnel.

8
0
Sa
0
2
This cooling airflow is to dissipate the heat radiated from the jet pipe.
T
Cooling airflow is induced by NACA vents in module 6 to flow around

H
the outside of the shroud and inside the modules 5 and 6, finally
G
I
exhausting to atmosphere through louvered vents on top of module

R
AA
Y
5.
P
O
C
©
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26 Chapter 07
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A
C
JET PIPE
A
The stainless steel jet pipe comprises three sections.

N
O
I
The first section is a machined ring that is bolted directly onto the
T
A
engine turbine support case by 24 special bolts, the rear end of the
I
e
V
ring is flanged.
A
D
pl
R
The second section of the jet pipe is flanged at both ends.

O
The forward flange has four lugs, stop plates are attached to the lugs
F
X
m
by special bolts and nuts, and the stop plates are free to swivel. The
O
second section of jet pipe is slid onto the machined ring then the
8
0
stop plates are rotated to lie in front of the rear flange of the
Sa
0
2
machined ring.
T
H
The stop plates are then locked in position by pip pins.

G
I
R
AA
Y
A thin coat of high temperature grease should be smeared around

P
O
the machined ring to facilitate this operation.

C
©
The third section of jet pipe is flanged at its forward end and is
O
positioned to abut the rear flange of the second section.
A ‘V’ band clamp then fastens them.
The rear end of the third section is supported by two swinging link
units which locate the jet pipe and shroud centrally in the nacelle.
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M
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A
m
C
A
N
Sa
O
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A
I
V
A
D
AA
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F
X
O
8
O
0
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27 Chapter 07
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B1 powerplant
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N O V E M B E R 2 0 0 8
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B1 powerplant
M

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28 Chapter 07
D
A
C
JET PIPE SHROUD

A
The jet pipe shroud consists of a blanket of insulating material, which

N
is sandwiched between an inner skin of stainless steel and an outer

O
I
skin of dimpled stainless steel.

T
A
I
e
V
The shroud is attached to the rear face of the sloping fireproof

A
bulkhead at the rear of module 2 and completely encloses the jet

D
pl
R
pipe extending through modules 5 and 6.

O
F
X
m
The shroud comprises two sections.
O
8
0
The forward section extends to the rear of module 5.
Sa
0
2
T
The rear section, which is a sliding fit over the rear end of the forward
H
section, is attached to, and removed with, module 6.

G
I
R
AA
Y
P
O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
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A
I
V
A
D
AA
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O
F
X
O
8
O
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29 Chapter 07
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B1 powerplant
©
N O V E M B E R 2 0 0 8
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B1 powerplant
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30 Chapter 07
D
A
C
SB 78-4/ MOD NO 35169A

A
Exhaust - To Prevent Buckling And Cracking Of The Jet Pipe Shroud

N
Skins In Modules 5 And 6.

O
I
DESCRIPTION
T
A
To introduce a new forward shroud which has a thicker skin and new
I
e
V
A
seals to the aft shroud and module 6.

D
pl
R
O
F
X
m
O
8
0
Sa
0
2
T
H
G
I
R
AA
Y
P
O
C
©
O
e
Y
pl
M
E
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A
m
C
A
N
Sa
O
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A
I
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A
D
AA
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F
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O
8
O
0
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31 Chapter 07
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32 Chapter 07
D
A
C
JET PIPE COOLING

A
Direct entry air intakes are embodied in the top and side cowlings of
N
module 2, which provide ram air and convection cooling for the
O
I
module.
T
A
I
e
V
Air is induced through fire zone 2 and continues through the rear
A
fireproof bulkhead, passing between the jet pipe and the shroud
D
pl
R
until it joins the jet efflux at the end of the jet pipe.
O
F
X
m
NACA air intakes in module 6 induce airflow over the outer surface
O
of the jet pipe shroud.

8
0
Sa
0
2
Because of the aft seal around the shroud the airflow passes forwards
T
through modules 6 and 5 before exhausting through louvres at the

H
forward end of module 5.

G
I
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AA
Y
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O
C
©
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33 Chapter 07
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N O V E M B E R 2 0 0 8
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m
Sa
AA
O
ENGINE CONTROLS
FLIGHT DECK 02
FLIGHT DECK TO POWERPLANT 10
CONTROLS 10
e
CONTROLS ON THE ENGINE 20
Y
pl
SB 76-15/MOD NO 10269A 22
M
CABLE TENSION REGULATORS 24

E
D
ENGINE POWER STANDBY CONTROL UNITS 28

A
m
C
POWER LEVER DAMPING 28

A
FLIGHT IDLE STOP SYSTEM 30

N
Sa
ELECTRICAL CONTROL 34
O
I
SB 76-10/MOD NO 10173A 36
T
A
ELECTRICAL CONTROL 38
I
V
ELECTRICAL CONTROL CONDITION CABLE GEARBOX 40

A
D
AA
R
O
F
X
O
8
O
0
0
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1 Chapter 08
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B1 engine controls
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B1 engine controls
M

E
2 Chapter 08
D
A
FLIGHT DECK
C
The two levers are interlocked so that the main lever can only be
A
advanced above flight idle when the roll over lever is in its fully
POWER LEVER
N
forward maximum taxi (Flight Idle) power position.

O
The power levers for each engine are located on the centre console,
I
T
to the left of the console centreline.

A
Also the rollover lever can only be used for ground operation when
I
e
V
the main lever is selected fully back to its flight idle position.
A
Each power lever carries a subsidiary roll over lever, connected so

D
pl
that the main power is used to control engine power above flight
R
A switch, located in the outboard side of each main power lever

O
idle and the rollover lever can only be used to control power below
knob, enables hands on power lever operation of the flight director
F
flight idle.
X
m
‘go around’ function from either pilots position.
O
8
The main power lever controls engine power between the flight idle
0
Sa
0
position and the maximum contingency position.

2
T
H
The rollover lever controls engine power and propeller pitch between
G
the flight idle position and maximum reverse position.

I
R
AA
Y
P
In the middle range of the rollover lever movement, positive

O
C
identification marks locate a START / MIN TORQUE and a GROUND

©
IDLE position.
O
When operating the rollover lever a positive spring load also identifies
the ground idle position.
To select reverse pitch, the spring loading on the rollover lever must
be over-ridden by the operator.
e
Y
pl
M
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D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
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F
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8
O
0
0
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3 Chapter 08
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B1 engine controls
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B1 engine controls
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4 Chapter 08
D
A
C
CONDITION LEVER
A
The condition levers are located to the right of the power levers.
N
O
I
Each condition lever is positively gated, and requires a lift to release

T
A
action before movement between gates.

I
e
V
A
The gated positions are as follows:

D
pl
R
O
The rearmost gate, identified OFF, is selected to

F
X
m
operate the fuel cut off lever in the MFC.
O
The centre gate, identified FEATHER is selected to

8
0
open the fuel cut off lever in the MFC, the engines
Sa
0
2
will start with the propeller blades in the feather

T
position.
H
Feather can also be used to select a manual

G
I
feather operation.
R
AA
Y
P
O
The forward gate is ‘OPEN’ to permit selection of

C
propeller speed (NP) between MIN (960 rpm) and

©
MAX (1,200 rpm).

O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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5 Chapter 08
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B1 engine controls
©
N O V E M B E R 2 0 0 8
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B1 engine controls
M

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6 Chapter 08
D
A
C
POWER CONTROL LEVER INTERLOCKS The fixed cam slot is positioned so that the roll over lever lower linkage
A
In the interests of safety and to minimise the possibility of incorrect will not enter the slot unless the main power lever is selected back to
N
engine handling, the power and roll over levers are provided with a the flight idle position.
O
I
mechanical interlocking system.

T
A
This prevents roll over lever movement when the main power lever is
I
e
V
The power levers are also mechanically interlocked with the flying above the flight idle position.
A
controls gust lock lever.

D
pl
R
POWER LEVER-ROLL OVER LEVER

O
F
All the control levers located on the centre console are mounted on
X
m
O
a common cross shaft secured between the console sides.

8
0
Sa
Mounted on the cross shaft adjacent to the power lever is a fixed
0
2
cam with a slot machined into it.

T
H
G
When the roll over lever is operated its lower linkage moves within
I
R
the cam slot.

AA
Y
P
O
At flight idle power position, the lower linkage is positioned above

C
©
the cam slot.

O
As the roll over lever is attached to the power lever, the main power
lever can only be moved when the roll over lever is selected to its fully
forward position.
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
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A
D
AA
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O
F
X
O
8
O
0
0
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T
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7 Chapter 08
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B1 engine controls
©
N O V E M B E R 2 0 0 8
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B1 engine controls
M

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8 Chapter 08
D
A
C
POWER LEVER/FLIGHT CONTROL/GUST LOCK

A
A baulk carrier, located between the main power levers, is

N
connected to the control levers common cross shaft and to a lower

O
I
layshaft.
T
A
I
e
V
The lower layshaft is used to transmit flight control lock lever

A
movement, via a push/pull rod, to the flight control locks.

D
pl
R
O
A baulk rocker located on the front face of the carrier is moved

F
X
m
upwards when the flight control lever is selected to ON.
O
8
0
In this position it blocks double power lever movement above the
Sa
0
2
flight idle position.

T
H
The baulk rocker will swivel against a centring spring to allow a single
G
I
power lever movement above flight idle.

R
AA
Y
P
O
When the single lever is returned back to flight idle, the other power
C
lever may be selected above flight idle swivelling the baulk rocker in
©
the opposite direction.

O
When both levers are selected to flight idle, the centring spring will
return the baulk rocker to its central position.
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
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F
X
O
8
O
0
0
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9 Chapter 08
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B1 engine controls
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
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B1 engine controls
M

E
10 Chapter 08
D
A
FLIGHT DECK TO POWERPLANT

C
A
CONTROLS
N
O
GENERAL
I
T
Four separate control circuits connect the power and condition

A
I
levers to their respective engine control positions.
e
V
A
D
pl
The power lever is connected to the M.F.C.U. and to the PCU as it
R
O
controls propeller pitch directly in the BETA range.

F
X
m
O
The condition lever is connected to the M.F.C. as well as the PCU as

8
it controls the fuel ON/OFF function.

0
Sa
0
2
T
H
G
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R
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O
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©
O
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Sa
O
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F
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O
8
O
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11 Chapter 08
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B1 engine controls
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B1 engine controls
M

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12 Chapter 08
D
A
C
ENGINE CONTROLS LAYOUT Located in the underfloor cable run is a jockey pulley ratio changer
A
In each case the flight deck control levers are connected by a series to double cable linear movement.
N
of three adjustable control rods and two bell crank levers to a cable
O
I
quadrant assembly. At this point the cables pass through pressure seals on the fuselage
T
A
walls, then outboard along the wing spar front faces to their
I
e
V
The first bell crank lever, mounted below the centre console, deploys respective engine nacelles.
A
the controls rods outboard of the console.

D
pl
R
Here the cables pass around change-of-direction pulleys which are

O
The second bell crank lever changes control rod direction so that swivel mounted to the wing front spar, and continue along the left
F
X
m
the third control rod connects to the cable quadrant. side of the engine nacelle to connect with quadrant assemblies on
O
the engine sub frame.

8
0
Both the bell crank levers and the cable quadrants are mounted on
Sa
0
2
the floor structure below crew compartment floor level.

T
H
All the bell cranks are located just forward of station and the cable
G
I
quadrants are located between 408 FS and 418 FS.

R
AA
Y
P
O
Individual runs of 5-cwt stainless steel cable are connected to the

C
cable quadrants by slugs secured by split pins run rearwards and

©
downwards around guide pulleys, located just to the rear of the

O
quadrant assemblies.
The cables continue rearwards, parallel to the fuselage and just

beneath the cabin floor, until they pass around change-of-direction
pulleys at the centre section front spar.
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
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13 Chapter 08
O

C
B1 engine controls
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
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B1 engine controls
M

E
14 Chapter 08
D
A
C
SB 76-14/MOD NO 10240A
A
Engine Controls - To Increase Life Of Engine Power Cables By

N
Introduction Of Larger Diameter Pulleys In The Underfloor Pulley

O
I
Assemblies.
T
A
I
e
V
This modification improves cable life by introducing larger diameter

A
pulleys with increased separation in the underfloor area together with

D
pl
R
replacement cables.
O
F
X
m
O
8
0
Sa
0
2
T
H
G
I
R
AA
Y
P
O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
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15 Chapter 08
O

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B1 engine controls
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
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B1 engine controls
M

E
16 Chapter 08
D
A
C
SB 76-18/MOD NO 10367A
A
Engine Controls-introduction of increased diameter pulley assembly

N
to engine power control cable circuit.

O
I
T
A
The pulley diameter of the engine power control quadrants lower

I
e
V
pulley group between Stns and 408FS is increased from 1.5 inches
A
to 2.36 inches.
D
pl
R
O
This change necessitates the repositioning of this lower pulley group

F
X
m
slightly forward and upward.
O
8
0
The intent of this modification is to extend the fatigue life of the
Sa
0
2
engine power control cables.

T
H
NOTE : SB 76-14/ Mod No must be incorporated prior to or

G
I
concurrently with this SB.

R
AA
Y
P
O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
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T
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17 Chapter 08
O

C
B1 engine controls
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
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B1 engine controls
M

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18 Chapter 08
D
A
C
SB 76 -16/ CAA MANDATORY

A
Inspection Of Engine Power Cables For Excess Wear/Damage This

N
MANDATORY SB introduces initial and repeat inspections for the

O
I
Engine Power Control Cables located below the cockpit floor

T
A
between Stn’s 392FS and 418FS.

I
e
V
A
D
pl
R
O
F
X
m
O
8
0
Sa
0
2
T
H
G
I
R
AA
Y
P
O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
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19 Chapter 08
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B1 engine controls
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N O V E M B E R 2 0 0 8
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B1 engine controls
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20 Chapter 08
D
A
CONTROLS ON THE ENGINE

C
A
CONNECTIONS
N
O
Movement and control from the engine sub frame quadrants to the
I
T
MFC’s on each engine is by push-pull cables.

A
I
e
V
A
In the case of the power lever a push pull cable connects to an arm
D
on the engine power lever servomotor assembly.
pl
R
O
F
A torque shaft connects the assembly to the MFC upper lever.

X
m
O
8
A push pull cable connects the condition lever directly to the MFC
0
Sa
lower lever from its subframe quadrant.
0
2
T
Connecting rods are used to link the MFC to the PCU.

H
G
I
R
The forward lever on the PCU is the power lever and the rear lever is
AA
Y
P
the condition lever.

O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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21 Chapter 08
O

C
B1 engine controls
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
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B1 engine controls
M

E
22 Chapter 08
D
A
SB 76-15/MOD NO 10269A
C
A
DESCRIPTION
N
O
Engine Controls - Installation Of Reconfigured Condition Operating

I
T
System Incorporating A Direct Teleflex Run And Gearbox With Position

A
I
Microswitches.
e
V
A
D
The existing spring strut assembly, Bowden cable and link rod
pl
R
connecting the MFC and PCU are removed.

O
F
X
m
O
A new cable is now provided to connect a new break bias pulley

8
lever with a new link rod via a gearbox.

0
Sa
0
2
The gearbox with its integral microswitches replaces the spring strut.
T
A loom is introduced to link the gearbox to the existing system.

H
G
I
R
AA
Y
P
O
C
©
O
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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P
23 Chapter 08
O

C
B1 engine controls
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
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B1 engine controls
M

E
24 Chapter 08
D
A
CABLE TENSION REGULATORS

C
A
LOCATION
N
O
Cable tension regulators are fitted in each control cable circuit to

I
T
compensate for changes in cable tension due to temperature

A
I
changes or aircraft manoeuvres.
e
V
A
D
The power circuit tension regulators are located at station 126 FS.
pl
R
The condition lever circuit tension regulators are on the wing spar
O
F
front face.
X
m
O
8
Turn barrels, located between stations 252FS and 280FS, are adjusted
0
Sa
to obtain the correct cable tension.
0
2
T
This tension is indicated on a regulated scale attached to the tension

H
G
regulator.
I
R
CABIN SEALING
AA
Y
P
The cable run which passes through the fuselage wall must also
O
C
minimise cabin pressure loss.

©
This special cable length is covered with a P.T.F.E. sleeve that slides
O
through a short P.T.F.E. sleeve contained within a rubber moulding.
The moulding is flange mounted and bolted into position on the

fuselage wall.
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
H
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I
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P
25 Chapter 08
O

C
B1 engine controls
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
Y
B1 engine controls
M

E
26 Chapter 08
D
A
C
POWER LEVER STANDBY CONTROL SYSTEM The servomotor unit is housed within the servomotor assembly,
A
The power lever standby control system is an electrically controlled located on the left side of the forward engine subframe.
N
signalling system that provides emergency control over the full power
O
I
lever range, in the event of normal power lever control disconnect Since the servo motor unit is connected to the MFC power lever
T
A
(cable break). torque shaft, control switch operation will provide the same power
I
e
V
demand inputs to the MFC and the PCU as the normal control
A
Each power plant is provided with its own reversionary electrical systems.
D
pl
R
system.
O
F
X
m
Control switches for each engine are mounted together immediately
O
behind the power lever quadrant, to the left-hand side of the

8
0
horizontal portion of the centre console.
Sa
0
2
T
They are spring loaded rocker switches that will generate

H
increase/decrease power commands.

G
I
R
AA
Y
A stepper motor drive unit is located in Module 3 to the right of the

P
O
oil cooler.
C
©
It is a solid state device that translates standing voltage inputs into

O
sequenced coil excitations for the engine power lever servo motor
unit.
e
Y
pl
M
E
D
A
m
C
A
N
Sa
O
I
T
A
I
V
A
D
AA
R
O
F
X
O
8
O
0
0
2
T
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27 Chapter 08
O

C
B1 engine controls
©
N O V E M B E R 2 0 0 8
N O V E M B E R 2 0 0 8
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B1 engine controls
M

E
28 Chapter 08
D
A
ENGINE POWER STANDBY CONTROL POWER LEVER DAMPING

C
A
UNITS A power lever damping P.B.S.I. is located on the centre sloping panel
N
The servo units are solid state devices, which convert the voltage to the left of the radar unit.
O
I
inputs from the rocker switches to sequenced coil excitations at the

T
A
stepper motors. Operating the P.B.S.I. lights the ON legend and in the control unit
I
e
V
connects D.C. +ve inputs to both the A and B inputs which provides
A
Each stepper motor has four coils, which must be energised in a fixed current to one of the stepper motor coils preventing motor
D
pl
R
sequence to rotate the motor. creep without any other input.

O
F
X
m
Each system is connected to the respective side D.C. essential In the event of the condition lever being selected to FEATHER or OFF
O
busbar and the operation of the rocker switch connects the D.C. and therefore stopping the engine, a D.C. (DAMP INHIBIT) supply is
8
0
+ve and -ve to DRIVE A and DRIVE B or the reverse depending on the connected to the control unit to remove the damping current and
Sa
0
2
INC or DEC selection. preventing overheating of the servomotor.

T
H
The servomotor will rotate in one direction when the step sequence
G
I
is 0,1,2,3,4 as per the table and the reverse direction if the step
R
AA
Y
sequence is 4,3,2,1,0.
P
O
C
©
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A
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Sa
O
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A
I
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A
D
AA
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O
F
X
O
8
O
0
0
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29 Chapter 08
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B1 engine controls
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30 Chapter 08
D
A
FLIGHT IDLE STOP SYSTEM

C
A common test P.B.S.I. on the right side console is pressed when the
A
power levers are above Flight Idle to confirm that the stops are
INTRODUCTION
N
engaged.
O
In the event of a power cable severance it is possible that the

I
T
propeller Control Unit (PCU) could demand a low blade angle. To

A
If the stops are engaged, the limit microswitch in each actuator will
I
prevent this, when the power lever demand is above Flight Idle, an
e
V
connect a D.C. supply to the GREEN left and right legends on the test
A
electromechanical system engages a baulk known as the FLIGHT

P.B.S.I.
D
IDLE STOP.
pl
R
CIRCUIT OPERATION
O
F
The left system is described; the right system is similar. With the power
X
m
O
lever below Flight Idle, relay 1KX1 is de- energised, relay KS4 is
8
energised and the actuator is in the retract position which withdraws

0
Sa
0
the Flight Idle Stop.

2
T
H
When the power lever is moved above Flight Idle position, the Flight
G
Idle microswitch closes and energises relay 1KX1. Relay KS4

I
R
de-energises and the actuator extends the Flight Idle stop into the
AA
Y
P
baulk position.
O
C
©
When the power lever is retarded for landing, the microswitch is

opened which de-energises 1KX1 and energises KS4 providing D.C.
O
power to the retract field of the actuator.

e
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Sa
O
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A
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F
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8
O
0
0
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B1 engine controls
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32 Chapter 08
D
A
C
CONTROL CIRCUIT FAILURES On the surviving power plant the disc fragment may have damaged
A
The most adverse control failures are those caused by turbine failures both the condition lever circuit and the power lever circuit.
N
in which turbine disc fragments damage not only the controls on the
O
I
failed power plant but also penetrate the fuselage and cut the A tension dumper located on the engine sub-frame quadrant, which
T
A
mechanical controls to the serviceable power plant. Since provision applies a positive load to move the control away from the FUEL OFF
I
e
V
is made on the ATP to ensure continued control in spite of multiple and FEATHER positions into the selected speed range, protects the
A
failures caused by disc fragment damage, all single failures are condition lever circuit.
D
pl
R
automatically fail-safe.
O
With the propeller away from its FEATHER position the PROPELLER
F
X
m
If disc fragment damage did occur with subsequent control SPEED RESET P.B.S.I. located on the centre sloping panel may be
O
damage, it would be necessary to shut off the engine fuel supply selected ON.
8
0
and feather the propeller without the use of the condition lever.
Sa
0
This will cause the existing governor selection to be overridden thus

2
setting 100% NP (Reference or Take Off) for subsequent approach

T
This is achieved by operating the HYD & LP COCK P.B.S.I. located on

H
the centre roof panel. and landing. The power lever functions on the surviving power plant
G
I
are maintained by the manually selected electrical servo system.

R
AA
Y
Electrical control to the LP fuel cock is well separated from the

P
O
condition lever mechanical circuit.

C
©
When the LP fuel cock is closed, a circuit is made to the electrical

O
feathering valve and the propeller will automatically feather and the
engine stop.
e
Y
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A
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A
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Sa
O
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A
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A
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F
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8
O
0
0
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B1 engine controls
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34 Chapter 08
D
A
ELECTRICAL CONTROL
C
MICROSWITCH PLA 63 DEGREES

A
POWER LEVER (Inside the servo unit assembly housing)

N
To arm the AFU autofeather system.

O
Six microswitches in the power lever control circuit and four

I
T
microswitches in the condition lever control circuit provide electrically

A

I
operated safety features when they are energised.
e
V
A
(Inside the servo unit assembly housing)

To operate the landing gear UP warning horn in parallel with
D
Three of the six power lever microswitches are located inside the
pl
R
servo unit assembly housing, and three are located beneath the the opposite engine power lever.
O
F
flight deck floor.

X
m
MICROSWITCH PLA 33 DEGREES.
O
(Beneath the flight deck floor)

8
Four of them operate when the power lever is advanced towards

0
Sa
take off, at the 63 degree PLA position, and above. To arm the low pitch warning for the propeller system.
0

2
To energise the flight idle baulk mechanism located on the

T
One microswitch operates when the power lever is retarded towards engine subframe.
H
G
flight idle and is effective from 33 degrees and another microswitch

I
R
operates at 43 degrees. MICROSWITCH PLA 63 DEGREES

AA
Y
P
The microswitch functions are listed below: (Beneath the flight deck floor)
O
To independently arm the EEC autofeather circuit.

C
©

(Inside the servo unit housing) MICROSWITCH PLA 63 DEGREES
O
To extinguish a TAKE OFF CONFIG RED warning indicator on (Beneath the flight deck floor)
the Central Warning Panel in conjunction with correct To independently arm the AFU autofeather circuit.
selections of EEC mode, elevators, flaps, parking brake.
To arm the EEC auto feather system.
e
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A
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Sa
O
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A
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A
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F
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8
O
0
0
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B1 engine controls
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36 Chapter 08
D
A
SB 76-10/MOD NO 10173A.
C
A
Engine Controls - Introduction Of More Accurately Positioned Power

N
Lever Autofeather Microswitches And Improved Cam Mounting

O
I
Assembly
T
A
DESCRIPTION
I
e
V
A
Introduction of a cam/microswitch mounting plate assembly with

D
more positive support and re-positioned microswitch mounting holes
pl
R
to provide a more positive support to the operating cam shaft and

O
F
increase the reliability of the microswitch indications.

X
m
O
8
0
Sa
0
2
T
H
G
I
R
AA
Y
P
O
C
©
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Sa
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F
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8
O
0
0
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B1 engine controls
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38 Chapter 08
D
A
ELECTRICAL CONTROL
C
The MAX RPM microswitch functions are listed below:

A
CONDITION LEVER.
N
To provide a warning through the TAKE OFF CONFIG

O
The four condition lever microswitches are located to the right of the
I
warning system that the condition lever is in the

T
PCU on a spring strut assembly that is operated by the PCU condition

A
wrong position for take off

I
idler lever.

e
V
To reschedule EEC NPT governing.

A
D
Two of the microswitches operate when the condition lever is
pl
R
NOTE : Not applicable if SB 76-15/MOD No 10269A is incorporated.

selected to FEATHER and below and the other two operate at MAX
O
F
RPM.
X
m
O
8
The FEATHER microswitch functions are listed below:

0
Sa
0
2
To inhibit the other engine autofeather and LP cock

T
closure electrical feather functions.

H

G
To disable the engine underspeed governing

I
R
mode.
AA
Y

P
To prevent the landing gear warning horn

O
operating if one engine is feathered in flight.

C

©
To inhibit the torque bug output on engine shut

down.
O
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M
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A
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C
A
N
Sa
O
I
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A
I
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A
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O
F
X
O
8
O
0
0
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39 Chapter 08
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B1 engine controls
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40 Chapter 08
D
A
ELECTRICAL CONTROL CONDITION CABLE

C
To operate at the FEATHER and FUEL OFF positions,

A
GEARBOX - To inhibit autofeather of the opposite propeller.

N
On post Mod aircraft the engine mounted microswitch strut has been - To disable the under speed governing mode and
O
I
deleted and an engine subframe mounted gearbox is fitted instead. - To inhibit the landing gear warning horn when an engine is
T
A
shut down.
I
e
V
The cable routing is identical to the pre mod system up to the break
A
bias pulley.
D
pl
R
O
From the break-bias pulley a splined shaft and lever assembly is

F
X
m
connected to the flexible control cable assembly. The cable
O
assembly passes through a fireproof seal at Bulkhead 98 (which

8
0
separates module 1 from module 2) and connects to an extended
Sa
0
2
lug on the PCU-MFC link-rod. The Link-rod transmits the movement of

T
the cable assembly to the PCU and MFC.

H
G
I
The flexible cable assembly passes through a gearbox (mounted on

R
AA
Y
the engine subframe), as the condition lever is operated the helical

P
O
cable moves in its sleeve and turns a cam in the gearbox.

C
Movement of the cam operates microswitches installed in the

©
gearbox.
O
The condition control lever actuates the microswitches to operate

at the following settings:-
To operate when MAX rpm is selected,

- Part of the Take-off Configuration warning system.
e
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Sa
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0
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41 Chapter 08
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B1 engine controls
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N O V E M B E R 2 0 0 8
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Sa
AA
O
FIRE DETECTION SYSTEM
INTRODUCTION 02
CONTROL PANEL 04
FIRE DETECTION SYSTEM 06
e
CONTROL UNIT 10
Y
pl
FIRE INDICATIONS 12
M
FIRE WARNING CIRCUIT 16

E
D
DUAL LOOP FIRE WARNING 18

A
m
C
DUAL LOOP FAULT WARNING 20

A
DUAL LOOP - ONE LOOP ISOLATED 22

N
Sa
DUAL LOOP-FIRE WARNING WITH LOOP B ISOLATED 24
O
I
FIRE EXTINGUISHING 26
T
A
FIRE EXTINGUISHER CIRCUIT 28

I
V
FIRE BOTTLE 30
A
FIRE DETECTION FAULT INDICATION 32

D
AA
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O
F
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O
8
O
0
0
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1 Chapter 09
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B1 fire detection system

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2 Chapter 09
D
A
INTRODUCTION
C
Engine fire zones 1 and 2 are equipped with fire detection and
A
protection systems.
FIRE ZONES
N
O
For the purpose of fire limitation each nacelle is divided into four
I
Each engine fire detection and protection system is completely

T
separately vented regions by fireproof bulkheads.

A
independent of the other engine system.

I
e
V
A
These regions are defined as follows:

The landing gear bay has overheat detectors located on the
D
pl
Engine Fire Zone 1
R
sidewalls to detect fire or overheating (135°C) in the landing gear

O
Containing the reduction gearbox and the

bay.
F
turbomachine compressor section.

X
m
O
Engine Fire Zone 2

8
Containing the turbomachine combustion section

0
Sa
0
and jet pipe.

2
Jet Pipe Bay

T
H
The area surrounding but separated from the jet

G
pipe.
I
R
Landing Gear Bay

AA
Y
P
Containing the main landing gear leg and its

O
C
associated equipment.
©
O
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Sa
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3 Chapter 09
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4 Chapter 09
D
A
CONTROL PANEL
C
Post-Mods 3527A, 35258A & 30080C’

A
The engine fire warning and extinguishing control panel is located at

PRE-MOD FLIGHT DECK
N
the base of the centre roof panel and contains the necessary
O
The engine fire warning and extinguishing control panel is located at

I
switching and indication to allow the operator to deal with an engine

T
the base of the centre roof panel and contains the necessary
A
fire. The panel is divided vertically into left and right engines, and
I
switching and indication to allow the operator to deal with an engine
e
V
works in conjunction with other fire warning devices and controls that
A
fire. The panel is divided vertically into left and right engines, and
will be detailed later.
D
works in conjunction with other fire warning devices and controls that
pl
R
For each engine there are:

will be detailed later.
O
F
X
m
FIRE WARNING INDICATOR this is also the BELL CANCEL P.B.S.I. When a
O
For each engine there are:

fire warning occurs, the background illuminates RED HYD & LP COCK
8
FIRE WARNING INDICATOR this is also the BELL CANCEL P.B.S.I.. When
0
P.B.S.I. that selects both the hydraulic and the LP fuel cock closed
Sa
a fire warning occurs, the background illuminates RED. HYD.& LP
0
and energises the electrical feather solenoid. ‘The AMBER SHUT

2
COCK P.B.S.I. that selects both the hydraulic Shut Off Valve and the
legend illuminating indicates that only the LP cock is closed. SHOT 1
T
LP fuel cock closed and energises the electrical feather solenoid.

H
and SHOT 2 PBSI’s which control the fire extinguisher operation. FIRE
G
The AMBER SHUT legend illuminating indicates that only the LP cock
I
TEST P.B.S.I. that is used to check for correct operation of the fire
R
is closed.
AA
Y
warning system. FAULT TEST P.B.S.I. that is used to check for correct
P
O
operation of system fault indications. LOOP A & LOOP B FAULT/ISOL

SHOT 1 and SHOT 2 PBSI’s which control the fire extinguisher operation.
C
PBSI’s to indicate a faulty fire loop and enable the pilot to isolate that
©
FIRE TEST P.B.S.I. that is used to check for correct operation of the fire
loop by pressing that P.B.S.I.
warning system.
O
NOTE : The fire and fault tests PBSI’s do not illuminate on test and have
FAULT TEST P.B.S.I. that is used to check for correct operation of
permanent BLUE legends.
system fault indications.
NOTE : The fire and fault test P.B.S.I.’s do not illuminate on test and
have permanent BLUE legends.
e
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Sa
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5 Chapter 09
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6 Chapter 09
D
A
FIRE DETECTION SYSTEM

C
A
Fire detection is provided by a Graviner firewire system.

N
This system comprises a continuous loop of firewire sensing element,

O
I
a control unit, warning lights, attention getters, and a fire bell.

T
A
I
e
V
The bell is common to both engines.

A
FIRE WIRE
D
pl
R
The firewire-sensing element consists of a stainless steel capillary and

O
F
a centre electrode.
X
m
O
The centre electrode is separated from the walls of the capillary by

8
0
Sa
a filling chemical.
0
2
T
The electrical resistance of the chemical decreases with an increase

H
G
in temperature.
I
R
AA
Y
P
The sensing element is routed through zones 1 and 2 via connectors

O
in the dividing fireproof bulkhead, It is connected to a control unit

C
©
that is located in the forward underfloor area of the aircraft fuselage,

at zone 131(132).
O
e
Y
pl
M
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A
m
C
A
N
Sa
O
I
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A
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A
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AA
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F
X
O
8
O
0
0
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7 Chapter 09
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8 Chapter 09
D
A
C
P& W SB 21097 - INTERCOMPRESSOR CASING

A
This bulletin replaces the switching valve to rear inlet casing air tube
N
with one incorporating a fire detector.

O
I
T
A
This provides an early warning of an internal fire within the

I
e
V
intercompressor casing.
A
D
pl
R
The detector is linked to the firewire circuit electrically and an

O
intercompressor fire would operate the normal fire detection

F
X
m
indicators.
O
8
0
Sa
0
2
T
H
G
I
R
AA
Y
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O
C
©
O
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N
Sa
O
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A
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A
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AA
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F
X
O
8
O
0
0
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9 Chapter 09
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10 Chapter 09
D
A
CONTROL UNIT
C
Operation of the relay tests that:

A
The Control Unit monitors the condition of the firewire-sensing

N
element. It compares the shape of the voltage waveform applied - The firewire loop is continuous
O
I
to the sensing element with that of a reference waveform stored in - Loop insulation is sufficient to enable a fire warning to be generated
T
A
its own memory. which will reset when the fire is extinguished
I
e
V
- The control components are functioning correctly

A
The voltage waveform shape varies with heat changes and will also
D
pl
R
vary when a fault condition exists. The system is still capable of detecting a fire even if the firewire is
O
cleanly severed, and no fault indication would ensue, but when the
F
X
m
The integrated circuits within the control unit measure the variations system was next tested, lack of continuity would prevent the fire test
O
in shape of the waveform to determine whether a fire or a fault function, (CWP LOOP A/B only for this fault).
8
0
condition exists.
Sa
0
However the firewire is insulated with a hygroscopic salt, if the wire

2
was cleanly severed, the system would operate normally until the
T
The Control Unit contains three relays, A, B and C.

H
salt absorbed enough ambient water to trigger a fault indication.

G
I
Relay A, when energised by a change of waveform caused by a

R
AA
Y
fire; will complete an electrical circuit to energise the flight deck NOTE : The dual firewire systems also have duplicated control boxes.
P
O
engine fire indicators.

C
©
Relay B, when energised by a fault condition within the system, will

O
illuminate fault condition warnings on the flight deck panel, (CWP

LOOP A/B at any time.).
Relay C, is energised when the ‘fire test’ button is pressed and

operates the fire alarm circuits until the button is released.
e
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A
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Sa
O
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A
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0
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12 Chapter 09
D
A
FIRE INDICATIONS
C
A
FLIGHT DECK
N
O
Flight deck indications of an engine fire as follows:

I
T
A
I
1 Audible Warning Bell
e
V
A
2 RED Fire Warning Indicator Centre Roof Panel

D
3 RED Fire Extinguisher Centre Roof Panel SHOT 1
pl
R
4 RED ENG FIRE C.W.P.

O
F
5 RED Flashing attention getters Captains & First Officers

X
m
O
coaming panels
8
6 RED Condition lever handle light Centre console.

0
Sa
0
2
T
H
G
I
R
AA
Y
P
O
C
©
O
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A
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Sa
O
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A
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F
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O
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0
0
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14 Chapter 09
D
A
C
FIRE TEST INDICATIONS FAULT TEST INDICATIONS

A
On selection of FIRE TEST the following indications will occur: - On selection of FAULT TEST the following indications will occur: -
N
1 Audible warning Bell 1 AMBER fire loop on CWP

O
I
2 RED Fire warning indicator Centre Roof Panel 2 RED Flashing attention getters Captains and First Officers
T
A
3 RED Fire Extinguisher Centre Roof Panel SHOT 1 Coaming Panels

I
e
V
4 RED ENG FIRE Central Warning Panel 3 Fault/ISOL switches illuminate

A
5 RED Flashing attention getters Captains and First Officers

D
pl
R
Coaming Panels
O
6 RED Condition lever light Centre Console

F
X
m
7 RED L/G BAY O/HEAT 1/2 CWP and audio
O
8 RED Fire extinguisher Centre Roof Panel SHOT 2

8
0
9 Both shot used indicators Centre roof panel change to
Sa
0
2
RED (or WHITE if post mod).

T
H
G
I
R
AA
Y
P
O
C
©
O
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16 Chapter 09
D
A
FIRE WARNING CIRCUIT

C
The fire warning checklist is automatically shown on the radar

A
indicator.
OPERATION
N
O
The circuit shows the left dual loop system.

I
NOTE : Both detectors must produce a fire warning output to energise

T
A
relays 1 WA 30 and 1 WA 31 for the fire warning indications to be

I
When there is an engine fire warning, a D.C.output is produced from
e
V
produced.
A
pinG of each controller and detector unit.

(This prevents spurious warnings due to a faulty detector or loop.)
D
pl
R
If a single loop system is fitted, an output from pin G of the single

O
F
detector is connected directly to relay 1 WA 11.

X
m
O
FIRE
8
0
Sa
If an engine fire is detected, the output from pin G of DETECTOR 1 is
0
2
connected via the LOOP A isolate P.B.S.I. to the coil of relay 1 WA 30

T
and the output from pin G of DETECTOR 2 is connected via the LOOP
H
G
A isolate P.B.S.I. to the coil of relay 1 WA 31.

I
R
AA
Y
P
With relays 1 WA 30 and 1 WA 30 energised, 1 WA 30 is locked on via

O
it’s own contact from DETECTOR 2 output and 1 WA 31 is locked on

C
©
via it’s own contact from DETECTOR 1 output.

O
The Emergency busbar is connected to the CWP ENG 1 FIRE warning

annunciator via both energised relays.
The same supply is connected to the BELL CANCEL FIRE legend and
1 WA 11 which when energised lights the RED light in the left condition
lever, lights the left SHOT 1 P.B.S.I. and rings the fire warning bell.
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18 Chapter 09
D
A
DUAL LOOP FIRE WARNING

C
A
SIMPLIFIED CIRCUIT
N
O
With both LOOP P.B.S.I.’s not at normal, the fire warning indications
I
T
depend on both fire warning systems sensing an engine fire and

A
I
therefore relays 1 WA 30 and 1 WA 31 both energised by an output
e
V
A
from pin G of each detector.

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20 Chapter 09
D
A
DUAL LOOP FAULT WARNING

C
A
SIMPLIFIED CIRCUIT
N
O
Fault Warning If a LOOP is contaminated or degraded, the

I
T
associated detector will produce an output from pin J and via relay
A
I
1 WA 30 or 1 WA 31 (depending on which loop has failed), will light
e
V
A
the associated FAULT legend on the LOOP A or B P.B.S.I. and the CWP
D
FIRE LOOP 1(2) warning annunciator.
pl
R
O
F
Pressing the LOOP P.B.S.I. with the FAULT legend lit, will connect the
X
m
O
Emergency busbar to the ISOL legend, disconnect the CWP FIRE

8
LOOP 1(2) and also to an open contact of the other LOOP P.B.S.I..
0
Sa
0
2
The output from pin G of the associated detector is isolated so that

T
there can be no spurious fire warnings. If there is a FIRE warning

H
G
detected by LOOP A and DETECTOR 1, and LOOP B is isolated, the

I
R
output from pin G of DETECTOR 1 will energise 1 WA 31 via LOOP B in

AA
Y
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the isolate condition. This means that the single ‘good’ fire warning
O
system will activate the fire indications.

C
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D
A
DUAL LOOP - ONE LOOP ISOLATED

C
A
SIMPLIFIED CIRCUIT
N
O
If one LOOP P.B.S.I. is selected to isolate, the CWP - FIRE LOOP 1(2) is
I
T
extinguished and the ISOL legend on the P.B.S.I. is lit.

A
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24 Chapter 09
D
A
DUAL LOOP-FIRE WARNING WITH LOOP B

C
A
ISOLATED
N
O
SIMPLIFIED CIRCUIT
I
T
If there is a fire warning output from pin G of LOOP B system with

A
I
LOOP A isolated due to a fault condition, relays 1 WA 30 and 1 WA
e
V
A
31 are both energised by the single fire warning and the fire warning
D
indicators will be activated.
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26 Chapter 09
D
A
FIRE EXTINGUISHING
C
The discharge pipes are connected into a ‘T’ connection into two
A
delivery pipes down each side of the engine then to nozzles.

SYSTEM
N
O
The fire extinguishing system for each engine comprises two

I
The nozzles are positioned to generate a rapid spiral flow of

T
extinguisher bottles, directional flow valves, discharge pipes and

A
extinguishant around all areas of each fire zone.

I
discharge nozzles. The fire extinguisher bottles are located inside the
e
V
A
wing torsion box to the rear of the powerplant in the nacelle.

The rigid delivery pipes and nozzles are made from titanium.
D
pl
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Each fire extinguisher bottle is charged with 5lbs. of

O
The flexible hoses used in zone 1 are Teflon lined.

F
BROMOTRIFLUOROMETHANE (BTM) [aka HALON 1301] pressurised with

X
m
O
nitrogen at 500 p.s.i. at 20 deg C.

8
0
Sa
Each bottle has a single discharge head with both mechanical and
0
2
electrical indications of extinguisher discharge. A pressure relief

T
connection on the discharge head is connected to a GREEN

H
G
pressure relief indicator disc located on the outboard side of each

I
R
engine nacelle.
AA
Y
P
O
The connection is by a pipe routed within the interior of the nacelle.

C
©
If pressure relief blows out the indicator disc, a RED painted interior
cone is revealed, it should be noted that the entire bottle contents
O
are vented if this condition occurs.
Each bottle is connected to directional flow valves that permit either

first or second shots to enter a common discharge pipe then through
discharge nozzles into fire zones 1 and 2.
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A
FIRE EXTINGUISHER CIRCUIT

C
In flight, SHOT 2 P.B.S.I. will be operated if the engine fire warning is still
A
present 45 seconds after the operation of the SHOT 1 P.B.S.I.. On the

GENERAL
N
ground, both SHOT 1 and SHOT 2 PBSI’s will be operated together.

O
The left system is described; the right system is similar.

I
SHOT 2 OPERATION
T
FIRE DETECTED
A
Operating the SHOT 2 P.B.S.I. will connect No.2 Battery busbar to the
I
When there is an engine fire detected, a supply from the left Control
e
V
left No.2 extinguisher cartridge. When the contents discharge to the

A
Unit(s) energises relay 1 WA 11. This will light the left SHOT 1 legend at
left engine, the link is severed which causes relay 1 WB 7 to de-
D
pl
the same time as the left fire warning indications.
R
energise and the SHOT 2 DISCHARGE magnetic indicator or lamp

O
SHOT 1 OPERATION
F
(post mod) will show RED (WHITE).

X
m
When SHOT 1 P.B.S.I. is operated, the Emergency busbar is connected
O
FIRE TEST
to relay 1 WB 5 which is energised and latched on via it’s own
8
When operating the FIRE TEST P.B.S.I., the Emergency busbar is

contact.
0
Sa
connected to the Control Units and the SHOT 2 legends. The Control
0
2
Units produce an output due to the TEST mode, which operates all fire
The warning supply from the Control Unit is now connected via two
T
warning indicators including the SHOT 1 legends.

H
internal contacts in 1 WB 5 to the SHOT 2 P.B.S.I..

G
I
R
The relays 1 WB 3 (2 WB 21 and 1 WB 7 (2 WB 5) are all de-energised

AA
Y
The No.1 Battery busbar is connected to the left No.1 extinguisher

P
so that all the SHOT DISCHARGED magnetic indicators or lamp (post

cartridge, which ruptures the diaphragm in the extinguisher. The
O
mod) are showing RED (WHITE). Releasing the FIRE TEST P.B.S.I. to OFF
C
contents discharging to the left engine cause the internal electrical

©
will cause relays 1 WB 3 (2 WB 11 and 1 WB 7 (2 WB 5) to energise -

link in the nozzle to be severed and the discharged indicator pin will
resetting the magnetic indicators to BLACK (or extinguishing the
O
protrude from the nozzle.
lamps post mod).
Relay 1 WB 3 is normally held energised via the FIRE TEST P.B.S.I. and
the No.1 extinguisher nozzle link from the Emergency busbar. When
the link is severed, 1 WB 3 de-energises and connects the
Emergency busbar to the OPERATE. coil of the SHOT 1 DISCHARGED
magnetic-indicator or lamp (post mod) which will indicate RED
(WHITE).
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A
FIRE BOTTLE
C
FIRE IN FLIGHT
A
OPERATION In the event of an engine fire in flight the approved Fire Drill must
N
be carried out, the memory actions are detailed below:-

O
In the event of an engine fire on the ground the approved Fire Drill
I
T
must be carried out, the memory actions are detailed below:

A
FIRE IN FLIGHT - MEMORY ACTIONS

I
e
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A
FIRE ON GROUND - MEMORY ACTIONS Fire Bell CANCEL

Power Lever Flight Idle
D
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Fire Bell CANCEL
R
Condition Lever OFF

O
Condition Lever OFF

F
Start Master OFF Feather pump ON

X
m
O
HYD & L.P. Cock SHUT HYD & L.P. Cock SHUT
Fire Extinguisher SHOT 1
8
Fire Extinguisher SHOT 1 & SHOT 2

0
Sa
0
2
All fire-warning indicators remain illuminated until cancelled by the IS THE FIRE & WARNING LIGHT EXTINGUISHED WITHIN 45
T
SECONDS
H
fire detection system except for the fire bell that must be cancelled
G
manually by operating the bell cancel switch.

I
R
Fire Extinguisher SHOT 2

AA
Y
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In addition to the electrical indications, the fire bottle discharge pins

O
NOTE : The memory actions detailed above were only valid at the
C
will have protruded from their housings on the discharge heads.

©
time of issue of this manual and do not take precedence over the
A.T.P. OPERATIONS MANUAL Part 9 FLYING.
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D
A
FIRE DETECTION FAULT INDICATION

C
The attention getter and aural warning are cancelled by pressing

A
the attention getter.

PRE MOD
N
O
A fault, which prevents a fire being detected by an engine fire

I
The CWP FIRE LOOP will remain illuminated until the LOOP A (B) FAULT
T
detection circuit, will result in the following warnings:

A
P.B.S.I. is pressed, this isolates the faulty loop and the FAULT illumination

I
The FIRE LOOP indicator on the CWP will illuminate
e
V
will extinguish and ISOLATE will illuminate.

A
AMBER.

D
The attention getter for the CWP will flash and its
pl
R
Pressing the FAULT TEST P.B.S.I. located on the centre roof panel can
aural warning will sound.
O
test the fault indication circuits.

F
The attention getter and aural warning are

X
m
O
cancelled by pressing the attention getter.

NOTE : A FAULT indication will NOT inhibit the fire warning circuit.

8
The CWP FIRE LOOP will remain illuminated until the

0
Sa
fault is rectified.
0
2
Pressing the FAULT TEST P.B.S.I. located on the centre

T
roof panel can test the fault indication circuit.

H
G
I
R
NOTE : A FAULT indication will inhibit the fire warning circuit.

AA
Y
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POST MODS 3527A, 3528A, & 30080C

O
C
A fault, which prevents a fire being detected in an engine fire

©
detection circuit, will result in the following warnings:

O
The FIRE LOOP indicator on the CWP will illuminate AMBER.

1 The attention getter for the CWP will flash and its aural
warning will sound.
2 The LOOP A (B) FAULT P.B.S.I. will illuminate.

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A
C
DISC BURST CONTAINMENT COWLING FIRE PANELS

A
A survey into the effects of an uncontained rotor disc failure was Spring loaded fire panels providing access to fire zones 1 and 2 are
N
completed for the ATP by BAE SYSTEMS. located on both sides of the engine cowlings to make the cowlings
O
I
interchangeable between engines.

T
A
In accordance with Joint Airworthiness Regulations, the ATP design

I
e
V
has included design precautions, which ensure that the risk of The panels are painted RED for ease of identification.
A
catastrophic damage to the aircraft as a result of a disc burst, is held

D
pl
R
to a minimum. In the event of a fire occurring while the aircraft is stationary, ground
O
fire extinguishers may be used to extinguish the fire by inserting them

F
X
m
Catastrophic damage assumes that: through the panels and then discharging them.
O
1 Safe controlled flight cannot be maintained

8
0
or
Sa
0
2
2 A safe landing cannot be achieved

T
or
H
3 Fatalities of major proportion will result.

G
I
R
AA
Y
Design precautions carried out include the separation of normal and

P
O
emergency systems and the duplication of systems and electrical

C
circuits.
©
The worst disc burst condition was calculated as a one-third-disc

fragment break off.
The ATP has been designed so that this condition will not result in the
loss of the aircraft.
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C
INERTIA SWITCH OPERATION

A
Two inertia switches are mounted on the front face of the front wing
N
spar in the centre fuselage; they are set to operate when the aircraft
O
I
is subjected to a 3G deceleration.
T
A
I
e
V
Operation of one or both switches will discharge the SHOT 2 fire bottle
A
for both engines.

D
pl
R
O
Power is supplied from the Nos 1 and 2 -battery bus bars for both
F
X
m
engines.
O
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STARTING AND IGNITION
SYSTEMS - INTRODUCTION 02
STARTING LIMITATIONS 10
I.T.T. LIMITATIONS DURING START 10
e
ENGINE START CHECK LIST 12
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PROCEDURES 14
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ENGINE STARTING AND CRANKING 22

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D
A
SYSTEMS - INTRODUCTION
C
A
The Pratt & Whitney engine is started by a 28 VOLT D.C. electrical

N
system using the aircraft batteries, G.P.U., or A.P.U. supplies.

O
I
T
A
The starting system must be capable of: -

I
e
V
1 Rotating the engine and providing ignition simultaneously

A
during a ground or air start.

D
pl
R
2 Rotating the engine without ignition in the case of an

O
engine motor-over being required. The system also: -

F
X
m
3 Prevents unnecessary running of the starter motor
O
4 Prevents crash engagement of the starter motor

8
0
mechanism
Sa
0
2
T
Interlocking by switches, relays and contactors ensures that only one

H
engine or the A.P.U. starting cycle may be attempted at any one

G
I
time.
R
AA
Y
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O
To avoid damage to the Transformer Rectifier Units (T.R.U.) during

C
starting, because of the high starting current requirements, the

©
starting system will not function unless both T.R.U.’s are sensed to be
O
in the same state.
Both T.R.U.’s must be ON for all A.C. Ground Power/APU starts, but both
may be OFF when starting from internal batteries.
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D
A
C
STARTER MOTOR
A
The 28 volt D.C. starter motor is mounted on the front right hand face The clutch operates in an oil filled compartment that is separated
N
of the accessory drive casing and through gearing, turns the HP rotor from the motor armature.
O
I
shaft.
T
A
The capacity of the compartment is approximately 60 cc.

I
e
V
The motor incorporates a sprag clutch for automatic starter

A
disengagement. The clutch automatically disconnects the starter motor at a

D
pl
R
maximum starter motor speed of 8,600 rpm.

O
F
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D
A
C
IGNITION EXCITER UNITS & IGNITERS exciters to the spark ignitors.

A
The ignition system provides a quick light up capability over a wide

N
temperature range. It requires a nominal 28 volt D.C. to operate but Each assembly consists of an insulated electrical lead inside a
O
I
can function on 9 to 30 volts. The system comprises two ignition flexible metal braiding and is connected to the exciter and plug by
T
A
exciter units, two high-tension cables, and two spark ignitors. coupling nuts.
I
e
V
A
The ignition exciters are each mounted on four studs on the right side The two air cooled spark ignitors are located at the 5 & 7 o-clock
D
pl
R
of the front inlet case. positions on the gas generator case, flange F to K, adjacent to the
O
fuel manifold.
F
X
m
The exciter is a sealed unit containing electronic circuitry encased in
O
epoxy resin. It transforms D.C. input into pulsed high voltage output. Each igniter has a central electrode enclosed in an annular semi-
8
0
conducting material. The electrical potential developed by the
Sa
0
ignition exciter is applied across the gap between the central

2
When the unit is energised, a capacitor on the high voltage side of

electrode and the outer shell (earth).
T
the output transformer is progressively charged.

H
G
I
When sufficient energy to ionise a spark gap in the unit is As the potential increases, a small current passes across the semi-
R
AA
Y
accumulated, the capacitor discharges through a step up conducting material until the air between the electrode and the shell
P
O
transformer network to the spark igniter. ionises. At this point, high energy sparks discharge across the gap.
C
©
CAUTION : BEFORE REMOVING OR WORKING ON THE EXCITER UNITS,

The unit will operate at altitudes up to 50,000 ft and within a
O
CABLES, OR IGNITERS, THE LOW TENSION (LT) INPUT MUST BE
temperature range of -54°C to +135°C.
DISCONNECTED AND THEN A PERIOD OF 6 MINUTES MUST
ELAPSE TO ALLOW THE CAPACITORS TO DISCHARGE.
The spark rate is 4 per second with 28 volt D.C. input If the input is
reduced to 10 volt D.C. the spark rate will be at least 1 spark per
second.
The two ignition cable assemblies carry the output from the ignition
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ENGINE STARTING CONTROLS

A
The engine start panel is located on the left flight deck roof panel
N
and comprises:
O
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A
1 A MASTER ON/OFF P.B.S.I.

I
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2 A NORMAL/MOTOR mode selector P.B.S.I.

A
3 Two engine selector ENGAGED P.B.S.I.

D
pl
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Continuous ignition PBSI’s are located on the Centre Sloping

F
X
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Instrument Panel.
O
8
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Sa
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STARTING LIMITATIONS
C
A
ENGINE OIL TEMPERATURE

N
O
An engine may not be started below -54°C oil temperature.

I
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A
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A minimum of 0°C is required before advancing the power lever
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above flight idle.

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I.T.T. LIMITATIONS DURING START

O
F
TEMPERATURE TIME PERIOD ACTION

X
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Below 830°C Continuous None

8
840 to 950°C 20 seconds decreasing Record in Aircraft

0
Sa
0
to 5 seconds and Technical

2
depending on the Log Books

T
H
actual temperature
G
recorded
I
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Above 950°C Any period of time Hot Section

AA
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Inspection required
O
C
©
NOTE 1 : If the accumulative total of all overtemperature entries

exceeds 15 minutes during any overhaul period, the engine must
O
be returned to an Overhaul facility for Over-Temperature inspection.

ITT LIMITATIONS
TEMP C MAX TIME
950 AREA A - CONDITION ALLOWABLE
840 to 950 5 seconds FOR STARTING ONLY
e
AREA B - CONDITION ALLOWABLE
FOR TRANSIENT OPERATION
830 to 840 20 seconds
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900
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800 to 830 150 seconds

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OBSERVED A
D
INNER-TURBINE REFER TO
A
m
TEMPERATURE MAINTENANCE
C
I.T.T. (C) MANUAL

A
ITT REPORTING REQUIREMENTS 850

N
Sa
840
TEMP C TIME
O
B
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Above 840 Any period

A
800
I
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NO ACTION REQUIRED
Above 830 5 seconds or more
A
Above 800 20 seconds or more 0 5 10 15 20

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TIME SECONDS
O
F
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SAT Deg C 25 28 32 35 39 42 46 50
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8
ITT Limit for Take Off Deg C 765 766 767 768 768 770 771 772
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0
ATPPlant_C010_011
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ENGINE START CHECK LIST

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ENGINE START CHECKS

A
BEFORE START CHECKS DC POWER VOLTS/AMPS SELECTOR. SELECT TO EMERG BUSBAR

N
PRELIMINARY, EXTERNAL & RIGHT ENGINE. START

O
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INTERNAL CHECKS COMPLETE Start master switch Select ON

T
A
CONDITION LEVERS CHECK FUEL OFF Busbar couple switch Released (in line)
I
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POWER LEVERS CHECK FULL AND FREE MOVEMENT Start mode switch Check NORMAL
A
SELECT MIN TORQUE Starter engage switch Select and check

D
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CABIN EMERGENCY LIGHT SWITCH SELECT ARM ENGAGED

O
Check ARM legend illuminated and OFF legend At 10% NH Condition lever to
F
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extinguished FEATHER within 10
O
PARKING BRAKE CHECK ON sec’s check fuel

8
0
PRESSURE WITHIN LIMITS flow and then ITT
Sa
0
increase.
2
BRAKE TEMPERATURE SELECTOR LEAVE ON HOTTEST BRAKE

About 55% NH (Within 30 secs) Start ENGAGED
T
NOTE: The DC pump may be used as required in

H
conjunction with the Ground Service Valve Switch to light out, switch
G
I
top up main accumulator pressure following use of released, and

R
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the airstairs prior to engine start. engine

P
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DOOR/EXIT WARNING LIGHTS CHECKED accelerates to

C
Lights extinguished on side of engine to be started first minimum torque

©
START CLEARANCE OBTAINED

O
When stabilised and oil temp above 0°C, then:
Condition Lever Select MIN RPM
NOTE: In the event of any abnormal engine indications
during the start, cancel the start as follows:-
Condition Lever FUEL OFF

Start Master Switch Select off
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No 2 GENERATOR ON
Generator No 2 Check output
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(115v)
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Generator No 2 switch Select on (in line)

A
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No 2 ECS AS REQUIRED
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A
No 2 Engine Bleed switch Select On

N
Sa
No 2 HP Bleed switch Select On
O
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(in line)
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A
Crossfeed switch Check/Select

I
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closed (unlit)
A
No 2 Pack switch As required

D
AA
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No 2 Recirc Fan switch Check/Select On

O
(in line)
F
X
RIGHT HYDRAULICS CHECKED

O
Right pump outlet pressure 2400-2600 psi

8
O
0
DOOR/EXIT WARNING LIGHTS All lights

0
extinguished
2
LEFT ENGINE START

T
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Start the left engine in the same manner as the right engine.
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PROCEDURES
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FAILURE TO LIGHT UP
N
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If the engine fails to light up within 10 seconds after advancing the

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condition lever to FEATHER, RETURN THE LEVER TO FUEL SHUT OFF.

A
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Select master OFF wait until the engine comes to a complete stop,
D
and then allow a further 30-second fuel drain period.
pl
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O
F
If the engine fails to start a second consecutive time, then a DRY

X
m
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MOTOR OVER must be carried out.

8
E.E.C. FAILURE DURING START

0
Sa
0
If the EEC AMBER FROZEN legend indicator on the centre sloping

2
instrument panel, illuminates during start the engine must be shut

T
H
down by returning the condition lever to FUEL SHUT OFF.

G
I
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The reason for the EEC fault must be confirmed and rectified before
AA
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attempting to restart the engine in EEC mode.

O
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©
The manual mode may then, if necessary, be selected by

depressing the switch, illuminating a WHITE MANUAL legend to enable
O
an engine start procedure to be completed.

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ENGINE SHUT DOWN

A
1 Power Lever MIN TORQUE

N
2 Condition Lever Select FEATHER.

O
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Allow engine to run for a minimum of 30 seconds at Ground Idle to

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enable the maximum amount of oil to be returned from the RGB to

A
the engine oil tank.

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3 Condition Lever Select FUEL OFF

F
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4 NH rundown 30 seconds minimum
O
5 NL rundown 120 seconds minimum

8
0
6 Booster pump switches Select OFF check OFF legend
Sa
0
2
illuminated
T
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Ensure that the engine decelerates freely.

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DRY MOTOR OVER MOTOR OVER PROCEDURE

A
Air passing through the engine serves to purge fuel or vapour from 1 LP/HYD COCK P.B.S.I. RELEASED
N
the combustion section, compressors, turbines and exhaust unit. 2 Booster Pump PBSI’s DEPRESSED OFF legend
O
I
extinguished (to lubricate the engine driven

T
A
The following procedure is used to clear an engine any time it is fuel components)
I
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considered necessary to clear trapped fuel or vapour from within

A
the engine. NOTE : If a dry motor were required, the booster pump PBSI’s would
D
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remain in the OFF selection.

O
The engine will not reach self sustaining speed when a motor run is
F
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carried out, so the cycle must be terminated within 30 seconds to 3 Condition lever Fuel SHUT OFF.
O
prevent overheating the starter motor by de-selecting the start 4 Start clearance Confirm.
8
0
master. P.B.S.I. to extinguish the WHITE ON and MOTOR legends. 5 Start Master P.B.S.I. Depress, WHITE ON legend illuminated.
Sa
0
2
6 Start Mode P.B.S.I. Select MOTOR, WHITE P.B.S.I. legend

T
The motor cycle is stopped by pressing the start master P.B.S.I. to illuminated.
H
release, the WHITE ON, WHITE MOTOR, and AMBER ENGAGED legends 7 Start LEFT/RIGHT Depress P.B.S.I. - AMBER ENGAGED legend
G
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will extinguish. illuminated.

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CONTINUOUS IGNITION POST MOD 30141A

A
A continuous ignition P.B.S.I. for each engine is located on the centre

AUTO IGNITION SYSTEM
N
sloping instrument panel.

O
The purpose of the system is to reduce ignitor wear and the necessity
I
T
for selecting continuous ignition in icing conditions.

A
When selected they complete an electrical circuit to the engine

I
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ignition relays, providing continuous ignition via the spark ignitors.

A
The auto ignition system utilises the NH monitoring function of the

Selection of continuous ignition may be necessary in flight due to
D
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E.E.C.
R
inclement weather conditions, or when transferring fuel to prevent

O
engine flameout.
F
When ARMED the system provides automatic ignitor operation to an

X
m
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engine when it’s E.E.C. detects a reduction in NH below 23,000 rpm

If flame out does occur, the engines may be restarted by retarding
8
(69%) on engine rundown.

0
the power lever to FLIGHT IDLE and selecting continuous ignition ON,
Sa
0
2
PROVIDING NH COMPRESSOR SPEED HAS NOT DROPPED BELOW 50%.

The system will reset when NH increases above 23,100 rpm.
T
H
If this method of restarting the engine is not successful, the complete

G
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engine start procedure must be carried out.

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ENGINE STARTING AND CRANKING

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A
DESCRIPTION AND OPERATION

N
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GENERAL
T
A
Each engine is turned, for starting and motoring over operations, by

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an electric direct drive starter motor, mounted on the engine

A
accessory gearcase. Starter motor drive is transmitted by an integral

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sprag clutch, a quill transmission shaft and reduction gearing, the

O
latter fitted in the accessory gearcase to drive the high pressure (HP)
F
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impeller.
O
8
0
During engine start, the sprag clutch maintains the motor drive
Sa
0
engaged until engine speed has reached self sustaining. When self
2
sustaining speed is achieved, centrifugal force causes the sprag

T
H
clutch to disengage the starter drive. Power supplies are

G
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automatically removed by the aircraft start circuits prior to the clutch

R
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disengaging.
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During engine shutdown, when engine speed falls below self

©
sustaining, the sprag clutch re-engages the starter motor drive.

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DESCRIPTION STARTER MOTOR: The starter motor is a four pole, compound

A
wound machine developing 12 BHP from a 28v dc supply. A starter

PUSHBUTTON SWITCH INDICATORS
N
motor is fitted to the right hand side of each engine on the forward
O
Engine starting is controlled by pushbutton switch indicators (switches)

I
face of the accessory gearbox. The rating of the starter motor is

T
located on the ENGINE STARTING section of the left roof panel as

A
defined by two distinct modes, the initial rating and the repetitive
I
follows:
e
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rating.
A
D
MASTER:
pl
The MASTER switch is an alternate action switch which
R
INITIAL RATING: The initial rating permits two 90 second cycles,

O
isolates the starter circuits. The ON caption comes on when the

observing a three minute cooling period between each cycle.
F
switch is selected to ON.

X
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REPETITIVE RATING: Further 90 second cycles are permitted,

8
NORMAL/MOTOR: This switch is a split caption alternate action

0
observing a mandatory 30 minute cooling period between each
Sa
0
switch which is used to select the two modes of operation. MOTOR

2
subsequent cycle.
is selected to isolate the ignition circuits during motoring over
T
operations. NORMAL is selected for engine start. The captions only

H
NOTE: A cooling period of four hours must be observed before

G
come on when the MASTER switch is selected ON.

I
repeating an initial rating as defined above.

R
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START LEFT/START RIGHT: These switches are used to select an

O
A 90 second cycle as defined above may consist of three

C
engine start sequence. Each switch is of the magnetic hold type

consecutive 30 second cycles or six 15 second cycles.
©
and automatically releases to the off position when the engine has
started. The ENGAGED caption is on for the duration of the start
O
sequence. The caption can

only be on when the MASTER switch is selected ON.
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OVERSPEED RELAY: A single overspeed relay protects each starter

A
motor from overspeeding by controlling the start sequence.

N
O
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TIME DELAY RELAY KA12: A time delay relay operates in conjunction

T
A
with the overspeed relay protection circuits, to initiate the start

I
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sequence. The time delay relay incorporates a 75 m/sec delay on

A
energizing which allows the master and engaging contactors to

D
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R
close. When the relay contacts change over, control of the start
O
sequence is maintained by the overspeed relay. Should a start switch

F
X
m
fail to release to the off position, the time delay relay prevents a
O
repetition of the start sequence.

8
0
Sa
0
TIME DELAY RELAY KASI: Time delay relay KASI operates in conjunction
2
with the start control circuits providing TRU protection and an

T
H
uninterrupted start sequence in the event of a single TRU failure

G
I
during TRU assisted engine starts. The relay incorporates a three

R
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second delay on energizing.

P
O
C
MASTER CONTACTOR: The master contactor is 400A single pole single

©
throw contactor incorporating four, double pole, auxiliary contacts.

O
ENGAGING CONTACTORS: Each engaging contactor houses two sets

of mechanically interlocked contacts. Each contact set comprises
a single throw 400A contact and two change-over auxiliary contacts.
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OPERATION NOTE: The second condition, given above, is isolated three seconds
A
into a start sequence by operation of time delay relay KA51. This

POWER SUPPLIES: Engines can be cranked for motoring over or
N
engine starts from one of the following power sources: provides continued circuit operation in the event of a single TRU
O
I
failure occurring during the start sequence. Prior to this the current
T
A
The aircraft batteries drawn by the starter motor is in excess of single TRU operating limits.
I
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A ground power supply unit

A
An operating main engine driven generator via the In addition the No 1 and No 2 essential busbars must be coupled.
D
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transformer rectifier units (TRU’s) This is normally achieved automatically when the start MASTER switch
O
is selected to ON. However it can be achieved manually by

F
X
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CIRCUIT INTERLOCKS: To prevent overloading of the power operating the COUPLE switch.
O
supplies, starter motors cannot be run simultaneously. In addition

8
0
engine starting is inhibited unless the power supplies are configured
Sa
0
2
correctly. Both are described below.

T
H
START INTERLOCKS: Both starters are prevented from operating

G
I
simultaneously by routing the control supplies via the open contacts

R
AA
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of the opposite engine START switch and the auxiliary contacts of the
P
O
engaging contactors. Mechanical interlocks are also fitted to the

C
©
engaging contactors.
O
SUPPLY INHIBIT INTERLOCKS: Engine starting is inhibited unless

both TRU coupling reverse current circuit breakers (RCCB’s) are in the
same condition: open (TRU’s off) if using battery start, or closed (TRU’s
on) if using one of the other previously listed supplies.
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ENGINE STARTING:
A
NOTE: As left and right engine start circuits are similar only the left CB KA17
N
circuit is described. RCCB PH7 (D-B)

O
I
RCCB PH2 (D-B)

T
A
To prepare circuits for a left engine start sequence the Relay PH21 (Pins C2-C1)
I
e
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NORMAL/MOTOR mode selector switch is set to NORMAL and the START RIGHT switch KA4 (Pins 3-4)
A
MASTER switch is selected to ON. Power supplies are now distributed

D
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as follows: NOTE: Non-essential busbar coupling is inhibited during starting via

O
relay PH21 and KA9.

F
X
m
28v dc is supplied from the No 1 essential busbar to the ON caption
O
of the MASTER switch KA1 via circuit breaker (CB) KA19 and MASTER
8
0
switch contacts KA1 (Pins 11-10). The same supply is now put to the
Sa
0
2
NORMAL caption of switch KA2 (Pins 11-10) and to master contactor

T
KA9. (Pins 4-5)

H
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28v dc is supplied to the TRU fan control circuits from the No 1

R
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essential busbar via CB KA19 and MASTER switch KA1 (Pins 11-10).
P
O
C
The busbar coupling relay PH21 is energized by 28v dc supplied from

©
the No 2 essential busbar via: 1 CB KA17 and Contacts of TRU RCCB’s

O
1lPF3 and 2PF3 (but only if the TRU’s are in the same condition) and
the MASTER switch KA1 (Pins 3-2).
Provided there are no faults present in the busbar coupling system,

RCCB’s PH2 and PH7 are closed. 28v dc is now supplied from the
No 2 essential busbar to START LEFT switch KA3 (Pin 8) via:
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STARTING: To initiate a start of the left engine, the START LEFT switch by a supply via contacts BN-B.
A
is pressed and the system operates as follows:

N
Time delay relay KA51 is now energized by a supply from the master
O
I
Relay KA5 coil (X1-X2) is energized by a 28v dc supply from START contactor KA9 (Pin-12). On completion of the three second time
T
A
LEFT switch KA3 (Pin 6). delay, the contacts of KA51 changeover. 28v dc is now supplied to
I
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MASTER switch KA1(Pin-3) from the No 2 essential busbar via CB KA17

A
The coil of MASTER contactor KA9 is energized by a supply from the and KA51(Al-A2). This maintains the supply, routed to the coil of relay
D
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No 2 essential busbar via CB KA20 and relay KA5 (Pins C2-C1). PH21 via the MASTER switch, in the event of single TRU failure which
O
would cause the supply routed via 1PF3 and 2PF3 to be removed.
F
X
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The supply from CB KA17 is now routed to energize the Xl-X2 coil of
O
engaging contactor KA16 via: Relay PH21 (D2-D1), Master contactor Engaging contactors are now maintained in an energized state by
8
0
KA9 auxiliary contacts (1-3), then to overspeed relay KA11(Pin N), operation of the overspeed relay. The starter motor current is routed
Sa
0
from the essential busbars via:

2
from KA11(Pin N) via time delay relay KA12 (Pins BN-R) to KA11(Pin P2),
T
from KA11 (Pin-P2) via relay KA5 (Pins B2-B1) Auxiliary contacts 42-43
H
of contactor KA16. Master contactor KA9 (A1A2)

G

I
Overspeed relay KA11 (A1-A2)

R

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28v dc is now supplied from the No 1 essential busbar to energize Engaging contactor KA15 (A2-A1)
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the (X1-X2) coil of contactor KA15 via: Engaging contactor KA16 (A2-A1)
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Auxiliary contacts (12-11) of contactor KA16 The current drawn through the coil of overspeed relay KA11 by the
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Auxiliary contacts (42-43) of contactor KA15 motor creates a magnetic field which attracts an armature, closing
contacts (N-P2). The supply to the X1-X2 coil of contactor KA16 is
The time delay relay KA12 is now energized by a supply from master thus maintained.
contactor KA9 (Pin-3) via auxiliary contacts (12-11) of contactor KA15.
On completion of a 75 m/sec delay the time delay relay contacts A supply from KA11(Pin-C) is fed to the START LEFT switch hold on coil,
change over and the relay is maintained in the energized condition and to illuminate the switch ENGAGED caption.
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Power supplies to operate the igniters, during engine start are routed .
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via relay KA5 (D2-D1)

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When the engine has accelerated and the current drawn by the
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starter motor decreases, the magnetic field generated by the coil of

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KA11 weakens, causing contacts KA11 (N-P2) to open. The hold on

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supply to the START LEFT switch, from KA11(Pin-C), is removed and the
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switch releases to the OFF position terminating the start sequence.

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NOTE: Should the switch fail to release, the start sequence is
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prevented from being repeated by energized time delay relay KA12.

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Should the master contactor KA9 fail to de-energize, the ON caption

2
of the MASTER switch remains lit when the MASTER switch is selected
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OFF.
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MOTORING OVER: The sequence for motoring over an engine,

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without ignition, is similar to engine starting except for the mode

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selector which is selected to MOTOR. This action inhibits the

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automatic ignition circuits.

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It should be noted, however, that during motoring over procedures

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the engine does not reach self sustaining, and automatic

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termination of the start sequence, normally provided by the

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overspeed relay, does not occur. Under these conditions the MASTER
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switch must be manually de-selected. The starter motor rating must
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be observed during motoring over operations.

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ICE AND RAIN PROTECTION
SYSTEMS - GENERAL 02
ENGINE DE-ICING 04
DEICING SYSTEM FAULT INDICATION 14
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CONTROL AND OPERATION 20
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PROPELLER DE-ICING 28
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B1 ice and rain protection

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SYSTEMS - GENERAL
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A
The Pratt & Whitney 126(A) engine de icing system uses three phase
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variable frequency 200/115 volt AC current, supplied by the aircraft

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A.C. generators.
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Normally each A.C. generator supplies its own engine deicing

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requirements.
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Heater mats located on the engine air intakes are heated either
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continuously or cyclically, depending on their position. Mats in the
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following areas are heated continuously when heating is selected:

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The engine air intake forward lip.

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The exit bypass duct lip.

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The flange connecting the air intake to the engine

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front inlet case.

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The air intake flexible duct.

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Mats that are heated cyclically are located as follows:

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The outer and inner lips of the forward air intake.

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The intake throat.

The front floor.
The rear floor.
The aft rear floor.
The sidewalls.
The outer and inner lips of the exit by-pass duct.
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ENGINE DE-ICING
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WITH POWER ON
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CONTROL UNITS The monitor module within the control unit self tests the system for
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correct operation and generates the status indications. The AMBER

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Two engine de-icing control units are fitted, each one controlling the
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CWP DE-ICING warning annunciator is lit when any of the following

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115 volts a.c. supply to it’s own side continuous and cyclic heating
A
faults occur:
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elements.
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Press-to-Test Operation
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Each control unit contains solid state switching units, Relay Drivers, a
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Central Processor Unit and a Power Supply Monitor. The Processor Generator Failure
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Phase Unbalance
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controls the timing of the cyclic switching.

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Zero Deicing Supply Current
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Over/Under Temperature
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The Switching Units via the Relay Drivers control external relays which

0
Faulty Control and Protection Unit (CPU)
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carry the high current feeds to the heater elements. The Power Supply
0

2
monitor checks for the correct power input and controls the fault Both Intake Temperature Sensors faulty
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indications.
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At the same time a sequence of 8 LED’s on the de-icing control unit

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ELECTRICAL INTERLOCKS
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will illuminate to give detailed information to the engineer. Each LED

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There are electrical interlocks which prevent the de-icing supplies

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represents the binary notation number 1,2,4,8,16,32,64 or 128, and

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being switched on to the engine and propeller de-icing heating

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adding the lit LED’s together provides a fault code indicating the
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elements during the following conditions:

location of the fault.
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1 When a GPU or APU is connected to the frequency wild TEST/RESET

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busbars. A three-position switch, TEST-OFF-RESET, is located on the control unit.
2 When an engine is stationary on the ground sensed by TEST -All LED’s and the CWP DE-ICING warning annunciator are lit.
the generator off logic and the AOG relay system. RESET -Resets all the LED’s after a TEST operation and after a fault
condition has been rectified.
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ENGINE DEICING CONTROL PANEL An ammeter that works in conjunction with a LEFT/RIGHT selector
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The engine-deicing panel is located on the right hand roof panel. P.B.S.I. and a phase test P.B.S.I. labelled A B and C provides indication
N
The two deicing master PBSI’s have split lens indications bearing the of the current being used on each of the three AC phases when the
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legends ALL ON and LIP ON. With the P.B.S.I.’s released the LIP ON deicing system is operating.
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legend illuminates GREEN when the Outside Air Temperature falls to

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+5°C and below and automatic continuous heating is supplied to The ammeter readings may appear to be erratic during system
A
the engine. operation, this is caused by the automatic control of the continuous
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heating circuit by a temperature sensor, and the repeated cycles

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Depressing the P.B.S.I. will, illuminate the GREEN ALL ON legend, of varying time periods required for cyclic heating.
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supply both continuous and cyclic heating, and extinguish the LIP
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ON legend. Adjacent to the two master P.B.S.I.’s are PRESS TO TEST for
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each engine circuit.
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Located above the PRESS TO TEST PBSI’s are TRANSFER P.B.S.I.’s for
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each engine system. When depressed the legend will illuminate

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WHITE and transfer will occur providing the condition that preceded
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the transfer selection was not caused by an overload or phase

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unbalance condition that will inhibit transfer.

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POWER SUPPLIES If the de-icing switch is not selected ON at +10°C, at a TAT of+5°C
A
The Heating Elements are supplied with 115 volts A.C. from the the continuously heated elements are automatically switched on
N
frequency wild busbars through relays controlled by the control units and the GREEN LIP ON legend on the de-icing MASTER P.B.S.I. is lit.
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using 28 volts d.c. from the essential busbars. The temperature indication is in the lower window of a dual indicator
T
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located at the right of the centre instrument panel. Normally the

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The three phase de-icing supply is connected to the heating indication is Standard/Static Air Temperature (SAT) but by pressing a
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elements via relays 1HK22 (2HK22), 1HK24 (2HK24), 1HK25 button at the bottom of the indicator, TAT can be shown while the
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(2HK25) and 1HK36 (2HK36). button is held pressed.

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SYSTEM INTERLOCKS
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These relays are energised by the control units 50 milliseconds before The 28 volt D.C. supply for the Engine Control and Timing Unit (E.C.T.U.)
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the heating supply is applied and 50 milliseconds after the heating and the Propeller Control and Timing Unit (P.C.T.U.) is from the
8
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supply is removed to prevent sparking at the relay contacts which respective side D.C. essential busbars. There are parallel paths
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would cause frequent relay failure. through:

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TEMPERATURE CONTROL
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Automatic control of the de-icing supplies is controlled by Total Air 1 The AOG switching in the airborne condition.
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2 The APU and GPU switching in the OFF position.

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Temperature (TAT) transmitted from the Air Data Computers (ADC’s)

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3 Transfer is inhibited if the aircraft is not airborne.

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on the ARINC 429 data transfer busbar.

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Normally, by monitoring the TAT, the Pilot will switch the de-icing on
when the temperature reduces to less than +10°C.
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This selects the continuous and cyclic heaters on and the GREEN ALL
ON legend on the de-icing MASTER P.B.S.I. is lit.
(This action also switches on the propeller cyclic heaters).
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TIMING CYCLE
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When the de-icing MASTER P.B.S.I. is selected on, the continuous

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heating supplies are continuously available but may be switched off

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temporarily if the temperature sensors sense an overheat condition.

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The cyclic timer will switch the cyclic heating on and off in a pre-
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programmed sequence which will repeat every 184 seconds. The

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time ‘ON’ for each heating element is determined by the TAT.

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Between +10°C and -10°C, the ‘time-on’ is constant at the minimum
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time period. Between -10°C and -30°C, the ‘time-on’ will be

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proportional to the TAT.
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At a TAT below -30°C, the ‘time-on’ is constant at the maximum time

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period. Note that with -13 timers and subsequent later dash numbers,
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the duct sidewalls remain on for 29 seconds whatever the TAT.

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POWER AND TIMER GRAPH

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The following graph shows the 184 second timed cycle for both the
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minimum ON period and the maximum ON period plus the power

dissipation of each area. The graph also shows the power dissipation
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for the continuously heated areas.

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INTAKE TEMPERATURE SENSORS

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The temperature sensors to maintain the intake temperature

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between 65°C and 80°C control the electrical supplies to the

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continuously heated elements.

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The CWP DE-ICING warning annunciator is lit at the over temperature

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level of 120°C or at the under-temperature level of 40°C.

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DEICING SYSTEM FAULT INDICATION

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FAULT CONDITIONS
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NOTE : TR 35 to abnormal procedures of the ATP FLIGHT OPERATIONS

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MANUAL PART 9 prohibits the selection of timer transfer in all flight

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conditions.
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Fault conditions associated with the engine deicing system are
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indicated as follows:
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1 An AMBER DEICING legend on the CWP will illuminate

8
AMBER ATTENTION GETTERS will flash and the CWP aural

0
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warning indication will sound.
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2 The ALL ON or LIP ON legend on the engine deicing master

T
switch will extinguish.

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NOTE 1 : The CWP DEICING Warning is also used to indicate a fault

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condition occurring in the airframe de-icing and pitot heating

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systems.
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NOTE 2 : The fault will also be indicated on the Deicing Fault

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Annunciator Panel mounted in the rear avionics bay. (If fitted).

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CONTROL AND INDICATION PRESS-TO-TEST

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The control and indication panel is located on the right roof panel Operating the PRESS-TO-TEST P.B.S.I., when fitted to the panel or a
N
and consists of 8 P.B.S.I.’s and an ammeter. Both Engine and Propeller switch on a separate panel under the right distribution panel will
O
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de-icing is controlled by the same P.B.S.I.’s. initiate a self-test of both the engine and propeller controllers.
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MASTER
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The MASTER P.B.S.I. selects the de-icing power supplies ON and OFF
and when selected to ON, the GREEN ALL ON legend will be lit.
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The P.B.S.I. is normally selected ON when the TAT reduces to less than
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+10°C with visible moisture but if it has not been selected ON and
the TAT reduces to +5°C, then the LIP ON legend will be lit to indicate
8
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that the continuous heating elements have been switched on
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automatically.
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TRANSFER (THE TRANSFER SYSTEM IS INHIBITED)

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If there is a failure of control of one side de-icing system, then the

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TRANSFER P.B.S.I. can be operated to allow a single controller to

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control both sides de-icing systems. The BLUE TRANSFER legend will be
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lit.
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CURRENT MONITORING
O
An ammeter will show the heating elements supply current as
selected by the system select LEFT/RIGHT P.B.S.I. and the Phase select
A-B-C P.B.S.I.. The BLUE LEFT or RIGHT and the BLUE A, B or C legends
are lit when selected.
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PRESS TO TEST P.B.S.I. ON THE ROOF PANEL PRESS TO TEST SWITCH UNDER THE RIGHT DISTRIBUTION
A
When selecting the PRESS-TO-TEST P.B.S.I. to ON, a 28 volts d.c. supply PANEL
N
is connected to the monitor modules of both the Engine and When pushing the PRESS-TO-TEST switch to ON, a 28 volts d.c. supply
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Propeller control units. is connected to the monitor modules of both the Engine and
T
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Propeller control units.A TEST output is produced from the Propeller

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A TEST output is produced from the Propeller control unit first, causing control unit first, causing the CWP DE-ICING warning annunciator to
A
the CWP DE-ICING warning annunciator to be lit for 5 seconds while be lit for 5 seconds while the Propeller control unit carries out a self
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the Propeller control unit carries out a self test of the Propeller de- test of the Propeller de-icing system.
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icing system.
F
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The PROP legend on the ENGINE/PROP P.B.S.I. on the roof panel is also
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After the Propeller system self test is completed, the CWP DE-ICING lit.
8
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annunciator is extinguished for 5 seconds. A TEST output is then
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After the Propeller system self test is completed, the CWP DE-ICING
2
produced from the Engine control unit, causing the CWP DE-ICING
annunciator is extinguished for 5 seconds. A TEST output is then
T
warning annunciator to be lit for a further 5 seconds while the Engine

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control unit carries out a self test of the Engine de-icing system. produced from the Engine control unit, causing the CWP DE-ICING
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warning annunciator to be lit for a further 5 seconds while the Engine

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If the CWP DE-ICING warning annunciator remains lit after either of the control unit carries out a self test of the Engine de-icing system.
P
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5-second test periods then the respective system is unserviceable.

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The ENGINE legend on the ENGINE/PROP P.B.S.I. on the roof panel is

©
also lit. If the CWP DE-ICING warning annunciator and either the
O
ENGINE or the PROP legend remains lit after either of the 5 second
test periods then the respective system is unserviceable.
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CONTROL AND OPERATION

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If the TAT becomes invalid then the system operates at a timing cycle
A
The Engine de-icing consists of Continuous heating and Cyclic referenced to -25°C.
N
heating systems.
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To prevent spurious operations due to short period fluctuations of the

CONTINUOUS HEATING
T
A
TAT, the timer microprocessor checks the TAT over 4 microprocessor

I
If the Master switch is selected to OFF and the generator is ON, the
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cycles where each cycle checks 4 TAT inputs from the Air Data
A
engine de-icing system is monitoring the TAT from the Air Data
Computer.
D
Computer. If the TAT reduces to less than +5°C, the continuously
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heated elements are switched on automatically including the

O
Therefore, for an invalid TAT signal to be produced, 12 to 16 TAT

F
flexible duct, and the LIP ON legend is lit on the master P.B.S.I.. The
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signals will have been checked.
O
continuously heated areas are then controlled between 65°C and

80°C by the temperature sensors in the intake lip.
8
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If the TAT becomes invalid, the continuous heating is switched on

T
automatically and the CWP DE-ICING warning annunciator is lit due

H
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to the invalid TAT. If the TAT signal recovers to a valid condition then
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the system reverts to normal operation.

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CYCLIC HEATING
O
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Selection of the master P.B.S.I. to ON, will start the cyclic timer and
©
switch on the continuous heating regardless of the TAT. The timer

recycles at a constant interval of 184 seconds but the operation of
O
the individual heating elements is proportional to the TAT although

with -13 timers the duct sidewalls remain on for 29 seconds whatever
the TAT.
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ADDITIONAL FLANGE HEATER (OPTIONAL)

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Air is taken from the upper side of the general intake area to supply
N
the engine.
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The flange around the air intake is heated.

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On some aircraft an optional modification provides additional flange

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heaters and temperature control sensors to prevent overheating.

O
F
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The temperature sensors will switch off the additional heaters if the
O
temperature increases to 150°C and switch on the heaters when the

8
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temperature reduces to 125°C.
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INTAKE FLANGE HEATERS OPERATION (OPTIONAL)

A
The additional flange heaters are controlled by the same controller

N
output that is used for the original flange heaters.

O
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The original flange heaters are switched on permanently when the

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continuous heating mode is demanded,

A
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The additional flange heaters are switched through relay 1 HK 59,

O
which is controlled by the temperature sensor.

F
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1 HK 59 is energised when the temperature applied to the sensor

8
0
increases to 150°C, disconnecting the additional flange heaters. 1
Sa
0
2
HK 59 is de-energised when the temperature applied to the sensor

T
reduces to less than 125°C, reconnecting the additional flange

H
heaters.
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STAGGERED ENGINE DE-ICING OPERATION

A
(OPTIONAL)
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If engine de-icing is required, it is possible that when the heating is

O
I
switched on, the volume of water produced when the ice is

T
A
removed from the intake area will cause a temporary flameout in

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both engines.
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To prevent this dangerous occurrence a modification provides a 20

O
second delay on the commencement of de-icing of the right

F
X
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engine. When the right master P.B.S.I. is selected to ALL ON, the
O
20-second time delay 2HK68 is initiated.

8
0
Sa
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During the 20 second delay, the ENGINE VALID and PROPELLER VALID
2
signals are not produced as the timers have not been switched on.
T
H
G
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Therefore the flasher unit is energised via the de-energised relay

R
AA
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2HQ8 and then continues to pulse on and off.

P
O
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A supply from the input of the time delay is alternately switched on

©
and off to flash the ALL ON legend during the 20 second delay.
O
After the 20 second delay, 2HK68 remains energised which switches

the timing units on and the ENGINE VALID and PROPELLER VALID
signals are present causing the ALL ON legend on the P.B.S.I. to be lit
continuously.
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PROPELLER DE-ICING
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The 115 volts three phase supplies are transferred to the propeller
A
There is no continuous heating of the propellers. heating elements via a brush block mounted at the front of the
N
engine gearbox with the brushes bearing onto slip rings on the rear
O
I
Two Propeller de-icing timers are centrally fitted in No.5 underfloor of the propeller assembly.
T
A
area, forward of the access hatch and immediately behind the

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centre wing section. There are 4 slip rings and 4 pairs of brushes designated A, B, C for the
A
three-phase supply and D for a ground (earth) connection.3

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When the master P.B.S.I. is selected to ALL ON, the timers provide 115
O
volts three phase from the frequency wild busbars to the propeller
F
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blades. Each phase is connected to opposite blades of the six
O
bladed propeller so that if there is a single-phase failure there is no

8
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unbalance of the propeller.
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Each timer has two timing cycles of 70 seconds and 80 seconds.

H
The 70 second timing cycle is automatically selected when the TAT

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is warmer than -l0°C and the 80 second timing cycle is automatically

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selected when the TAT is colder than -10°C.

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If the TAT signal fails then the timers will automatically revert to the
©
70-second cycle.
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70 SECOND TIMING CYCLE

A
The upper graph shows the d.c. output from pin 10 of the timer,
N
which is used to energise the relays, which switch the three-phase

O
I
output to the propeller blade heaters.

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A
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The duration of the heating using 115 volt A.C. from the frequency
A
wild busbars is approximately 10 seconds. It should be noted that

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the heating supply is applied 50 milliseconds after the relays are

O
energised and removed 50 milliseconds before the relays are

F
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de-energised.
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8
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This prevents arcing at the relay contacts.
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The lower graph shows the TRANSFER condition when a single timer
H
is controlling both sets of propeller heaters.

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The first output is on pin 10 which means that the SAME SIDE propeller
P
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relays are energised, then the output is from pin 9 which is

C
connected to the OPPOSITE SIDE relays.

©
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80 SECOND TIMING CYCLE THE TRANSFER SYSTEM IS INHIBITED

A
The upper graph shows the D.C. output from pin 10 of the timer,
N
which is used to energise the relays, which switch the three-phase FAULT INDICATION
O
I
output to the propeller blade heaters.

T
On the front face of each engine deicing timer unit is a set of light
A
emitting diodes (LED’s), their display will record in binary form the fault
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The duration of the heating using 115 volt A.C. from the frequency
A
code of the first system fault encountered since the unit was
wild busbars is approximately 20 seconds. powered or reset. This applies to engine and propeller.
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It should be noted that the heating supply is applied 50 milliseconds

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after the relays are energised and removed 50 milliseconds before
O
the relays are de-energised.

8
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This prevents arcing at the relay contacts.

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H
The lower graph shows the TRANSFER condition when a single timer
G
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is controlling both sets of propeller heaters.

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P
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The first output is on pin 10 which means that the SAME SIDE propeller
C
relays are energised, then the output is from pin 9 which is

©
connected to the OPPOSITE SIDE relays.

O
TRANSFER
The transfer system has been inhibited by modification.
If there is a failure in the engine and propeller deicing system the
CWP DEICING legend will be lit. Having identified which system is at
fault, the failed side can be switched off.
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MAINTENANCE PRACTICES
ON SITE SERVICING PARAMETERS 02

OIL SYSTEM MAINTENANCE 06
ENGINE HEALTH MONITORING SYSTEM 10
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DATA STORAGE 12
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ON SITE SERVICING PARAMETERS

C
The operator may perform periodic inspections of the areas listed

A
below without removing the turbomachine module.

PERIODIC INSPECTION
N
THROUGH THE FUEL NOZZLE ADAPTORS

O
A schedule of items to be inspected periodically is listed in the Pratt

I
1 HP turbine blades and shroud segments.

T
& Whitney Maintenance Manual - Section 72-00-00.

A
2 Leading and trailing edges of HP turbine vane ring.

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3 Inner and outer rings of the HP turbine vanes.

A
The frequency of inspection is determined by Pratt & Whitney in

4 Cooling rings and dome section of the combustion
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conjunction with the operator, except where indicated otherwise in
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chamber liner.
O
the manual.
F
THROUGH THE T6 THERMOCOUPLE PORTS

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Certain checks must be carried out within a given number of flight 1 LP turbine vane ring.
8
hours. 2 LP turbine blades and segments.

0
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3 First stage power turbine disc blades.
0
BOROSCOPE INSPECTIONS
2
4 First stage power turbine stator.

Boroscope equipment permits internal inspection of the engine
T
THROUGH THE EXHAUST DUCT BOROSCOPE PORT

H
through ports located at strategic positions on the engine and

G
1 Second stage power turbine blades.

I
through apertures created by the removal of components from the

R
AA THROUGH THE AIR INLET DUCT (IF ACCESS PERMITS.)

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engine.
P
O
1 Low pressure compressor.

C
THROUGH THE LEFT SIDE INSPECTION PORT

©
ACCESS HOLE
O
1 Low pressure compressor.
THROUGH THE LP AND HP DIFFUSER TUBE PORTS

1 HP compressor.
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HOT SECTION INSPECTION/CHANGE The components themselves must also be marked in accordance
A
The design of the P & W 126 turbine area allows complete removal with the overhaul manual.
N
of all turbine components for inspection and repair at an approved

O
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engine repair shop. The hot section as a complete unit, requires inspection after a
T
A
specific number of running hours.

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These ‘hot section’ components may require removal as a result of

A
unsatisfactory boroscope inspection or unsatisfactory engine Exceptions to this are operators who are recorded on a continuous
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performance not attributable to external assemblies on the engine. airworthiness programme and are using engine performance trend
O
Individual components have a specified ‘life’ which is determined monitoring.

F
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by the number of cycles they perform. ENGINE RESTORATION
O
P & W recommend a restoration inspection threshold for the engine.

8
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A cycle is from starting to stopping the engine. Restoration is defined as that work necessary to return the engine to
Sa
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a specified standard.
T
To simplify record keeping it is necessary for operators to log engine

H
starts and aircraft flights.

G
As the engine can be separated at flange B into two modules, the

I
RGB and the Turbomachine may have separate restoration

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Operators having flight schedules which include many landings or thresholds.

P
O
more than 10 flights per hour should submit their flight profiles to Pratt
C
& Whitney (Canada) for life analysis.

©
Alternatively the engine may be treated as one unit.

O
In the interests of controlling component life, operators removing This recommended threshold may be increased subject to local
turbine components for repair at an overhaul facility should attach regulatory authority approval following engine/module sampling at
a suitable tag to the component stating the cycles accumulated a previously accepted threshold.
since last overhaul or repair.
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OIL SYSTEM MAINTENANCE

C
Should the level be low, add oil to bring the level up to 1 quart below
A
the maximum mark on the sight glass, the filler cup must have any
REPLENISHMENT
N
excess oil removed following replenishment.

O
Access panels on the left side of each engine nacelle provide the
I
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facility for routine oil quantity checks and replenishment.

A
NOTE : Should it be desirable to check the oil level after 4 hours after
I
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shut down, the oil level can be replenished up to, but not exceeding
A
A sight glass located on the side of the oil tank shows oil quantity.
the maximum mark.
D
Replenishment of the system is by a quick release filler cap located
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adjacent to the sight glass.

O
If the oil level is checked between 30 minutes and 4 hours after

F
OIL LEVEL CHECK

X
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engine shut down, the oil level should be replenished pro rata
O
For consistency and for compliance with the daily inspection of the
between 1 litre(1 US quart) below and maximum.
8
engine oil level, operators will find it convenient to perform this check
0
Sa
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after the final engine shut down of the day.

2
.
PRO-RATA FILLING GRAPH
T
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The shut down procedure empties the maximum amount of oil from
G
the PCU into the RGB. FULL FULL

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¼ QUART LOW
P
The engine should be run for a minimum of 20 seconds with the

O
C
propeller in feather before shut down.

©
½ QUART LOW
(This is part of the normal shut down procedure for flight crew). Check
O
0001ATP720000
¾ QUART LOW
the oil level within 30 minutes after shutting down the engine
following the procedure stated above.
1 QUART LOW
1 HOUR AFTER 2 HOUR AFTER 3 HOUR AFTER 4 HOUR AFTER
For consistency it should always be checked at the same time SHUT-DOWN SHUT-DOWN SHUT-DOWN SHUT-DOWN
interval after each engine shut down.
UPTO 30 MINUTES
AFTER SHUT-DOWN
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FILTERS As a guide for all P & W 100 Series engines, the following flying hour
A
The filters used in both the oil pressure and scavenge systems are intervals are recommended between oil changes:
N
disposable and should be replaced in accordance with the 1 Engines in aircraft flying a minimum of 1,500 hours annually,
O
I
maintenance schedule, subject to unscheduled failures of engine where conditions are not known to be detrimental to
T
A
components associated with the oil system. engine oil, need not change the engine oil between
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restoration/overhaul periods providing no maintenance

ENGINE REMOVAL
A
was carried out which could have introduced foreign

Self-sealing couplings are fitted in the supply and return oil pipes of
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matter into the oil system.

the airframe mounted oil cooler, these couplings enable the engine
O
2 Engines in aircraft with a utilisation of less than 1,500 hours

F
to be removed without the necessity of draining the engine oil.

X
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annually should have the oil changed every 1,200 hours,
O
OIL SYSTEM INTEGRITY

3 Engines in aircraft with a utilisation of 50 hours a month or
8
Oil will deteriorate in time due to:

0
less should have the oil changed every 400 hours or 9
Sa
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months whichever occurs first.

2
1 Engine mechanical conditions.

Approved oils are listed in P & W SB 20001, no other oils are approved
T
H
2 Climatic conditions.
for the P & W 100 series engines.
G
3 Atmospheric and environmental conditions.

I
R
4 Dust and sand ingress during take off and landing, and
AA
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If oils of different brands or viscosity are mixed or if a brand of oil is

P
5 Engine utilisation.
O
changed, the complete oil system must be drained and flushed in

C
accordance with maintenance manual instructions.

©
It is necessary to use the approved synthetic lubricating oils and to

renew the oil after the specified time period laid down in the
O
Should the use of any other oils than the ones stated are desired,
maintenance manual.
Product Support Department, Pratt & Whitney (Canada) must clear
them.
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ENGINE HEALTH MONITORING SYSTEM

C
When the D.C. supply is connected to the computer; a toggle switch

A
on the front of the computer will access all channels, which can be
ELC SYSTEM OPERATION
N
read as a five-digit code above the switch.

O
The ELC constantly monitors specified input parameters and will write
I
T
them into a non-volatile memory automatically at TAKE OFF and

A
The display will be blanked automatically 30 seconds after the last

I
CRUISE and manually when the pilots operate an EVENT P.B.S.I..
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switch operation.
A
The relays operated by the BLEED 1 and BLEED 2 inputs by operation

D
of the ECS P.R.S.O.V. and H.P.S.O.V. tell the computer when bleed air
pl
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An internal battery maintains a 5-volt supply on the non-volatile

is being taken from the engine which will affect the engine
O
memory and the real time clock when the system is OFF.
F
performance.
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If the computer is left un-powered for a long period, the battery will
8
Although there are 73 recording channels available, only 28 are

0
take up to 100 hours to charge up.
Sa
used on the ATP.
0
2
Consult the maintenance manual for more details.

T
The input parameters are compared with two predetermined

H
G
threshold levels:
I
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If the EXCEEDANCE level is reached, the maximum value, and the

O
duration are monitored.

C
©
1 If an INCIDENT level is reached, the parameters involved

are stored from 5 seconds before the incident level is
O
reached until 15 seconds after.

2 Therefore 21 ‘snapshots’ are recorded.
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DATA STORAGE
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INCIDENT
A
DETAILS These levels equate to an exceedance + 10% so an I.A.S. incident

N
would be 400 kts + 10% = 440 kts. An incident will record all
O
Data is recorded automatically at:

I
1 Take OFF parameters but an exceedance will only store the specific
T
A
2 Cruise parameter and its duration. The operation of either EVENT switch will
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3 During an exceedance, or During an incident. record all parameters.

A
FUNCTIONAL CHECK
D
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The conditions for automatic recording are:
R
With electrical power connected to the E.L.C., switch on. The E.L.C.’s
O
TAKE OFF
F
own L.C.D. display will annunciate ‘HELLO’. If a fault were present the
X
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1 IAS greater than 80 knots.
O
L.C.D would display 5 decimal points. If serviceable toggle the switch

NL greater than 47.5%.
on the E.L.C. through each channel to check the date. Switch off
8
AOG status must be weight off wheels.

0
Sa
the E.L.C.
0
CRUISE
2
1 Take off conditions must have been satisfied. PROPELLER TROUBLESHOOTING

T
2 Barometric altitude must be 10,000 ft (Changing to 5,000 ft).

H
When troubleshooting propeller speed limitations and/or fluctuations,

G
3 No change in IAS of greater than +/- 5 kts in 60 seconds.

keep in mind that not only the propeller or fuel control system can
I
4 No change in TAT of greater than +/- 2 degrees in 60

R
cause problems. Systems like: aircraft air bleed, anti-icing, ignition,

AA
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seconds.
P
5 No change in altitude of greater than +/- 200 ft in 60 synchrophaser, fuel system (airframe to engine), rigging, even low
O
C
seconds. engine oil level may be responsible for the problem. The corrective
©
EXCEEDANCES action tasks should be taken in accordance with the relevant aircraft
maintenance manual. Before taking any major corrective action,
O
I.A.S. 400 Kts.
NH 102.0% make sure that the symptom is not due to ‘elementary’ problems.
NL 102.9%
NP 115.0% Check the basic things before getting into complex troubleshooting.
ACTUAL TORQUE 115.0%

ITT 950°C.
OILPRESSURE 65 P.S.I.D.
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PROPELLER
INTRODUCTION - GENERAL 02
FIBREGLASS BLADE BACKGROUND 04
CONTROL MODES 06
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LEADING PARTICULARS 08
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INTRODUCTION - GENERAL
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MODEL DESIGNATION 6/5500/F-1.

A
The model 6/5500/F-1 variable pitch aircraft propeller is The first digit: -
N
manufactured by BAE Systems, in partnership with Hamilton 6 - denotes the number of blades
O
I
Standard, a subsidiary of United Technologies.

T
A
The second set of digits: -

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It is 13.75ft (4.2m) in diameter, and six blades were chosen after 5500 -designates the propeller blade shank size.
A
extensive wind tunnel tests had shown this to be the optimum

D
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configuration for reduced noise and low weight. The letter: -

O
F - denotes a flange-mounted system.

F
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The blades are of lightweight composite construction, having a
O
forged aluminium spar and a fibreglass shell filled with polyurethane

8
0
foam.
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Each blade has a nickel leading edge erosion protection strip and
H
integral electrical de-icing.

G
I
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The reduction gearbox propeller drive shaft of the PW 126(A) engine

P
O
is offset above the turbomachine shafts.

C
©
This ensures adequate propeller tip ground clearance, and provides

O
room for an efficient air intake system to be mounted beneath the

engine.
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FIBREGLASS BLADE BACKGROUND

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Hamilton Standard first introduced propeller blades using fibreglass

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aerofoil in the early 1960’s, primarily for U.S. Military experimental

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programmes.
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Fifteen years later, they were introduced into commercial service on

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the De Havilland DHC 7 aircraft.

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Over the 30 years of service experience in various environments

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throughout the world, the nickel leading edge sheath and urethane
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erosion coating have given satisfactory protection against

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environmental extremes and foreign object damage.
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CONTROL MODES
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This opens a drain port inside the PCU, dumping metered oil pressure
A
to drain, thereby allowing supply oil pressure to move the propeller

GOVERNING MODE (CRUISE)
N
blades to the feather position.

O
The Propeller Control Unit (PCU) provides primary propeller speed

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regulation in flight.
A
A separate drain point within the PCU is opened when an electrical

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solenoid operates.
A
This governor is driven at approximately 7,200 rpm by a gear train

D
driven from the propeller shaft It controls blade pitch to maintain a
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This solenoid is energised by autofeather relays, or when the LP fuel

desired rpm that can be adjusted over a range of 80% to 100%
O
cock P.B.S.I. is selected SHUT.

F
propeller speed (NP) by varying governor spring force through the

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condition lever movement.

An electrically operated feathering pump, controlled from the Flight
8
BETA MODE
0
Deck, supplies additional oil pressure to the PCU to complete
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For reversing and ground handling, direct blade angle control by

propeller feathering.
2
the power lever is necessary.

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The autofeather circuit is activated in the event of an engine

G
In this beta mode of operation an underspeed condition must exist

I
malfunction will energise an electrical feathering solenoid and the

R
on the main control.

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electrically operated feathering pump to automatically feather the

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propeller.
C
In this condition the governor flyweights will have collapsed, and

©
supply oil pressure will be directed through a beta valve, controlled

by the power lever movement (Roll Over lever).
O
FEATHERING
Propeller feathering is accomplished both mechanically and
electrically. To feather the propeller mechanically the CONDITION
LEVER is selected to FEATHER.
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LEADING PARTICULARS
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Propeller Maximum Diameter: 13 ft 9 inches.

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Pitch Change Range. + 84.7 to - 7.3 degrees.

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Blade Angle Reference Station. 42.00 inches.

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Feather Angle. + 84.7 degrees.

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Flight Idle Angle. + 21.2 degrees.

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Ground Idle Angle. + 0.8 degrees.

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Maximum Reverse Angle. - 7.3 degrees.

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Propeller Operating Oil. Oil approved by SB 20001.

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Propeller Weight (Dry). 430 lbs.
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Electrical Requirements. 115 vac 400 Hz &

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28 Volt D.C.
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Deicing Electrical Requirements. 200 volt A.C

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PROPELLER CONSTRUCTION
PROPELLER COMPONENTS 02
PROPELLER CONTROL UNIT 04
P.C.U. OIL PUMP & OVERSPEED GOVERNOR 06
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TRANSFER TUBE 08
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ELECTRIC FEATHERING PUMP 08
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PROPELLER BLADE CONSTRUCTION 10

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SOLID SPAR/FIBREGLASS SHELL ADVANTAGES 10

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PROPELLER COMPONENTS
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GENERAL
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The propeller consists of a hub assembly which has six blades

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retained in a flange mounted steel barrel.

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Attached to the forward face of the hub is the dome assembly. The
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dome assembly contains the forward pitch change mechanism,
R
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which consists of an actuator and a blade trunnion yoke, a four way

F
metering valve and a pitch lock screw.

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Mounted on the propeller are an aluminium spinner, and a fibreglass

0
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bulkhead with slip rings.

2
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An oil transfer tube is fitted inside the propeller shaft and connects the
G
propeller and the Propeller Control Unit; this tube is a propeller

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component.
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PROPELLER CONTROL UNIT

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The Propeller Control Unit (PCU) is mounted on the Engine Reduction

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Gearbox rear face, in line with the propeller axis.

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The PCU is a hydro mechanical control unit and contains the

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following items:
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Speed Sensitive Governor.

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Least Selector Valve.

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Reverse Valve.
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Beta Valve.
8

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Mechanical Feather Valve.
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Power and Condition Lever cams and associated

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linkage.
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Electrical Feather Valve and Solenoid.

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Speed Reset Valve and Solenoid.

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Torque Motor.
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Low Pitch Microswitch, and

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A Ball Screw Assembly.

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P.C.U. OIL PUMP &

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OVERSPEED GOVERNOR
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A PCU oil pump and an overspeed governor are mounted on the

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rear face of the engine reduction gearbox.

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The overspeed governor provides an input to the PCU which

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increases propeller blade angle if an overspeed is sensed.

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TRANSFER TUBE ELECTRIC FEATHERING PUMP

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The control input to the propeller is provided by the oil transfer tube, An electrically operated feathering pump is mounted on the front
N
which is driven by a ball screw and in turn drives the acme pitch lock face of the engine reduction gearbox.
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screw and four-way metering valve.

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The feathering pump is operated by a P.B.S.I. located on the Centre

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The tube also transfers supply oil internally to the pitch change Sloping Instrument panel on the Flight Deck.
A
assembly in the propeller dome.

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It provides supply oil for the PCU when the main pump is inoperable.
O
During operation of the propeller system PCU oil pump pressure is It has its own reserve oil supply which is unavailable to the main
F
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routed into the PCU, and via a separate pipeline to the overspeed pump, and is of sufficient quantity to feather the propeller even if a
O
governor. total engine oil loss occurs.

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Lubricating oil from the engine reduction gearbox is also supplied to

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the PCU.
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Within the PCU, supply oil is directed into the oil transfer tube and
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forward to the propeller pitch change mechanism.

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PROPELLER BLADE CONSTRUCTION

C
detect with the blade installed. Any damage to an all-metal spar

A
The primary load-carrying member of the spar shell propeller blade would be visible on the fibreglass shell. Excessive damage would
N
structure is a solid aluminium spar, which is a single forging from the cause the spar to bend, and would be easily seen on the aircraft.
O
propeller hub to its tip. REPAIRABILITY

I
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Fatigue tests have shown that severely damaged fibreglass blade

I
A lightweight fibreglass shell that is adhesively bonded to the spar shells do not compromise the basic blade structure. If inspection
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provides the aerofoil shape of the blade. shows no large laminate damage, then overhaul consists mainly of
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heater circuitry integrity check and erosion sheath bond integrity
R
The cavities in the leading and trailing edge areas between the spar check. Laminate repairs in the low stressed part of the structure
O
and the shell are filled with low-density urethane foam.

F
involve standard fibreglass repair techniques. A propeller blade can

X
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be removed and replaced on the aircraft in approximately 30
O
Additional features include a nickel leading edge erosion protection minutes without hub disassembly.
8
strip and an external de-icing heater mat.

0
LIGHTNING PROTECTION
Sa
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SOLID SPAR/FIBREGLASS
2
Lightning strikes on metal blades have never been a significant

SHELL ADVANTAGES problem, however with the development of blades having semi-
T
H
conductive composite materials; lightning became a serious

G
WEIGHT SAVING problem. On the metal spar/fibreglass shell blade a design criteria
I
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The solid spar/fibreglass shell blade is lighter than an all-metal blade

has been established which utilises the metal spar in conjunction
AA
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but heavier than an all-composite blade.

P
with the conductive erosion coating to bleed off any lightning strike.
O
C
It was found that the metal one-piece spar with a fibreglass shell was RUNWAY IMPACT
©
the only construction that could provide the weight savings The results of impact with the ground during a wheels up landing
associated with composites and at the same time withstand the depends largely on prevailing conditions. It is probable that the
O
loads and environmental conditions associated with modern flying lightweight shell and foam would tear and be stripped from the spar,
conditions. but would not fragment such as to cause a hazard.
Inspectability In a spar/shell blade the spar is the primary structure, Based on experience with aluminium blade emergency landings,
therefore its integrity must be assured by adequate inspection. Flaws the aluminium spar would probably bend.
in a composite material spar, such as de-bonded areas, are
difficult to inspect after final blade assembly and impossible to
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PROPELLER CONTROL
PROPELLER OPERATION 02
OPERATING MODES 04
GROUND RANGE OF OPERATION 06
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FEATHER MODE 12
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FEATHERING PUMP CONTROL CIRCUIT 18
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PROPELLER LOW PITCH 24

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PROPELLER OVERSPEED 28
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PROPELLER SYNCHROPHASING 38
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PROPELLER OPERATION
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The ball screw has a right-handed thread.

A
This rotational output is transmitted to the propeller by the oil transfer

HYDRAULIC AND MECHANICAL OPERATION -
N
tube, since the oil transfer tube is splined to the ball screw and
DESCRIPTION
O
I
attached at its forward end to the acme screw and pitch change
T
Engine oil pressure is increased to 980-psi +/- 30 p.s.i. by the PCU

A
valve of the dome pitch change mechanism.

pump for propeller operation, and delivered to the PCU via drillings
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within the reduction gearbox.

A
The acme screw has a left-handed thread.

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Engine oil pressure is also delivered directly to the PCU for lubrication.
O
Rotation of this screw positions the four way valve so that oil outlet
F
A third oil way on the PCU mounting face connects the PCU to the
X
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ports in the valve are open to supply oil pressure to the increase pitch
O
propeller overspeed governor.

or decrease pitch side of a yoke piston. Oil pressure moves the yoke
8
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and the acme screw together axially.
Sa
Within the PCU supply oil pressure is delivered through the centre of
0
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the oil transfer tube to a four-way valve to operate the pitch change
The propeller blade trunnions, which engage in the yoke, drive the
T
mechanism housed inside the propeller dome assembly.

H
blades to increase or decrease propeller pitch at the same time

G
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axial movement of the acme screw will close the oil outlet ports in
R
Supply oil pressure is also delivered to the increase pitch side of the
AA
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the pitch change valve, to stop yoke movement and propeller pitch
servo-piston and ball screw assembly, and is metered before delivery
P
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change when the scheduled pitch change position has been

to the decrease pitch side of the assembly.
C
reached, this action is termed ‘mechanical feedback.’

©
Metered oil pressure balances supply oil pressure because the piston
O
area on the metered side is double the area of the piston on

the supply side.
Varying metered oil pressure actuates the servo piston. Oil pressure
acting on the servo piston will axially load the ball screw. Movement
of the ball screw will convert axial movement into rotational output.
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OPERATING MODES
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GOVERNING MODE - UNDERSPEED

A
GOVERNING (CRUISE) A decrease in RPM collapses the flyweights, which opens the oil
N
supply port. This increases the metered pressure to the servo piston,
O
During cruise operation the speed sensitive governor meters supply

I
which drives the ball screw to decrease blade angle.

T
oil. The governor is driven through gears in the PCU by propeller

A
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rotation. It is positioned by a force acting against a speeder spring.
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When the blade angle decreases the RPM increases and the
A
This spring force is varied by linkage attached to the condition lever,

flyweights again reposition the governor to on-speed.
D
and by a synchrophaser torque motor.
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GOVERNING MODE - OVERSPEED

O
F
Spring force is also adjusted for temperature changes through While governing, an increase in propeller RPM throws the governor
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compensation discs mounted on the spring seat. Metered oil from flyweights outward. This shifts the governor to close an oil supply port
and allow servo piston pressure to decrease.
8
the governor passes through the least selector valve, which serves as
0
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a hydraulic discriminator between the speed sensitive governor and
0
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the overspeed governor. Oil pressure at the metered oil side of the servo piston will fall,
T
allowing supply pressure to drive the ball screw and increase blade
H
G
The least selector valve directs oil from the speed sensitive governor angle.
I
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to the reverse valve, unless a propeller overspeed occurs.

AA
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As the blade angle increases the RPM decreases and the flyweights
O
During propeller operation other than reverse handling, the reverse reposition the governor to on-speed.
C
©
valve will direct oil to the metered side of the servo piston and to the
beta valve. When the propeller is in governing mode, i.e. above the
O
beta schedule, the oil that is directed to the beta valve which has no
variable outlet. Therefore, oil metered by the speed sensitive
governor directly positions the servo piston driving the ball screw to
position the pitch change valve inside the propeller dome.
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GROUND RANGE OF OPERATION

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It should always be remembered that the ground operating range

N
is divided into two distinct ranges:

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1 BETA range, between flight idle and ground idle.

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2 REVERSE range, between ground idle and full reverse.

A
BETA MODE
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For beta mode operation an underspeed condition must exist on

O
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the governor.
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The flyweights must be in their underspeed position allowing full

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supply oil pressure through the least selector and reverse valve to
0
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the servo piston and the beta valve.

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The propeller blade angle will have decreased in an attempt to

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maintain governed speed.

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A beta valve follow-up arm is attached to the servo piston at one

C
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end. The other end of the arm will contact the outer sleeve of the
beta valve when the propeller blade angle is low.
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C
OPERATION Moving the power lever to decrease blade angle (e.g. towards the
A
In the beta mode the pilot has direct control of propeller blade flight idle position) positions the inner valve to reduce the amount of
N
angle. The power lever, through the beta schedule cam and its oil being drained.
O
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linkage, positions the inner sleeve of the beta valve to schedule

T
A
blade angle. This allows oil pressure to build up on the metered side of the servo
I
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piston, moving the servo piston to decrease blade angle. As the

A
The inner sleeve is held against the power lever input linkage by oil servo piston moves, the follow-up arm repositions the outer sleeve
D
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pressure tapped from the main supply line through a restrictor to the and oil pressure drainage increases until once again the forces
O
inside of the beta valve. across the servo piston hold it at its new scheduled blade angle
F
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position.
O
Moving the power lever to increase blade angle (e.g. towards the
8
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take-off position) positions the inner valve to dump an increased Beta operation below the flight idle power lever position will be
Sa
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indicated by a GREEN LO PITCH light on the flight deck.

2
amount of oil to drain.

T
H
Pressure on the metered side of the servo piston is reduced, and the The low blade angle switch, which operates to illuminate the caution
G
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servo piston moves to increase blade angle. light, is located within the PCU, and is activated by movement of the
R
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servo piston.
P
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Movement of the servo piston moves the follow-up arm away from
C
the beta outer sleeve.

©
Oil pressure inside the beta valve then repositions the outer sleeve,
reducing the oil being drained, until the oil pressures across the servo
piston are balanced at the new blade angle scheduled position.
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C
REVERSE MODE When operating with the MFC under manual control (EEC
A
As the power lever is moved towards reverse, the beta schedule unserviceable), the fuel schedule has been set to provide a full
N
cam positions the power lever linkage within the PCU to move the reverse maximum NP of less than 960 NP to prevent overspeed,
O
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reverse valve. since for a given power lever position more power is available in the
T
A
manual fuel control mode than in the EEC fuel control mode.
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The valve movement closes the governor and overspeed governor

A
oil supply lines to the servo piston, so preventing propeller movement

D
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towards a pitch increase through a rapid reverse power selection.

O
F
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Supply oil is metered through the valve to the beta valve and servo
O
piston simulating a governor underspeed condition as described in

8
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the beta mode of operation.
Sa
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Since blade angle is now directly controlled by the power lever

H
without interference by the governors, there must be control of

G
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propeller RPM in the reverse mode.

R
AA
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This is achieved by the Engine Electronic Control (E.E.C.), which

C
schedules a fuel flow for a maximum of 960 NP for full reverse thrust.
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A
FEATHER MODE
C
An electrically operated feathering pump, located on the right front

A
face of the reduction gearbox, and is operated either manually by

MANUAL FEATHER SELECTION
N
pressing a FEATHER PUMP P.B.S.I. located on the centre sloping panel

O
To feather the propeller the condition lever is selected to FEATHER.

I
or automatically by either the EEC or AFU autofeather systems.

T
This mechanically opens, through the condition lever linkage; a

A
I
mechanical feather valve, which dumps, metered servo piston oil to
e
V
The pump provides the pressure necessary to feather the propeller

A
drain.
and will ‘time-out’ after 30 seconds.
D
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The supply oil pressure acting on the servo piston will then move the
O
Oil for the feathering pump is drawn from the auxiliary oil tank
F
propeller blades to the feather position.

X
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located in the reduction gearbox.
O
8
The propeller is unfeathered by moving the condition lever from

0
Whenever the HYD & LP COCK P.B.S.I. on the centre roof panel is
Sa
FEATHER to MIN RPM or MAX RPM.
0
selected to SHUT an electrical feather solenoid, mounted on the PCU,

2
is also energised.
T
This closes the mechanical feather valve, pressurising the metered

H
G
side of the servo piston to move the propeller blades into the beta
I
The electrical feathering solenoid acts as a back up to the feather

R
or governing operating mode. Feather Selection Following Engine

AA
Y
valve, by dumping servo piston metered pressure to drain through a

P
Failure Following an engine failure in flight the propeller may be either

O
separate drain point.

feathered manually or through the engine autofeather system.
C
©
In the engine failure situation there may not be sufficient oil pressure
O
available to feather the propeller from the normal engine oil system.
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AUTOFEATHER The feather pump will operate and the PCU feather solenoid will be
A
Propeller autofeather occurs to prevent a failing engine from energised to dump servo valve metered oil pressure to drain, to
N
incurring further damage. feather the propeller.

O
I
T
A
To arm the auto feather system, power levers must be positioned In addition, when the take off rating is selected, a signal from the
I
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higher than 63 degrees on the power lever quadrant, and both EEC will cause the companion engine MFC stepper motor to
A
engines must be running above 50% torque, also the condition operate and supply more fuel to the engine, to increase its power to
D
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levers must be positioned at max. achieve MAX CONTINGENCY.

O
F
X
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The engine autofeather indicators for each engine are located on Both A/F ARM indicators for the failed engine will extinguish, when the
O
the Captain’s Instrument Panel and duplicated on the 1st Officers autofeather is initiated, providing both systems are working correctly.
8
0
Instrument panel.
Sa
0
Autofeather will be inhibited on the remaining engine.

2
T
The indicators are split, each half having the legend A/F ARM. When
H
the autofeather system for each engine is armed the legends A/F NOTE 1 : The feathered engine may still be running, and must be
G
I
ARM will illuminate GREEN, via the Autofeather Unit (AFU) and the EEC stopped by moving the condition lever from FEATHER to FUEL OFF.
R
AA
Y
respectively.
P
O
NOTE 2 : The E.E.C. autofeather function is only available when TAKE-

C
The EEC on each engine monitors engine torque. OFF is selected.

©
Engine torque is also monitored independently by the AFU.
If the torque on one engine falls un-demanded to 25% torque or

below, the EEC and the AFU will energise the propeller autofeather
relays independently.
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AUTOFEATHER CONTROL CIRCUIT - E.E.C./A.F.U. L.P. FUEL SHUT OFF

A
CONTROL If the fuel low pressure shut-off cock is closed, a d.c. supply is
N
As described previously, the auto feather system is armed during connected to 1 KK 1 and the circuit will operate the same as for
O
I
TAKE-OFF. E.E.C. control.

T
A
LOW BLADE ANGLE IN FLIGHT

I
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The following description is for the left engine, the right is similar. If the
A
If the propeller pitch tends to move below the flight fine position in
left engine power reduces to less than 25%, there will be an output
flight, a d.c. supply is connected from the low blade angle switch to
D
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R
from the left E.E.C. to energise relay 1 KK 1.

the feathering solenoid, which will operate to reduce the propeller
O
F
control oil supply, and the propeller pitch will increase automatically
X
m
The No.1 d.c. essential busbar will be connected to relay 2 KU 5. If
O
until the low blade angle switch opens.

the right engine is already feathered, all or some of the relays 2 KU
8
0
5, 2 KK 1, 2 KQ 3, 2 KQ 2, or 2 KK 3 will be energised and there will
Sa
If the pilot takes no further corrective action, the propeller will oscillate
0
be no further action and the left engine cannot be autofeathered.

2
around the low blade angle switch position.

If the right engine is not feathered, the No.1 d.c. essential busbar is
T
MANUAL FEATHER
H
connected through the right feather relays 2 KU 5,2 KK 1,2 KQ 3 to

G
If the engine has to be stopped using manual feather, the condition

I
relay 1 KK 2, which will energise.

R
lever is moved to the feather position which reduces the metered oil
AA
Y
P
pressure and the propeller will move towards the feathered position.
O
The No.1 D.C. Essential busbar is now connected to the left

C
feathering pump to ensure main oil pressure is maintained and the

©
To ensure that the propeller is fully feathered the feathering pump

left feathering solenoid is energised to reduce the metered oil
P.B.S.I. is pressed to switch on the feathering pump. The condition
O
pressure in the propeller. The left propeller will now be feathered.
lever at the feathered position also connects the d.c. essential
busbar via the microswitch 1 KU 5 to the E.E..C which causes the fuel
The left AFU will also produce an output to energise relay 1 KQ 3,
governor in the E.E.C. to be disconnected.
which will also connect the No.1.d.c. essential busbar via 2 KQ 2 2
KQ 3 2 KK 2 and 1 KQ 3 to 1 KK 2 as a back-up supply in case the
E.E.C. has failed.
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FEATHERING PUMP CONTROL CIRCUIT

C
A
SUPPLY
N
O
Each feathering pump receives the main D.C. supply from the
I
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essential busbar via a 200-amp fuse, common relay KL 9 and the

A
I
dual contactor KL 8.
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LEFT CONTROL
D
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When either the feathering pump P.B.S.I. is pressed or the auto feather
R
O
relay 1 KK 2 is energised, relay KL 5 is energised for 30 seconds.

F
X
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O
During the 30 seconds time period, No.1 D.C. Essential busbar is

8
connected via KL 5 and the de-energised left section of KL 8 to the

0
Sa
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right coil of KL 8.
2
T
H
When KL 8 energises, the No.1 D.C. Essential busbar is connected

G
via KL 5 and KL 8 to the coil of KL 9.

I
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Energising KL 9 connects the d.c. essential busbar via the 200 -amp
O
C
fuse KL 1, KL 9, KL 8 and the 160-amp fuse KL 7 to the left feathering

©
pump motor.
O
Also the ON legend on the P.B.S.I. is lit. After 30 seconds KL 5 will

de-energise, automatically switching the pump off.
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AUTOFEATHER ARM
A
The autofeather system is armed during takeoff so that in the event

N
of an engine failure, the propeller will be feathered.

O
I
T
A
When either the flight deck power lever microswitch or the stand-by
I
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power servo microswitch is operated at greater than 63° PLA, the

A
No.1 D.C. essential busbar is connected to relay 1 KR 1. Energising

D
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1 KR 1 provides a ‘Local Enable’ supply and an opposite enabling

O
supply to the opposite A.F.U.

F
X
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O
If the condition lever is not at feather, relay 1 KR 9 is de- energised

8
0
and the ‘Local Enable’ supply and the ‘Opposite Enable’ supply is
Sa
0
2
connected to the AND gate in the AFU.

T
H
High torque (>50%) from the same side No.1 torque sensor and high
G
I
torque (>50%) from the opposite No.1 torque sensor provide the
R
AA
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other inputs to the AND gate which will energise relay 1 KV 7 to light
P
O
the upper AFU A/F ARM indicators.

C
©
A similar circuit controls the lower E.E.C. A/F ARM indicators using an
O
AND gate in the E.E.C.

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AUTOFEATHER TEST
A
The auto feather test can be carried out with the engines stationary
N
or running.
O
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A
The power levers should be at flight idle and the condition lever not
I
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at feather or off. Also the aircraft must be on the ground so that relay
A
MU 17 is in the AOG condition.

D
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O
Operating both AFU test PBSI’s will simulate a torque pressure of

F
X
m
greater than 50% and a power lever angle of greater than 63° in
O
both A.F.U.’s. Relay 1 KV 7 and it’s equivalent in the right system will
8
0
both be energised and all the A/F ARM indicators will be lit.
Sa
0
2
T
When releasing one of the A.F.U. test PBSI’s, the torque and power
H
lever angle in the associated A.F.U. will reduce and simulate an

G
I
engine failure.
R
AA
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O
Due to the loss of high torque and the enabling supplies, the AFU A/F
C
ARM indicators are extinguished and an uptrim is provided for the

©
opposite engine.
O
NOTE : The engine uptrim light can be extinguished by selecting a

mode other than take off then reset by selecting take off.
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PROPELLER LOW PITCH

C
If the low pitch (Beta) switch remains closed, relay 1 KX 2 is energised

A
and the left propeller RED LO PITCH indicator and the CWP PROP 1
GENERAL
N
warning annunciator is lit.

O
The pilots require a warning of the propeller pitch being too low for
I
T
the flight condition. Confirmation is also required of low pitch when

A
Also the autofeather solenoid is energised to assist in driving the

I
the power levers are below flight idle.
e
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propeller towards the coarse condition. Normally the Beta switch

A
opens as the propeller pitch increases during the takeoff run and all
D
The left system is described; the right system is similar.
pl
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indicators are extinguished.

LOW POWER ON THE GROUND
O
F
When the No.1 Air Data Computer airspeed switches are at less than
X
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O
60 knots, relays 1 KX 13 and 1 KX 3 are de-energised.

8
0
Sa
0
If the left power lever is below the flight idle position and the propeller
2
low pitch (Beta) switch is closed, there is a No.1 d.c. essential busbar
T
H
supply connected to the lower left propeller GREEN LO PITCH

G
indicators.
I
R
AA
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P
This is confirmation that the propeller pitch is in the correct position

O
C
on the ground at low power, especially important immediately after

©
landing
FLIGHT CONDITION
O
When the left power lever is advanced above flight idle and the
airspeed is greater than 60 knots, relays 1 KX 1 and 1 KX 3 are
energised and the GREEN LO PITCH indicators are extinguished.
At speeds greater than 105 knots, 1 KX 13 is also energised as a
backup to the 60-knot switch.
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SAFETY FEATURES
A
Aerodynamic and centrifugal forces on the propeller continually try

N
to drive the blades towards fine pitch.

O
I
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A
If a total oil pressure failure occurs, the propeller blades will attempt
I
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to move the yoke and the acme screw and pitch change
A
mechanism forward inside the dome.

D
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O
A pitch lock feature prevents significant movement.

F
X
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O
The yoke will only be allowed to move the distance of the pitch lock
8
0
gap. Overspeed will limited to approximately 2% NP with this feature
Sa
0
2
at any positive blade angle.

T
H
Pitchlock occurs when the acme screw bottoms on the pitch

G
I
change valve body’s bulkhead, which is secured to the dome.

R
AA
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P
O
Actuation of the yoke and blades will occur only when oil pressure is
C
re-established. Supply oil pressure is maintained at all times during

©
propeller operation on the increase side of the servo piston.

O
This acts as a safeguard.
If metered oil pressure to the decrease pitch side of the servo piston
is reduced or lost because of a fault condition within the PCU, servo
pressure would move the ball screw to feather the propeller.
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PROPELLER OVERSPEED
C
A
NORMAL MODE
N
O
The overspeed governor is an additional safeguard to the propeller

I
T
control system.
A
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During normal operation, i.e. propeller not overspeeding, the

D
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overspeed governor routes supply oil pressure to the least selector
R
O
valve, keeping it positioned as shown below.

F
X
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O
8
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HYDRAULIC MODE
A
If an overspeed occurs the flyweights shift the overspeed governor,

N
closing its supply oil to the least selector valve and opening the oil
O
I
dump drain line.

T
A
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The least selector valve moves to allow metered oil acting on the
A
servo piston to drain, via the overspeed governor.

D
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R
O
Supply pressure at the servo piston will then move the propeller
F
X
m
blades to increase pitch, and the RPM will decrease until the
O
overspeed governor flyweights reset.

8
0
Sa
0
2
The overspeed governor is set to operate at 103% NP.

T
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TEST MODE
A
A PROP O/SPEED test switch is located on the 1st Officers side panel
N
adjacent to the autofeather test switches.

O
I
T
A
Pressing the test switch will energise a solenoid valve mounted on

I
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the overspeed governor.

A
D
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R
This partially off-loads a speeder spring so that the flyweights will

O
move outwards to drain a proportion of the servo piston metered oil.

F
X
m
Providing the NP is above 80%, pressing the test switch will reduce NP
O
to 80%.
8
0
Sa
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2
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PNEUMATIC MODE
A
If the overspeed governor is unable to correct the overspeed

N
situation e.g. if the blades were physically jammed, further

O
I
overspeed valve movement in the governor will operate a governor

T
A
lever mechanism, which bleeds Py air from the MFC in order to

I
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reduce fuel to the engine.

A
D
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This pneumatic overspeed control will operate at 115% NP.

O
F
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O
8
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C
SPEED RESET OPERATION

A
The PCU contains a speed-reset feature that will set the propeller
N
reference speed to 100% NP (1,200 rpm) regardless of the condition

O
I
lever position.
T
A
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The propeller speed reset selection P.B.S.I. is located on the centre

A
sloping panel, and when depressed will illuminate WHITE ON. When
D
pl
R
the speed-reset solenoid is energised, it directs supply oil pressure

O
to the speed-reset piston.

F
X
m
O
The piston moves causing the integral plunger to move the governor
8
0
speed set linkage. This linkage movement biases the governor
Sa
0
2
speeder spring force output to obtain a governor reference speed

T
of 100% NP.
H
G
I
Selecting the switch to release will de-energise the speed-reset

R
AA
Y
solenoid, and propeller speed will return to its previous setting.

P
O
C
©
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D
A
PROPELLER SYNCHROPHASING
C
The right propeller speed is increased or decreased to match the

A
right propeller speed and angle of rotation to the left propeller.

GENERAL
N
O
To prevent passenger annoyance and reduce any possible damage

I
The phase relationship is within +/- 5 degrees. Synchrophasing is

T
to the powerplants due to resonant frequency.

A
selected by depressing a dual legend P.B.S.I. located on the Centre

I
e
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Instrument Panel.
A
The two engine propellers are sychrophased by adjusting the speed

D
and phase of the right (slave) propeller so that they correspond with
pl
R
The lower legend is permanently lit “BLUE”, when the P.B.S.I. is

the left (master) propeller.
O
depressed, ‘SYNCHROPASE ON’, the upper legend illuminates GREEN

F
X
m
“PROP SYNCH”. Synchrophasing is available at governed speeds
O
Magnetic sensors are mounted on the front face of each RGB and
between 70% and 103% NP and the maximum authority of the
8
sensor actuators are fitted to each propeller backplate at the master

0
synchrophaser is +/- 3% NP.
Sa
blade position.
0
2
The synchrophaser is powered from the 28 Volt D.C.supply system.

T
The sensor actuator will pass across and interrupt the sensor
H
G
magnetic field once every propeller revolution.

I
R
AA
Y
P
The propeller speeds and phase relationships are produced as a

O
train of pulses connected to an electronic synchrophaser located in

C
©
the rear underfloor bay on the right engine start panel.

O
When the synchronisation P.B.S.I. is selected to ON, the pulses are

counted and compared, and an output is connected to a torque
motor controlling the right propeller speed governor.
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INSTALLATION
PROPELLER AND PROPELLER COMPONENTS 02

PROPELLER ASSEMBLY FROM PACKING CASES 04
ASSEMBLY 06
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BLADE SEAL INSTALLATION 06
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BLADE INSTALLATION 08
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INSTALLATION OF BRUSH BLOCK 14

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INSTALLATION OF MAGNETIC PROBE ASSEMBLY 16

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INSTALLATION OF THE FEATHERING PUMP 18

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PROPELLER INSTALLATION 20
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SPINNER INSTALLATION 24
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PROPELLER BALANCING 26
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2 Chapter 16
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PROPELLER AND PROPELLER

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COMPONENTS
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PROPELLER TRANSPORTATION
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The propeller may be transported over short distances in its fully

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assembled state, less the spinner shell and the oil transfer tube, on
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a special transport stand.

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In order to hold the blades rigid in the barrel, the barrel must be
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pressurised with air at 80 to 100 p.s.i..

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The barrel is pressurised through a schrader valve adapter, which is

0
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fitted onto the front face of the barrel, in place of the barrel relief
0
2
valve. The air pressure must be released when the propeller is

T
unloaded to its fixed stand, to prevent the blade seals “setting” and
H
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locking the blades in position.

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The propeller may then remain stored on the fixed stand until
O
required for use.

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For longer road journeys and transport by air the propeller must be
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transported in packing cases.
The propeller actuator assembly and the barrel remain as one unit,
but the blades are removed and packed separately for
transportation.
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PROPELLER ASSEMBLY FROM PACKING

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Check all components for evidence of damage caused by careless

A
CASES handling.
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REMOVAL FROM PACKING CASE

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Check for nicks, burrs, and deformed threads, abrasions on blade

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Open the packing cases

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heaters and spinner parts, damaged gaskets and seals and

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Remove the individual propeller blades, the barrel, and the entire
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corrosion on non-protected parts.

A
ancillary propeller components. Avoid damaging any padding or

D
supports within the packing cases.
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Propeller blades, retaining rings and spacers and the barrel are
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numbered to indicate their location and position. They must be

F
Remove any protective caps and covers from components and

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installed in their correct order and position to obtain the correct fit
O
replace them inside the packing cases.

and balance.
8
CLEANING
0
Sa
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Clean all external surfaces with WHITE spirit to remove any corrosion
2
prevention compounds used during shipment.

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Do not allow the WHITE spirit to contact any rubber parts. After
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cleaning, coat all unplated and unpainted steel parts with a light
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coating of lubricant or lubricating oil, referring to the maintenance

O
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manual to confirm the correct specification of lubricant or oil to be

©
used.
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CAUTION : VAPOUR DEGREASING OF ANY COMPONENT IS NOT

PERMISSIBLE PREPARATION.
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ASSEMBLY
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10 Install the blade seal back up ring over the blade shank
A
Place the rear sealing ring and the spinner bulkhead over the with the flat surface outboard, and position it outboard of
N
assembly arbour of the special assembly stand. the seal.

O
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Install the barrel on the assembly arbour using the slave bolts Repeat the above procedures for the other five propeller blades.
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provided. Do not exceed 75 lb ft torque when tightening the securing

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bolts.
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BLADE SEAL INSTALLATION

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PROCEDURE
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1 Clean the shank of the blade with a clean lint free cloth
8
moistened with GENKLENE or INHIBISOL to remove any

0
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contamination.
2
2 Inspect the P.T.F.E. strip bonded to the blade shank for

T
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damage.
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3 Lubricate the blade pin and trunnion roller with approved oil
R
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4 Lubricate the bearing race at the blade butt with approved

P
O
oil, and seat the race on the mating blade butt fillet radius.
C
5 Lightly coat the blade seal with approved oil.

©
6 Position the seal with its flat side towards the blade tip and
O
stretch the seal over the blade butt and bearing race.
7 Check that the ends of the garter spring are firmly screwed
together to form a ring.
8 Stretch the spring over the blade butt and position it inside
the inner lip of the blade seal.
9 Ensure that the spring is not kinked when it is fitted into the
seal pocket.
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8 Chapter 16
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BLADE INSTALLATION
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10 Remove the spacer from the blade shank.

A
11 Install the blade seal support ring inside the blade seal.
PROCEDURE
N
12 Slide the blade seal and support ring down the blade shank
O
1 Position the barrel on the assembly stand so that No 1-

I
until the outside diameter of the blade seal contacts the

T
blade bore is vertically upwards.

A
barrel.
I
2 Lubricate the contact surfaces of the barrel arm bores and
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13 Compress the blade seal and support ring downward and

A
blade shank surfaces with approved oil.

inward until the seal slides into the barrel cavity.
D
3 Using the blade lifter, lift the No 1 blade vertically and
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14 Fit the anti friction ring and ensure the ring outboard face is
position the blade butt over the barrel bore.
O
flush with the barrel face and the split faces forward.
F
4 Visually align the blade trunnion roller with the

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15 Assemble the correctly numbered blade retaining ring
O
corresponding slot in the yoke and carefully lower the

halves and spacers to the blade shank.
8
blade into the barrel cavity until the blade trunnion roller
0
16 Ensure that the heater terminal studs are in line with the
Sa
engages the yoke and the blade retaining groove is almost
0
blade heater leads.

2
flush with the barrel arm.

17 Secure the blade retaining rings with internal wrenching
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CAUTION : WHEN INSTALLING THE BLADE IN THE BARREL, TAKE CARE TO AVOID
H
bolts, with washers under the bolt heads and nuts.

G
DAMAGE TO THE BLADE PIN BOSS, THE YOKE AND YOKE PLATE.
I
18 Torque load to the specified figure quoted in the

R
5 Slide the spacer onto the blade shank through the blade-
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Maintenance Manual above the run down torque.

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retaining groove.
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Repeat the above procedures for the remaining blades. Install

C
6 Position the spacer so that it does not cover the flat on the
©
blade shank. blades opposite to an installed blade where possible. (Ensure that
7 Slowly lower the blade until the spacer rests on the barrel No. 6 blade is installed last).
O
and the tension on the blade lifter is removed. NOTE : Either nine litres of the recommended lubricating oil or eight
8 Hold the ball separator assembly with its rib vertical and litres of recommended lubricating oil and 1 litre of corrosion
feed the assembly into the barrel cavity, balls downwards, preventative oil or nine litres of the recommended lubricating oil and
until it is seated on the blade race and the ends meet. 60 cc’s of corrosion inhibitant may be poured into the barrel through
9 Carefully raise the blade until the ball bearings seat firmly the No 6 blade barrel arm bore before installing the blade.
against both bearing races.
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Pressurise the hub with nitrogen/dry air to 38 to 40 p.s.i.. With each FITMENT OF SPINNER BULKHEAD AND BLADE HEATER
A
blade in turn vertically downward, check that the gap between the CONNECTIONS.
N
blade retainer and the barrel is 0.005" to 0.015". 1 Align No. 1 blade arm with number 1 marked on the
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spinner bulkhead and attach the bulkhead to the barrel

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If the gap is outside these limits a different size spacer must be used with six bolts and washers.
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to obtain the correct clearance. 2 Lubricate the bolt threads and torque load to the figure
A
quoted in the Maintenance Manual above the run down

D
BARREL LUBRICATING OIL LEVEL CHECK
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torque.
1 Rotate the propeller until No 6 blade is vertically upwards.
O
3 Install the bonded blade heater lead into each terminal

F
2 In this position the barrel pressure relief valve will be

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cover.
O
approximately in the 2-30 o’clock position.

4 Fasten the terminal cover to each blade-retaining ring with
8
3 Remove the relief valve and either drain out or add oil of
0
bolts and washers.
Sa
the correct specification until the oil in the barrel is level with
0
2
5 Tighten the bolts to the torque figure quoted in the

the bottom of the aperture.
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4 Re-install the relief valve with its gasket seal, lubricating the
H
6 Measure the the electrical resistance between slip rings D

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threads.
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to A, D to B and D to C on the bulkhead assembly.

R
5 Tighten the valve to the torque figure quoted in the

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7 Each resistance should be within the limits laid down in the

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Maintenance Manual, and wire lock it to the dome.

O
Maintenance Manual.
C
8 De-lubricate the exposed end of the terminal bolts on the

©
blade retaining rings with GENKLENE or INHIBISOL and apply

O
a liberal brush coat of clear varnish.

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INSTALLATION OF THE P.C.U. AND ITS ADAPTOR ASSEM- 3 Carefully align the drive tab on the drive gear with one of
A
BLY the slots in the reduction gearbox drive cup, aligning the
N
NOTE : The oil transfer tube must be removed from the propeller transfer tubes with their connections on the adapter
O
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before installing or removing the PCU. assembly.

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Adaptor Assembly Installation 4 Push the P.C.U. in firmly to overcome seal friction and
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1 Remove the V band coupling to separate the PCU and its check that the two housings butt together without a gap.
A
adapter assembly, if necessary. 5 Continue to support the PCU whilst sliding the V band
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2 Lubricate the four large and two small transfer tube seals clamp around the flanges until it is positioned over both
O
and fit onto the transfer tubes. mounting flanges.

F
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3 Install the transfer tubes into the adapter assembly until they 6 Tighten the clamp nut until it supports the PCU and rotate
O
are fully seated. the clamp, until the clamp bolt is in the 12 o-clock position
8
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4 Fit the transfer tubes locking plate. with the bolt facing left.
Sa
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5 Lubricate the forward adapter assembly seal and fit it into 7 Finally tighten the clamp nut to the torque figure quoted in
2
the groove on the forward face of the adapter assembly. the Maintenance Manual above the run down torque,
T
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6 Align the adapter assembly lug with the pin on the whilst tapping around the clamp with a plastic mallet to
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reduction gearbox band with mounting pad, and position ensure full seating of the clamp.
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the assembly on the reduction gearbox. 8 Connect the wiring harness electrical connections to their
P
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7 Secure with the five self-locking nuts and washers, tightened corresponding electrical plugs on the:
C
to the specific torque figure quoted in the Maintenance A Feather solenoid.

©
Manual.
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P.C.U. INSTALLATION C Beta switch, and
1 Ensure that the large seal on the forward face of the PCU is
serviceable, clean and correctly installed.
2 Viewing the PCU from the mounting base, restrain the 9 Connect the Power Lever and Condition Lever control rods
drive gear from turning and rotate the ball screw shaft and rig the controls in accordance with the Maintenance
clockwise, until it bottoms against the feather position stop. Manual.

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14 Chapter 16
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INSTALLATION OF BRUSH BLOCK

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Assemble the brush block assembly to the brush block-mounting

N
bracket, using the nuts, bolts and washers supplied with the brush
O
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block assembly.
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Tighten the nuts to the figure quoted in the Maintenance Manual

A
above run down torque.

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Remove the nuts and washers from the brush block bracket-
F
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mounting studs on the front face of the reduction gearbox propeller
O
shaft flange.
8
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2
Check that the correct spacers are fitted onto the studs.
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The dimension between the front face of the propeller shaft flange
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and the rear face of the brush block mounting bracket must be
R
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within the limits laid down in the Maintenance Manual, if it is not then
P
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change the spacers for ones of the correct size.

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Locate the assembly on the mounting studs and fasten with washers
O
and nuts. Tighten the nuts to the torque figure quoted in the
Maintenance Manual.
The magnetic probe is fitted approximately diagonally opposite the

brush block.
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16 Chapter 16
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INSTALLATION OF MAGNETIC PROBE

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ASSEMBLY
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Position the magnetic sensor so that it protrudes approximately 0.5

O
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inches through the bracket, this ensures that when the propeller is
T
A
rotated the back plate mounted sensor will not foul the magnetic
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probe assembly.
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Temporarily secure it in this position with its two lock nuts but do not
O
wire lock the nuts.

F
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The final protrusion of the sensor is adjusted after the propeller has
8
0
been rotated to match the probe position to the figure laid down in
Sa
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the Maintenance Manual.

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Re-tighten the lock nuts and wire lock.

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18 Chapter 16
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INSTALLATION OF THE FEATHERING PUMP

C
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Ensure that the two oil transfer tubes are firmly in position on the
N
pump mounting face. Lubricate the tube seals.

O
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Position the pump on the front face of the reduction gearbox and
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secure with four nuts and washers.

A
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Torque load to the figures quoted in the Maintenance Manual.

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20 Chapter 16
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PROPELLER INSTALLATION
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the barrel dowel pin holes, then move the propeller until it seats on
A
CAUTION : TO PREVENT POSSIBLE DAMAGE TO THE TAILSHAFT OF THE the engine. Coat the threads of the 16 mounting bolts with a suitable
N
ACTUATOR ASSEMBLY. THE PROPELLER BLADES MUST BE MOVED TO THEIR thread lubricant, and install the 16 bolts.
O
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REVERSE POSITION BEFORE BEGINNING THE INSTALLATION

T
A
PROCEDURES. Tighten the bolts to the torque figure quoted in the Maintenance
I
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Manual. Wire lock the bolts together in pairs. Remove e propeller

A
Attach the propeller lifter to the propeller by removing six dome lifter.
D
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mounting bolts and washers to place the lifting arm between blades
O
1 and 2. Refit the six dome mounting bolts that were removed to fit the lifter,
F
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after lubricating the bolt threads and installing one washer on each
O
Secure the lifter with the special bolts and washers provided. Hand bolt.
8
0
tighten the bolts to approximately 5 lbs./ft.
Sa
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Tighten to the torque figure quoted in the Maintenance Manual

2
above the running torque. Wire lock all the dome mounting bolts in
T
Attach the propeller lifter to the hoist and take the weight of the
H
propeller. Remove the mounting bolts that retain the propeller to the pairs. Rotate the propeller so that the magnetic sensor and the
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transport or assembly stand. sensor actuator are aligned.

R
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Carefully remove the propeller from the stand, guiding the blades by Loosen the two sensor lock nuts and turn the sensor until it lightly
C
hand until a stable position in the vertical plane is achieved. contacts the sensor actuator. Back off the sensor until the gap
©
between the sensor and the actuator is within the limits laid down in
O
Lubricate the rear seal and install it onto the pilot diameter of the the Maintenance Manual.
propeller shaft-mounting flange. Slowly position the propeller until its
centreline aligns with the propeller shaft centreline. Rotate the Tighten both lock nuts securely and wire lock them together.
propeller shaft flange until the flange dowel pins are aligned with
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22 Chapter 16
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OIL TRANSFER TUBE INSTALLATION Continue to insert the transfer tube until it bottoms against the end
A
Remove the nut and screw from the end of the pitch lock valve, and of the pitch lock valve. Slowly rotate the transfer tube clockwise until
N
then remove the dome plug and seal. its drive pin is aligned with the pitch lock valve slots, the transfer tube
O
will then slide deeper into the propeller.

I
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A
Insert the feather stop adjustment tool, to engage its spline inside
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the P.C.U.. Apply light pressure on the transfer tube, if the transfer tube spline is
A
aligned with the PCU quill drive spline, the tube will move even
D
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Rotate the tool clockwise inside the PCU to confirm that the PCU is deeper into the propeller to its fully installed position. If the splines
R
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against its feather stop, then remove the tool. are not aligned and the transfer tube cannot be inserted completely,
F
withdraw the tube slightly until the drive pin disengages from the pitch
X
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Engage the special tool into the pitch lock valve slots and turn the lock valve slots.
8
valve clockwise whilst simultaneously turning the blades by hand, at

0
Sa
Apply slight pressure clockwise and rotate the entire transfer tube
0
the master station until the feather pitch stop is reached.

2
through 90 degrees then repeat the actions of the previous

T
Check that both the pitch lock valve and the propeller blades are paragraphs. If the transfer tube still cannot be inserted completely,
H
G
firmly against the feather stops. repeat this step rotating the tube 90 deg clockwise each time.
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Ensure that the P.C.U. remains against its feather stop until correct
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engagement occurs.
P
Lubricate the oil transfer tubes and the tube seals, then insert the
O
seals onto the tube.

C
©
When the transfer tube is correctly engaged, push and rotate the
Rotate the transfer tube retainer until its pin drops into a notch and retainer 45 degrees anti-clockwise until the cotter pin holes are
O
the retainer is fixed in its forward-extended position. aligned. The cotter pin and pull on the tube lightly to confirm that it
is firmly retained. The dome plug seal and align the dome plug
The oil transfer tube and retainer will now rotate as a single unit. locking pinholes and pitch lock valve insert the plug.
Carefully insert the oil tube into the propeller and align the tube with
the centre bore of the PCU. Insert the locking screw and nut and tighten the nut to the torque
figure quoted in the Maintenance Manual above the run down
torque.
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24 Chapter 16
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SPINNER INSTALLATION
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Coat the spinner seal with approved lubricant and install it onto the
N
dome of the actuator assembly.

O
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Install the spinner with the number 1 marking on both the spinner
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and the spinner bulkhead aligned.

A
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Align the spinner retaining screw-mounting holes with the threaded
R
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inserts in the spinner bulkhead.

F
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Lubricate the threads of the 12 spinner tri-wing mounting screws.

8
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Install the screws and tighten to the torque figure quoted in the
2

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26 Chapter 16
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PROPELLER BALANCING
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The propeller may be “fine tune” balanced if required by the

N
operator.
O
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The Helitune Precision Balancer Unit and associated equipment may

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be used for this purpose.

A
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Precision dynamic balancing basically consists of running the
R
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propeller and taking a reading from the balancing unit, this will
F
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instruct the user to place balance weights in particular positions on
O
the back plate after which the propeller must again be run to verify
8
or adjust the balance.

0
Sa
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2
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G
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AA
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27 Chapter 16
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C
B1 installation
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N O V E M B E R 2 0 0 8
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BAE

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Aviation Academy group.

for reference to an aircraft manufacturer’s official publications.

OXFORD AVIATION ACADEMY : NOVEMBER 2008

© Oxford Aviation Academy Group 2008 All Rights Reserved

for training purposes only

FUEL SYSTEM CHAPTER 5 PROPELLER CONTROL CHAPTER 15

INDICATION AND RECORDING CHAPTER 6 INSTALLATION CHAPTER 16

ATA 71-00-00 Issue November 2008

ENGINE CONTROLS CHAPTER 8

ATA 76-00-00 Issue November 2008

FIRE DETECTION SYSTEM CHAPTER 9

ATA 26-11-00 Issue November 2008

STARTING AND IGNITION CHAPTER 10

ATA 80-00-00 & ATA 74-00-00 Issue November 2008

for training purposes only

BRIEF DESCRIPTION OF THE GAS TURBINE

for training purposes only

for training purposes only

BRIEF DESCRIPTION OF THE GAS

TURBINE OPERATING CYCLE

ACTION & REACTION

every action there is an equal and opposite reaction’.

The ‘action’ forces are created by the jet engine.

The jet engine is basically a gas generator, a machine for generating

a large volume of gas that is accelerated out of the rear of the

The ‘reaction’ to this rapidly expanding gas - the ‘power’ of the

engine is transmitted from the engine casing to the airframe through

the engine mounts thus providing thrust.

for training purposes only

for training purposes only

The basic jet engine has three main components: - turbine.

Compressor. The turbine is attached to the compressor by a shaft, and absorbs

This mixture is burnt in the combustion chamber, and the resulting

heat produces a rapid expansion of the mixture or “gas.”

for training purposes only

for training purposes only

THE TURBO-PROP ENGINE

The ‘turbo-prop’ engine is a combination of a propeller and a jet

engine in which additional turbines are fitted.

In practice there is always a small amount of “residual” thrust in the

The additional turbines are called “power” turbines and drive a

propeller through a reduction gear; it is the propeller that provides

the reaction thrust.

The turbo-prop is a very efficient power unit for relatively low

speed/low altitude aircraft.

Power for this type of engine is measured as: -

“EQUIVALENT SHAFT HORSE POWER”

for training purposes only

for training purposes only

engine the PT 6 turbo-prop began in January 1959.

PW = Pratt & Whitney, the manufacturer.

rated at 550 Shaft horsepower, but with design changes and

development programme began.

Design features of the programme stemmed from research and

experience gained from the PT 6, and included separation of the

engine into turbo-machinery and reduction gearbox modules with

the PT 6 “free turbine” concept.

for training purposes only

for training purposes only

FREE TURBINE PRINCIPLES AND IMPLICATIONS

which they achieve high efficiency over a wide operating range is

the three concentric shaft layout.

This concept allows two centrifugal compressors, each driven by a