Arriel_2C1-2C2 11-02 En
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Training Manual ARRIE
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Training Manual ARRIE
AIRCRAFT MANUFACTURERSUPPLY :
Installed on the deckingbeside the MGB
LEVELSIGHT GLASS
Air vent to exhaust pipe
To pressure pump
Air vent to exhaust pipe
Oil from the oil cooler
TANK
TEMPERAPROB
Oil frooil coo
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OIL PUMPS - GENERAL - DESCRIPTION
Function
The pumps ensure oil circulation.
Position
- In the system: on engine oil system inlet and outlet.
- On the engine: the pump unit is mounted by bolts on the
rear face of the accessory gearbox.
Main characteristics
- Type : gerotor
- Quantity : 4
- Pressure relief valve setting : 1500 kPa (217.5 PSI)
- Check valve.
Description
The pump unit comprises a body containing(one pressure pump with pressure relief scavenge pumps).
The four pumps are driven by means of a coconnected to the accessory drive (N1 drive).
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Training Manual ARRIE
Type :Gerotor
Quantity :4
Pressure reliefvalve setting :
1500 kPa (217.5 PSI)
Check valve
DRIVESHAFT
PUMPUNIT
PRESSUREPUMP
From oil tank
To oil cooler
Checkvalve
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OIL PUMPS - OPERATION
Operating principle of a gerotor pump
A gerotor pump is a pump which comprises an inner rotordriving an outer rotor.
The inner rotor is eccentric to the outer rotor and has oneless lobe than the outer rotor has spaces.
Because of the eccentricity, the size of the chambersformed between the two rotors varies with rotation.
Thus the oil is drawn in as the low pressure chamber sizeis increasing and is forced out under pressure as the highpressure chamber size decreases.
The process is continuous for each chamber, ensuring asmooth, positive flow.
Operation of the pressure pumpThe pressure pump draws the oil from the tank and forcesit out under pressure in the supply system.
The whole pump flow is used (full flow ; pressure isfunction of the rotation speed, oil viscosity and oiltemperature).
Pressure relief valve operation
If the oil pressure exceeds the valve setting theand allows the oil to return to the pump inlet
In normal operation the valve is closed and oexceptional circumstances, e.g. starting wtemperature.
Operation of the scavenge pumpsThree scavenge pumps, one for the reduction gfor the gas generator bearing, one for thebearings and the accessory gear train, return oil cooler and the tank.
The pump flow is higher than that of the pre(dry sump type system).
Pressure pump outlet check valve ope
When the oil pressure is very low, e.g. enginat the beginning of start, the valve is closeprevent flow between the pump and system.
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Training Manual ARRIE
Oil outlet
Oil inlet
PUMPBODY
HIGH PRESSURECHAMBER
LOW PRESSURECHAMBER
INNER ROTOR(driven at a speedproportional to N1)
INNER ROTOR
OUTER ROTOR(driven by
the inner rotor)
OUTER ROTOR
Normal running (valve clo
Overpre(valve o
Pressurerelief valve
PRESSUREPUMP
From oil tank
To oil cooler
SCAVENGEPUMPS
Cheval
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OIL VALVE ASSEMBLY
Function
The assembly houses a check valve, an electrical magneticplug and the strainer for the gas generator rear bearing.
The check valve prevents oil flow from the cooler to theengine when the pressure is very low (engine stopped).
The electrical magnetic plug collects ferrous particleswhich may be in the oil.
Position
- In the system : downstream of the scavenge pumps
- On the engine : on the rear face of the accessory gearbox.
Main characteristics
- Check valve setting : 15 kPa (2.17 PSI).
Main components- Check valve
- Electrical magnetic plug and strainer
- Scavenge strainer for the gas generator rear bearing.
Check valve description
The check valve comprises :
- A piston
- A spring
- A cover.
Check valve operation
Engine running
The outlet pressure of the scavenge pumppiston, compressing the spring thus allowincooler.
Engine stopped
The scavenge pump outlet pressure is very l
Spring pressure closes the valve and prevenfrom the cooler into the engine.
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g
Check valvesetting :
15 kPa (2.17 PSI)
CHECKVALVE
SCAVENGE STRAINER(for the gas generator rear bearing )
Mountingflange
OIL VALVEASSEMBLY
OIL VALVEASSEMBLY
To oil cooler
VA(en
To oil cooler
VALVE OPEN(engine running)
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OIL FILTER - GENERAL
Function
The filter retains particles that may be in the oil. The filterhousing forms a fuel - oil heat exchanger.
Position
- In the system : downstream of the pressure pump
- On the engine : on the left rear face of the accessorygearbox.
Main characteristics
- Type : glass fibre cartridge
- Filtering ability : 20 microns
- Mechanical pre-blockage indicator setting : 2C1 : P 120 kPa (17.4 PSID) 2C2 : P 250 kPa (36.25 PSID)
- By-pass valve setting : 2C1 : P 420 kPa (60.9 PSID) 2C2 : P 563 kPa (81.6 PSID) .
Main components
The filter contains the interchangeable filteraccessible by a cover and the fuel - oil heat e
It also provides the support for accessories (pindicator, low oil pressure switch, oil pressureoutlet unions).
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g
Fuel outlet (fuel - oil heat exchanger)
FILTERCOVER
OILFILTER
VISUAL PRE-BLOCKAGEINDICATOR
(re
(
Type :Glass fibre cartridge
Filtering ability :20 microns
Mechanical pre-blockageindicator setting :
- 2C1 : P 120 kPa (17.4 PSID)
- 2C2 :
P 250 kPa (36.25 PSID) By-pass valve setting :
2C1 P 420 kP (60 9 PSID)
Fuel inlet (fuel - oil heat exchanger)
OILFILTER
From oil tank
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OIL FILTER - DESCRIPTION - OPERATION
Description
The main components of the filtering unit are the following :
- Filter base
- Filter cover (screwed onto the filter base)
- Fuel-oil heat exchanger fitted with walls which permitfuel flow around the oil filter casing
- Fibre glass cartridge (filtering element)
- By-pass valve (fitted inside the filter housing)
- Pre-blockage indicator.
The filter base incorporates :
- Mounting points for the following : Low oil pressure switch Oil pressure transmitter Oil outlet unions (compressor bearing lubrication
and rear bearing lubrication) Fuel inlet and outlet unions.
O'ring seals ensure the oil filter sealing.
Operation
Filtering (normal condition)
The oil supplied by the pressure pump passesfilter from outside to inside. The filtered oil ththe engine for lubrication.
The oil is also used to heat the fuel throexchanger as the fuel flows around the oil fi
Pre-blockage
If the filter begins to become blocked the pressuracross the filter increases. At a given pressura red mechanical indicator pops out. The oil flow through the filter.
Blockage
If the pressure difference exceeds a given vapass valve opens and unfiltered oil passes to
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FILTERCOVER
PRE-BLOCKAGEINDICATOR
NORMA
FILTERING(20 microns)
FILTERINGELEMENT
FUEL - OIL HEATEXCHANGER
Oil inlet
FILTERBASE
Fuel outlet (fuel - oil heat
exchanger)
Fuel inlet
(fuel - oil heat exchanger)
Fue(fuel - oi
Oil outlet
PRE-BLOCKAGE
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FILTER PRE-BLOCKAGE INDICATOR
Function
The indicator detects the onset of filter blockage.
Position
In the system : between inlet and outlet of the oil filter.On the engine : on the filter housing cover.
Main characteristics- Type : differential- Setting :
2C1 : P 120 kPa (17.4 PSID) 2C2 : P 250 kPa (36.25 PSID).
DescriptionThe pre-blockage indicator comprises the following parts :- Indicator body including :
Mounting flange Filter upstream pressure inlet Filter downstream pressure inlet
- Red indicator piston
- P piston- Transparent cover
Operation
Normal condition
Filter downstream pressure plus spring pressuthan upstream pressure. The two pistons are hby magnetic force. The indicator is not visib
Pre-blockage condition
Filter upstream pressure exceeds downstreampressure and the P piston moves down
This breaks the magnetic hold and the indicapushed out by its spring. The indicator is vis
The bi-metallic thermal lock ensures that doesn't operate when a large P temperature (locked below 50 C (12
The indicator is re-armed by pushing in the i
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< 50 C (122 F) > 50 C (122 F)
Downstream
pressure
Downstr
pressu
Upstream pressure
NORMAL CONDITION
Red - 2C1 : P - 2C2 : P
PRE-BLOCKAGE
Oilfilter
FILTER
PRE-BLOCKAGEINDICATOR
Filter
cover
From oil tank To
Oil filterPressurepump PRE-
IN
Type :
differential
Setting :- 2C1 : P 120 kPa (17.4 PSID)
- 2C2 : P 250 kPa (36.25 PSID)
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OIL COOLER
Function
The oil cooler cools the oil after it has passed through theengine.
Position
- In the system : between the scavenge pumps and the tank
- On the aircraft : it is installed in front of the maingearbox.
Main characteristics
- Supplied by the aircraft manufacturer
- Type : air-oil cooler
- Differential and thermostatic by-pass valve.
Main components
- Oil cooler
- Differential and thermostatic by-pass valv
- Unions (oil inlet and outlet)
- Cooling fan.
Note : For further details, refer to documentation.
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Indication
AIRCRAFT MANUFACTURERSUPPLY :
Installed in front of the main gearbox
Type :Air-oil cooler
Differential and thermostatic
Tota
Frsc
COOLINGFAN
A
OILCOOLER
OILCOOLER
Oiltank Scavenge
pumps
DIFFERENTIALAND THERMOSTATIC
BY-PASS VALVE
ENGINEAIRFRAME
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CENTRIFUGAL BREATHER
Function
The centrifugal breather separates the oil from the air/oilmist created by the oil system.
Position
- In the system : before the general vent line of the system.
- On the engine : it is formed by the starter/generator drivegear in the accessory gearbox.
Main characteristics
- Type : centrifugal
- Air vent : through the rear part of the gear hollow shaft,connected to the exhaust.
Description
The centrifugal breather is formed by the starter-generatordrive gear. This gear is formed in one piece with a hollowshaft and has holes which provide a passage between thegearbox and the air vent.
The gear is supported by two ball bearings and has amagnetic carbon seal at each end.
Operation
The centrifugal breather is driven by the intermof the accessory drive.
When the engine is running the air/oil mist pathe breather :
- Centrifugal force throws the oil dropletsgearbox where they fall to the bottom of t
- The de-oiled air passes out through thegearbox passage, into an external pipe whicinto the exhaust.
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Oil droplets
Oil mist - from accessory gearbox
- from gas generator bearings- from power turbine bearings
- from reduction gearbox
STARTERDRIVE
Carbonseal
Bearing
STARTER-GENERATORDRIVE GEAR
Oil mist
De-oiled air
BREATHER
Type :Centrifugal
Air ventThrough the rear partf th h ll h ft
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ELECTRICAL MAGNETIC PLUGS
Function
The electrical magnetic plugs attract magnetic particles inthe oil system and provide a cockpit indication.
Position
- In the system : one electrical magnetic plug is located onthe reduction gearbox scavenge line, one on the accessorygearbox scavenge line and another one at the scavengepump outlet
- On the engine : one electrical magnetic plug is located atthe bottom of the reduction gearbox and another one atthe bottom of the accessory gearbox. These two electricalmagnetic plugs are mounted on the left or the right sideaccording to the position of the engine in the helicopter.A third electrical magnetic plug is located on the oilvalve assembly.
Main characteristics
- Type : Magnetic with electrical indication
Self-sealing housing with strainer Optional chip pulse system.Quantity : 3
Description
An electrical magnetic plug comprises a mawhich has two parts which are electrically inone another and have a small gap between th
The plug is connected, via the engine electricathe aircraft instrument panel.
The plug is fitted into a housing which is proself-sealing valve and a mounting flange.
A bayonet type locking pin system ensures th
the electrical magnetic plug.The housings are bolted onto the oil valve assthe accessory gearbox and onto the reductcasing, where the scavenge oil can flow across tprobe.
Operation
The magnetic probe attracts magnetic particlthe oil.
If it attracts sufficient particles to form a bridggap, this will complete the electrical circuit two magnetic parts and thus provide indicaircraft instrument panel.
Note 1 : An optional chip pulse system mby the aircraft manufacturer. Thisto be burnt off.
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ELECTRICAL CONNECTOR(connection with the aircraft
instrument panel)
INSULATION
LOCKINGPINS
SELF-SEALINGHOUSING
SELF-SEALINGHOUSING
SELF-SEALINGHOUSING
MAGNETIC PROBEIN TWO PARTS
Type :- Magnetic with electrical indication- Self-sealing housing- Optional chip pulse system
Quantity :3
Indication :On the aircraft instrument panel
STRAINER
Oil valveassembly
Scavenge
pumps
ELECTRICAMAGNETIC PL
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SCAVENGE STRAINERS
Function
The strainers protect the scavenge pumps against largeparticles which might be in the oil.
Position
- In the system : they are fitted in each scavenge lineupstream of the scavenge pump
- On the engine : Two strainers are located on the accessory gearbox
casing (reduction gearbox and accessory gearboxscavenge)
One strainer is located on the oil valve assembly (gasgenerator rear bearing scavenge).
Main characteristics- Type : wide mesh filter
- Quantity : 3.
Description
Each strainer includes the following componmesh filter, a mounting flange and an O'ring
Operation
A strainer is a wide mesh filter which retaiparticles which may be present in the oil in ordthe scavenge pumps.
Note : The electrical magnetic plug, mounvalve assembly, is fitted with its ow
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Indication
WIDE MESHFILTER
O'RINGSEAL
MOUNTINGFLANGE
To scavengeTo oil cooler
ACCESSORY GEARBOX
AND REDUCTION GEARBOXSCAVENGE STRAINERS
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LOW OIL PRESSURE SWITCH
Function
The low oil pressure switch provides cockpit indication of low oil pressure.
Position
- In the system : downstream of the filter
- On the engine : mounted on the filter base.
Main characteristics
- Type : diaphragm pressure switch
- Setting : 2C1 : 130 kPa (18.9 PSI) 2C2 : 170 kPa (24.65 PSI)
- Indication : light on instrument panel.
Description
The pressure switch comprises the following components :a mounting flange and an electrical connector (connectionwith the instrument panel).
The pressure switch is secured by means of two screwsonto the filter base.
Operation
The pressure switch microswitch is open duengine operation.
If the oil pressure reduces to less than the settithe diaphragm moves down. This causes tcontact to close, completing the circuit ofpressure warning light.
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LOW OIL PSWI
LOW OIL PRESSURESWITCH
Type :Diaphragm pressure swich
Setting :- 2C1 : 130 kPa (18.9 PSI)
- 2C2 : 170 kPa (24.65 PSI)
Indication :Light on instrument panel
Oil pressure
LOW OIL PRESSUR
SWITCH
O'RING
SEAL
MOUNTING FLANGE(secured by two screws
on the filter base)
ELECT(
the
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OIL PRESSURE TRANSMITTER
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OIL PRESSURE TRANSMITTER
Function
The transmitter provides a signal of oil pressure.
Position
- In the system : in the supply system, downstream of thefilter after the restrictor.
- On the engine : mounted on the filter base.
Main characteristics
- Supplied by the aircraft manufacturer
- Type : resistive
- Output signal : voltage proportional to the oil pressure
- Indication : on instrument panel.
Description
The transmitter includes :
- A mounting flange (mounting on the filte
- An electrical connector (connection with thpanel).
Operation
The transmitter incorporates a bridge of resion a flexible support.
The deformation of the support produces an ouproportional to the oil pressure for a constant in
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ELECTRICAL CONNE(connection with the instrument
MOUNTINGFLANGE
OIL
TRA
Oilpressure
AIRCRAFTMANUFACTURER SUPPLY
Type :Resistive
Output signal :Voltage proportional to
the oil pressure
Indication :
On instrument panel
OIL PRESSURETRANSMITTER
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EXTERNAL OIL PIPES
This description deals with the external pipes of the oilsystem.
Function
The oil pipes ensure the oil circulation between the oilsystem components and the lubricated parts of the engine(bearings).
Main characteristics
- Type of pipelines : rigid (one flexible)
- Type of union : flanged union.
Description
Lubrication
- Oil inlet (from oil tank to pressure pump ; aircraftmanufacturer supply)
- From pressure pump to filter base
- Supply of the gas generator front bearings
- Supply of the gas generator rear bearing.
Scavenge
- Scavenge of the gas generator rear bearing
- Scavenge of the power turbine bearings turbine to reduction gearbox ; flexible pip
Breathing
- Gas generator rear bearing (external pipe)
Air vent
- External pipe from centrifugal breather topipe.
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LUBRICATION PIPE
(from pressure pumpto filter base)
POWER TURBINE
BEARING SCAVENGE(flexible)
GAS GENERATORREAR BEARING
SUPPLY
REAR BEARINGSCAVENGE
Oil inlet
GAS GENERATOREAR BEARING
BREATHING
FRONT BEARINGSUPPLY
SUPPLY
SCAVENGEBREATHING
AIR VENT
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5 - AIR SYSTEM
- Air system (75-00-00) .................................................... 5.2
- Internal air system (75-00-00) ...................................... 5.4
- Air tappings (75-00-00) ................................................. 5.6
- Compressor bleed valve (75-31-00) .............................. 5.8- P3 pressure transmitter (75-41-00) .............................. 5.12
- Air tapping unions (75-00-00) ...................................... 5.14
- External air pipes (75-29-00) ........................................ 5.16 to 5
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AIR SYSTEM
Function
The engine air system includes :
- An internal air system which ensures : The pressurisation of the labyrinth seals The cooling of the engine internal parts The balance of forces on the rotating assemblies
- Air tappings which ensure : The air pressure measurement for the control system The start injector ventilation The aircraft air system supply The air for the bleed valve operation The air for the pressurisation of the power turbine
labyrinth seals.
- The compressor bleed valve.
Note : Refer to the various systems for the location, thecharacteristics, the description and operation.
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INTERNAL AIR SYSTEM- Pressurisation of labyrinth seals
- Cooling of internal parts- Balance of forces on the rotating assemblies
AIR TAPPINGS- Start injector ventilation
- Air pressure measurementfor the control system
- Aircraft air system supply- Bleed valve operation
- Pressurisation of the power turbine labyrinth seals
COMPRESSOR BLEEDVALVE
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INTERNAL AIR SYSTEM
FunctionThe internal air system pressurises the labyrinth seals,cools certain parts and provides a balancing of forces.
PositionAll the parts of the system are internal except thepressurisation of the power turbine labyrinth which issupplied by an external pipe.
Main characteristics- Type : air tapping with a calibrated flow- Air pressures used :
P2.4 : centrifugal compressor inlet pressure P2.6 : centrifugal compressor wheel outlet pressure P3 : centrifugal compressor outlet pressure.
Note : The internal air system is also referred to as thesecondary air system.
Functional descriptionThe internal air system can be considered in three parts :the front section, the gas generator HP section and thepower turbine section.
Front sectionAir tapped from the centrifugal compressor inlet is used topressurise the front bearing labyrinths. There is a very
small flow of air into the bearing chamber. Air tapped fromthe same point is discharged through the compressor bleedvalve mountedonthecompressorcasing(seecompressor
Gas generator HP section
Air tapped from the centrifugal compressodown the rear face of the compressor wheel,curvic-couplings, the hollow shaft and internIt is used to :
- Cool the rear face of the gas generator turbine (into the gas flow)
- Pressurise the labyrinth seal of the gas g
bearing (small flow into the bearing hous- Cool the front face of the power turbine (d
the gas flow).
The air from the centrifugal compressor through the hollow nozzle guide vanes and thin the shroud. It is used to cool the nozzle guithe front face of the gas generator turbine. A smof air is also used to cool the turbine shroud
The centrifugal compressor casing is fitted witpoints. This air is called clean air as it is out offlow stream.
Power turbine section
The air is tapped from the front face of thcompressor casing (clean air) and is taken by
pipe to the reduction gearbox casing. It then painternal passages to pressurise the labyrinthpower turbine shaft and to cool the rear face o
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INTERNAL AIR SYSTEM
FRONT SECTION GAS GENERATOR HP SECTION POW
Discharge of air(through compressor
bleed valve)
- Internal passages
Type :
Air pressure tapping witha calibrated flow
Air pressures used :- Centrifugal compressor inlet pressure- Centrifugal compressor wheel outlet pressure- Centrifugal compressor outlet pressure
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AIR TAPPINGS
Function
Air tappings are used for :
- Fuel control
- Start injector ventilation
- Aircraft services
- Bleed valve operation- Pressurisation of the power turbine labyrinth seals.
Main characteristics
- P3 air : 820 kPa (118.9 PSI) 2C1850 kPa (123.2 PSI) 2C2
- Air tapping limited by restrictors.
Functional description
Fuel control
A P3 pressure transmitter measures the centrifugalcompressor outlet air pressure.
A t0 temperature probe measures the air inlet temperature.
Start injector ventilation
Compressor delivery air is used to ventilinjectors to prevent carbonisation of unburnt
The system comprises a tapping union and a pipto the start electro-valve.
Aircraft services
Compressor delivery air is tapped off for usaircraft systems.
The engine has two air tapping unions (used foservices) located on the centrifugal compres
Note : The use of this bleed is restricted dand in single engine mode.
Bleed valve operation
Compressor delivery air is tapped to operate thebleed valve.
Pressurisation of the power turbine labyrinth
Refer to page 5.4.
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P0
ENGINEELECTRONIC
CONTROL UNIT
P3 PRESSURETRANSMITTER
Aircraft services
Bleed valve operation
Fuel control
Power turbine labyrinth seals
P3 air
P3 air :2C1 : 820 kPa (118.9 PSI) 2C2 : 850 kPa (123.2 PSI)
Air tapping limited
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COMPRESSOR BLEED VALVE GENERAL
Function
The valve prevents compressor surge by bleeding off acertain quantity of air tapped from the axial compressoroutlet. When the valve is open, the discharge of air causesthe air flow through the axial compressor to increase thusmoving the operating line away from the surge line. Theoperation of this valve depends on the P3/P0 pressureratio.
Position
- In the system : between the axial and centrifugalcompressors
- On the engine : at the top of the counter casing.
Main characteristics
- Type : pneumatic, butterfly valve
- Control : by P3/P0 pressure ratio.
Main components
- Pneumatic control system
- Butterfly valve
- Rack and pinion mechanism
- Air discharge duct
- Microswitch (connected to the EECU)- P2.4 air outlet
- P3 inlet filter.
Note : The air can be discharged under thorder to improve cooling ocompartment.
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Type :Pneumatic, butterfly valv
Control :By P3/P0 pressure ratio
AIRDISCHARGE DUCT
MICROSWITCH(connected to EECU)
RACK AND PINIONMECHANISM
BUTTERFLYVALVE
P3 INLETFILTER
P2.4
air outlet
P3 air
PNEUMATICCONTROL SYSTEM
COMPRESSIONRATIO P3/P0
COMPRESSOR FIELD DIAGR
Surgeline
Work(valve
Work(valv
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DESCRIPTION - OPERATION
Description
The compressor bleed valve includes 3 main parts : thedetection capsule, the intermediate stage and the bleedvalve.
Detection capsule
It is subjected to P3/P0 pressure ratio and controls the air
discharge downstream of the calibrated orifice B.
It is fitted with a filter at the inlet.
Intermediate stage
It includes a diaphragm which is subjected to the pressuredownstream of B. The diaphragm controls the discharge
which determines the pressure downstream of the calibratedorifice A.
Bleed valve
It includes a spring loaded piston subjected to the pressuredownstream of restrictor A. The piston actuates the butterflyvalve by means of a rack and pinion mechanism.
It also includes a microswitch, operated by the piston,which sends a position signal to the EECU.
p
Open position
The P3/P0 pressure ratio is not sufficient tocapsules and there is an air discharge downscalibrated orifices. The piston is not actubutterfly valve is open.A certain amount of air, tapped from thcompressor inlet, is discharged overboard.The microswitch contact is closed and sesignal to the EECU.
Closed position
When the gas generator rotation speed N1 incompression ratio P3/P0 increases and beyovalue :
- The pressure becomes sufficient to deform tcapsule which closes the discharge
- The pressure downstream of the calibraincreases- The diaphragm of the intermediate stag
discharge- The pressure downstream of the calibrat
increases- The piston moves down under P3 pressur
the butterfly valve through the rackmechanism. The valve closes and stops th
The microswitch contact actuated by the pi
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A B
P2.4
P2.4
RACK
INDICATION
MICROSWITCH
P0 air
INTERMEDIATE
STAGE
Signal to the EECU
BUTTERFLYVALVE
PINION
PISTON
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Function
The P3 pressure transmitter senses the compressor outletair pressure and supplies a signal to the EECU.
Position
- In the system : connected to the EECU
- On the engine : on the ignition unit support.
Main characteristics
- Type : resistive
- Output signal : voltage proportional to the air pressure
- Supply voltage : 10 VDC.
Description
The P3 pressure transmitter system comprises the P3tapping, an air pipe and the pressure transmitter.
The transmitter is secured on the ignition unit support by2 screws.
The electrical connector provides the connection with theEECU.
Operation
The transmitter produces an electrical voltage to the P3 air pressure.
The pressure signal is used by the EECU for en(fuel flow limit, surge control).
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Function
The air tapping unions allow air to be tapped from thecentrifugal compressor outlet.
Position
They are located on the centrifugal compressor casingfront face. The air in this zone is considered clean air as itis out of the main air stream and thus contains very littledebris.
Main characteristics
At 100 % N1, in standard conditions :
- Air pressure : 820 kPa (118.9 PSI) 2C1850 kPa (123.2 PSI) 2C2
- Air temperature : 335 C (635 F).
Functional description
Start injector ventilation
Standard union.
Air flow : very low.
Power turbine labyrinth pressurisation
Standard union.
Air flow : very low.
P3 pressure transmitter
Standard union.
Air flow : nil.Aircraft services
Standard union.
Max air flow : 100 g/s (0.22 lb/sec.).
Note : P3 air tapping is automatically cugiven N1 (A/C control).
Compressor bleed valve
Standard union.
Air flow : negligible.
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At 100 % N1,in standard conditions
Air pressure :2C1 : 820 kPa (118.9 PSI) 2C2 : 850 kPa (123.2 PSI)
START INJECTORVENTILATION
Standard unionAir flow : very low
POWER TURBINELABYRINTH PRESSURISATION
Standard unionAir flow : very low
AIRCRA
StandMax air flow : 10
P3 PRESSURETRANSMITTER
Standard unionAir flow : nil
COMPRESSO
StanAir flow
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This part considers the external air pipes of the air system.
Function
The air pipes ensure the air supply from/to the varioussystem components.
Main characteristics
- Type : rigid, stainless steel
- Unions : standard (connecting flange with bolts).
Description of the pipes
The air system uses the following external pipes :
- P3 air pipe for the control of the compressor bleed valve
- Air pipe for the ventilation of the start injectors
- Air pipe to supply the P3 pressure transmitter
- Air pipe for the pressurisation of the power turbinelabyrinth.
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BLEED VALVECONTROL
VENTILATION OSTART INJECT
Type of pipes :Rigid, stainless steel
Type of unions :Standard (connecting
flange with bolts)
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6 - FUEL SYSTEM- Fuel system (73-00-00) ........................................... 6.2- Pump and metering unit assembly (73-23-00)..... 6.16
Fuel pumps (73-23-00) .................................. 6.18 Start purge valve (73-23-00) ......................... 6.22 Metering unit (73-23-00) ............................... 6.24
- Fuel filter (73-23-11) .............................................. 6.30- Fuel filter pre-blockage pressure switch (73-23-32) 6.36- Fuel filter blockage indicator (73-23-31) ............. 6.38- Low fuel pressure switch (73-23-33)..................... 6.40- Fuel valve assembly (73-14-00) ............................. 6.42- Main injection system (72-00-43) ......................... 6.46- Engine fuel inlet union (72-43-00) ........................ 6.48
- Start injectors (72-43-00) ...................................... 6.50Combustion chamber drain valve (71 71 00) 6 54
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Main components
- Pump and metering unit assembly LP pump Filter HP pump Metering unit.
- Fuel valve assembly
- Fuel injection system.
Function
The fuel system ensures fuel supply, distribution, control,metering and injection.
Position
All the system components are mounted on the engineexcept the EECU.
Main characteristics
- Supply by the aircraft system and the engine pumps
- Centrifugal main injection and start injection by injectors
- Automatic back-up control (optional on 2C1)
- Fuel control : digital control unit controlling a meteringdevice.
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P3 N1
N1
FUEL VALVEASSEMBLY
PUMP ANDMETERING UNITASSEMBLY
SENSORS
HP PUMP
FILTER
LP PUMP
METERINGUNIT
FUEL INJESYSTE
ENGINEELECTRONIC
CONTROL UNIT
- air- en
- centrifug- start injec
bac(opt
Fu
Digitcontrolling
AUTOMATICBACK-UP CONTROL
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This part shows the main components of the fuel system.
Low pressure pump (LP)Centrifugal type pump which gives an initial pressure rise.
Oil - fuel heat exchanger (oil filter)
Filter
Fitted between the LP and HP pumps, this filter has ablockage indicator and a by-pass valve.
Start purge valve
To eliminate air from the system before start.
Fuel filter pre-blockage pressure switch
Provides a cockpit indication of the onset of the filterblockage.
Low fuel pressure switch
Sensing the filter outlet pressure, it gives a cockpit indicationof system low pressure.
High pressure pump (HP)
Metering unit- Normal control (stepper motor, resolver, mete
constant P valve)- Automatic back-up control : by-pass valve
(the actuator is supplied by the aircraft ma
Additional check valve
The valve permits the correct operation of thevalve in low fuel flow conditions (particustarting).
Fuel valve assembly- Start electro-valve- Stop electro-valve- Pressurising valve
- Stop purge valve.
Fuel injection system- Start injectors (2)- Main injection (centrifugal wheel)- Engine fuel inlet union- Combustion chamber drain valve.
Note : A fuel flowmeter, supplied bmanufacturer canbefittedbetween
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Constant P valve
Metering needle(with resolver and
stepper motor)Automatic
back-up control
ADDITIONALCHECK VALVE
Pressurva
Stoppurge valve
PUMP ANDMETERING UNIT
ASSEMBLY
HP PUMPFuel inlet
Purge (to tank)
LOW FUEL
FUEL FILTER(with by-pass valve
and blockage indicator)
OIL - FUEL HEATEXCHANGER
(oil filter)
Blockageindicator
START PURGE
Normalcontrol
FUEL FILTERPRE-BLOCKAGE
PRESSURE SWITCH
LP PUMP
Startelectro-valve
Stopelectro-valve
Engifuel inlet u
Purge (to tank)
FUEL VALVE
ASSEMBLY
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This part deals with the following operating phases : pre-start, purge, starting, normal running, automatic back-up
control and shut-down.
Pre-start
- The LP and HP pumps do not operate and there is nopressure in the system
- The constant P valve is closed
- The stop electro-valve is closed
- The pressurising valve is closed
- The additional check valve is closed
- The start purge valve is closed
- The stop purge valve is closed
- The start electro-valve is in the ventilation position (noelectrical supply)
- The combustion chamber drain valve is open.
At power-up the metering needle is set to a "basic" fuelflow position in order to ensure a correct ignition in thecombustion chamber.
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CONSTANT P VALVE
(closed)
ADDITIONALCHECK VALVE
(closed)
STOPPURGE VALVE
(closed)
STARTELECTRO-VALVE
(in ventilation position)
COM
STOPELECTRO-VAL
(closed)
STARTLP PUMP HP PUMP
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BOOSTER PUMP PRESSURE
START PURGEHP PUMPFuel inlet
Purge (to tank)
LP PUMP
(stopped)
Restrictor
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Starting
When start is selected, the start accessories are electricallysupplied.
The pumps are driven at a speed proportional to N1. Firstthey supply the start injectors and then the centrifugalinjection wheel.
The start purge valve closes.
The constant P valve operates and returns the excess fuelto the LP pump outlet.
The additional check valve ensures the operation of theconstant P valve when the HP pump pressure is very low.It increases the HP fuel pressure during starting, particularlyat altitude.
The fuel flow is metered by the metering unit according tocontrol laws determined by the Engine Electronic ControlUnit.
At the end of starting, the start accessories are de-energisedand the start injectors are ventilated by P3 air pressure.
The gas generator rotation speed is stabilised at a controlled
value.Note : Thecombustionchamberdrainvalveclosesduring
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START PURGEHP PUMPF l i l t
LP PUMP(driven)
BOOSTER PUMP PRESSURE
LOW PRESSUREHIGH PRESSURE
METERED FUEL
CONSTANT P VALVE(in control)
ADDITIONALCHECK VALVE
(open)
PRESSURISINGVALVE(open)
STARTELECTRO-V(electrically sup
STOPELECTRO-VALVE
(electrically supplied)
Restrictor
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LP PUMP(driven)
BOOSTER PUMP PRESSURE
LOW PRESSURE
HIGH PRESSURE
METERED FUEL
CONSTANT
P VALVE(in control)
ADDITIONALCHECK VALVE
(open)
PRESSURISINGVALVE
(open)
STARTELECTRO-VALV
(ventilation position
AUTOMATIC BACK-UPCONTROL
P3 AIR
The automatic back-up control providesa back-up control of the fuel in case of amain control system failure.
Restrictor
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Shut-down
The engine stop command electrically supplies the stopelectro-valve and the stepper motor to close the meteringneedle.
The fuel supply to the injection wheel is cut and the enginestops.
The stop purge valve opens briefly to drain the fuel from
the injection line to the tank.
Note : The electrical signal to the stepper motor is delayed in order to detect a failure to close of the stop valve.
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STOP STOP
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HP PUMP
LP PUMP(stopped)
ADDITIONALCHECK VALVE
(closed)
PURGE VALVE(open)
Momentary purge (to tank)
ELECTRO-VALV(electrically supplie
The electrical signal to the stepper motor is
Restrictor
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Function
The pump and metering unit assembly ensures fuel supplyand fuel flow metering.
Position
- In the system : before the fuel valve assembly
- On the engine : on the left front face of the accessorygearbox.
Main characteristics
- Mounting : clamping ring
- Replaceable components (LRUs):
Filter Pre-blockage pressure switch Low fuel pressure switch Fuel filter blockage indicator.
Main components
- LP pump
- Filter
- Pre-blockage pressure switch
- Blockage indicator
- Low fuel pressure switch
- Start purge valve
- HP pump
- Constant P valve
- Metering unit
- Additional check valve.
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METERINGUNIT
Mounting :Clamping ring
Replaceable components :Filter
Pre-blockage pressure switchLow fuel pressure switch
Fuel filter b lockage indicator
CONSTANT P VALVE
To HP pump inlet
Heat exchanger
LP PUMP
HP PUMP
PRE-BLOCKAGEPRESSURE SWITCH
BLOCKAGEINDICATOR
LOW FUELPRESSURE SWITCH
STARTPURGE VALVE
FILTER
FILTER
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HP FUEL PUMP
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Fuel inlet (from aircraft fuel system)
Ejector Impeller
Drive geDriven gear
HP FUEL PUMP
LP FUEL PUMP
HP PUMP
PRESSURERELIEF VALVE
Heat exchanger
(oil filter)
LP PUMFuel inlet
Filter
Type :LP pump : centrifugal type
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Function
The start purge valve permits a purge of air from the fuelsystem before engine start.
Position
- In the system : between the filter and the return line to thefuel tank
- On the engine : on the upper part of the pump andmetering unit assembly.
Main characteristics
- Type : ball valve controlled by a piston and a spring.
Main components- Valve
- Piston
- Spring.
Functionnal description
When the aircraft booster pump is switchesupplied to the engine. It passes through the Lfilter and passes out through the start purge vthe tank.
As soon as engine start is selected HP pump pon the piston to close the start purge valve.
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Purge
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START
PURGE VALVE
SPRING PISTONVALVE
Frommete
Low pressure
STARTPURGE VALVE
(open)
FUEL SYSTEMPURGE
NORMAOPERATIO
HP pump(engine stopped)
Booster pump
pressure
Purge (to tank)
STARTPURGE VALVE
(closed)
HP pump(engine running)
Low pressure
Purge (to tank)
STARTPURGE VALVE
From fuel filter
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FunctionThe metering unit controls the fuel flow in normal mode inresponse to signals from the EECU.
It also provides fuel flow control in automatic back-upmode.
Position- In the system : downstream of the HP pump
- On the engine : at the front part of the pump and meteringunit assembly.
Main characteristics
- Normal flow control by an electrical actuator (Dualstepper motor) driving a metering needle
- Back-up flow control by an automatic unit.
Main components- Actuator and metering needle (normal con
- Actuator (aircraft manufacturer supply) valve (automatic back-up control)
- Metering needle position transmitter (nor
- Constant P valve (common)
- Additional check valve (common).
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NORMAL CONTROL ADDITIONALPOSITION
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Fuel return to HP pump
inlet
To fuel valve assembly
CONSTANT P VALVE
METERING NEEDLE CHECK VALVETRANSMITTER
DUALSTEPPERMOTOR
Fuel inlet
CON
+ -
METERING NEEDLEPOSITION
TRANSMITTER(to EECU)
DUALSTEPPERMOTOR
EECU
ELECTRICALCONTROL UNIT
(EBCAU)
ADDITIOCHECK VA
NORMAL CONTROLMETERING NEEDLE
N1 otherengine
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PUMP AND METERING UNIT ASSEMBLY -METERING UNIT - OPERATION (2)
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Automatic back-up control system (optional on2C1)
This system comprises an electrical actuator (aircraftmanufacturer supply), fitted on the pump and meteringunit assembly, which operates a back-up by-pass valve.The actuator is electrically controlled by an electricalcontrol unit (EBCAU) located in the aircraft.
In the unlikely event of a total EECU failure, the steppermotor will be frozen and the automatic back-up controlsystem will automatically match both N1 speeds in orderto maintain N2 speed at 100 %. To do so the EBCAUreceives a signal of N1 from the other engine.
If an N1 increase is needed, the control unit will commandthe actuator to open the by-pass thus increasing the fuelflow passing through the back-up by-pass valve.
If an N1 decrease is needed, the control unit will commandthe actuator to rotate in the opposite direction. This willreduce the flow to the main metering needle withoutopening the by-pass.
The rate of engine acceleration and deceleration is a
function of the speed of movement of the actuator whichis designed to avoid the possibility of surge or flame-out.
Note 1 : The electrical control unit (EBC Back-up Control Auxiliary Unit) anare aircraft manufacturer supplie
Note 2 : There is a microswitch on the a provides a neutral position indica EECU. At power-up the EECU
initialises the EBCAU to the neunecessary.
Note 3 : In the case of EBCAU operation, N1s are displayed separately(Caution Advisory Display) screen
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AUTOMATIC ADDITIONAL
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Fuel return to HP pump
inlet
To fuel valve assembly
CONSTANT P VALVE
BACK-UP CONTROL CHECK VALVE
METERING NEEDLEPOSITION
TRANSMITTER(to EECU)
Fuel
NEUTRAL
POSITIONMICROSWITCH
ELECTRICAL
ACTUATOR
Fuel inlet
AUTOCON
(op
DUALSTEPPERMOTOR
EECU
ELECTRICALCONTROL UNIT
(EBCAU)
Fuel
+-
ADDICHECK
NORMAL CONTROLMETERING NEEDLE
ENGINEAIRFRAME
N1 otherengine
P
- +N
Back-up flow chartas a function of the
metering needleposition ( ) when frozen,at the moment of failure.
Fuelflow
Max
flow
Min flowstop (antiflame-out)
Neutral position
FUEL METERING IN
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FUEL FILTER - GENERAL
F ti M i t
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Function
The filter retains any particles that may be in the fuel inorder to protect the metering unit components.
Position
- In the system : between the LP and HP pumps
- On the engine : on top of the pump and metering unit
assembly.
Main characteristics
- Type : fibre glass cartridge
- Filtering ability : 20 microns
- By-pass valve setting : P 120 kPa (17.4 PSID)
- Pre-blockage pressure switch setting : P 70 kPa(10.2 PSID).
Main components
- Filter
- Blockage indicator
- By-pass valve
- Pre-blockage pressure switch.
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Type :Fibre glass cartridge
Filtering ability :20 microns
By-pass valve setting : P 120 kPa (17.4 PSID)
Pre-blockage setting : P 70 kPa (10.2 PSID)
Low pressure
Pre-blocpressure sw
Blockageindicator
FUELFILTER
BY-PASSVALVE
Blockageindicator
FUELFILTER
To start purge valve Pre-blockage
pressure switch
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FUEL FILTER - DESCRIPTION
The assembly comprises the housing, the filtering element,
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y p g, g ,the by-pass valve, the pre-blockage pressure switch and
the blockage indicator.
Filtering element
It is a fibre glass cartridge with a filtering ability of 20microns.
O'ring seals ensure the sealing between the cartridge andthe filter housing.
The filter cover is fitted with a purge outlet union.
By-pass valve
This valve ensures a fuel flow to the metering unit in theevent of filter blockage. It is subjected on one side to filterupstream pressure and on the other side to downstreampressure plus the force of a spring.
Note : The by-pass valve is fitted inside the pump and metering unit assembly body.
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FILTERING ELEMENT
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FILTERING ELEMENT(20 micron fibre glass filter)
FIL(20 mi
O'RINGSEALS
FILTERHOUSING
To start purge valve
COVER
BY-PASSVALVE
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FUEL FILTER - OPERATION
The operation is considered in normal operation, pre- Blockage
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p p pblockage and blockage.
Normal operation
The fuel provided by the LP fuel pump enters the fuel filterand flows through the filtering element (from outside toinside).
The filtering element retains particles larger than 20
microns. The fuel then flows to the HP pump.
Note : Before entering the fuel filter, the fuel passesthrough the heat exchanger formed by the oil filter housing.
Pre-blockageWhen the filter becomes dirty, the pressure differenceacross the filtering element increases.
If the pressure difference becomes higher than the pre-blockage pressure switch setting, the electrical contact of the pressure switch closes and supplies the "fuel filter pre-blockage" indication in the cockpit.
g
When the pressure difference across the filterexceeds the by-pass valve setting, the by-passand causes :
- The red indicator to pop out
- The fuel flow to by-pass the filter.
Note : Refer to the following pages for the pressure switch operation.
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OPERATION OF THE FUEL FILTER
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FILTERBLOCKAGE
ONSET
The pre-blockagelight illuminates(cockpit)
FromLP pump To HP pump
FILTERING ELEMENTOPERATION(20 microns)
BLOCKAGEINDICATOR OPERATION
(the red visualindicator appears)
FromLP pump To HP pump
PRE-BLOCKAGE PRESSURE SWITCH P : 70 kPa (10.2 PSID)
PRE-BLOCKAGE
OBY
P : 12
FromLP pump
FILTERBLOCKED
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FUEL FILTER PRE-BLOCKAGE PRESSURESWITCH
Description
The pre-blockage pressure switch includes th
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Function
The pre-blockage pressure switch provides an indicationof the onset of filter blockage.
Position
- In the system : between the fuel inlet and outlet of thefilter
- On the engine : on the pump and metering unit assemblybeside the fuel filter.
Main characteristics
- Type : differential pressure switch
- Setting : P 70 kPa (10.2 PSID)
- Indication : light in the cockpit.
components :
- The pressure switch body which houses contact
- The mounting flange : the pre-blockage preis secured by two screws on the pump and massembly
- Electrical connector (connected to an indicthe cockpit).
Two O'ring seals ensure the sealing betwblockage pressure switch and the pump and massembly body.
Operation
Normal operation
The filtering element is clean. The pressure deach side of the filtering unit is lower tblockage pressure switch setting : the electricopen and there is no indication.
Filter pre-blockage
When the filtering unit becomes dirty, difference across the filter increases. When differenceexceedsthepressureswitchsettingt
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Type :
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MOUNTINGFLANGE
O'ring
seals
ypDifferential pressure switch
Setting : P 70 kPa (10.2 PSID)
Indication :Light in the cockpit
Fuelfilter
To HP pump
Low pressure
Low pressure
Fuel pressure
Fuelfilter
Pre-blockage light(cockpit)
PRE-BLOCKAGEPRESSURE SWITCH
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FUEL FILTER BLOCKAGE INDICATOR
Function Operation
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Function
The blockage indicator provides a visual indication of filter blockage.
Position
- In the system : between the fuel inlet and outlet of thefilter
- On the engine : on the pump and metering unit assemblybeside the fuel filter.
Main characteristics
- Type : differential pressure, magnetic arming device
- Setting : P 120 kPa (17.4 PSID)
- Indication : red indicator.
Decription
The indicator comprises :
- A body with a mounting flange
- A red indicatorA bl ( l )
Operation
Normal operation
The filtering element is clean. The pressure deach side of the filter is lower than the blockasetting : the indicator doesn't protrude (arme
Filter blockage
When the filter becomes dirty, the pressurincreases.
When the pressure difference exceeds tindicator setting it causes the by-pass valve to indicator to pop out.
Note : The indicator is reset, after the recover by pushing it back into its ho
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RED INDICATOR(magnetic) TType :
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MOUNTINGFLANGE
(magnetic) T
Upstream pressure
Downstream pressure
Type :Differential pressure,
magnetic arming device
Setting : P 120 kPa (17.4 PSID)
Indication:Red indicator
BLOCKAGEINDICATOR To HP pump
Low pressure
Low pressure
Filter
BLOCKAGEINDICATOR
Fuelfilter
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LOW FUEL PRESSURE SWITCH
Function Description
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Function
The low fuel pressure switch detects low pressure at the LPpump outlet.
Position
- In the system : upstream of the HP pump
- On the engine : on the pump and metering unit assembly
front face above the LP pump.
Main characteristics
- Type : diaphragm
- Setting : 60 kPa (8.7 PSI)
- Indication : light on the instrument panel.
p
The pressure switch includes :- A fuel inlet orifice
- A diaphragm and a microswitch
- An electrical connector (connection with thpanel).
The low fuel pressure switch is secured by 2 scpump and metering unit assembly front face
Operation
Normal engine running
In normal operation the fuel pressure is suffithe electrical contact open.
The warning light on the instrument panel is ex
Low pressure operation
If the fuel filter downstream pressure droppressure switch setting, the electrical contaccompletes the circuit to the low fuel pressure w
Training Manual ARRIE
MOUNTINGFuel
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Type :Diaphragm
Setting :60 kPa (8.7 PSI)
Indication :
Light on the instrument panel
PRESSURSWITC
FLANGE
LOW FUELPRESSURE SWITCH
LOW FUELPRESSURE SWI
ELECT(
the
pressure
To
From LP pump
HP pumpLP pump
Lo
(in
Training Manual ARRIE
FUEL VALVE ASSEMBLY - GENERAL -DESCRIPTION
Description
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Function
The fuel valve assembly distributes the fuel to the injectionsystem.
Position
- In the system : between the metering unit and theinjection system
- On the engine : on a support at the upper part of thecentrifugal compressor casing.
Main characteristics
- Assembly which comprises electro-valves andhydromechanical valves
- Pressurising valve setting : 300 kPa (43.5 PSI)
- Stop purge valve setting : 1300 kPa (188.5 PSI).
p
This assembly includes the start electro-vaelectro-valve, the pressurising valve and thvalve (injection wheel purge).
Start electro-valve
This valve allows either fuel or air to flowinjectors. It is a 3-way, mono-stable valve. It solenoid which controls a double valve. Thare : the fuel inlet, the air inlet and the injectors.
Stop electro-valve
This valve controls the fuel flow to the injectiois a bi-stable type valve and consists of a solencoils (open and close) and a two position va
Pressurising valve
During starting it ensures priority of flowinjectors. It is a ball valve which is spring-lo
Stop purge valve
It is a ball valve which is spring loaded closed. centrifugal injection wheel during engine sprevent carbonisation of residual fuel.
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Fuel valve assembly :- Electro-valves
- Hydromechanical valves
Pressurising valve setting :300 kPa (43.5 PSI)
Stop purge valve setting :1300 kPa (188.5 PSI)
PRESSURISINGVALVE
STARTELECTRO-VALVE
FUEL VALVEASSEMBLY
STOPPURGE VALVE
STARTELECTRO VALVE
From metering unit
Purge
(to tank)
PRESSUVA
STOPELECTRO-VALVE
Training Manual ARRIE
FUEL VALVE ASSEMBLY - OPERATION
The following phases are considered : starting, normalr nning and sh t do n
Shut-down - Injection wheel purge
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running and shut-down.
Starting
When start is selected, the start electro-valve is electricallysupplied. The double valve opens the fuel supply to thestart injectors. At the same time the stop electro-valve isenergised to the open position to admit the fuel flow fromthe metering unit.
When there is sufficient fuel pressure (300 kPa / 43.5 PSI),the pressurising valve opens and fuel flows to the centrifugalinjection wheel.
When the engine reaches self-sustaining speed (approx.45 % N1) the electrical supply to the start electro-valve iscut. The valve moves across under spring pressure, closingthe fuel supply and opening the P3 air supply to ventilate
the injectors.
Normal running
In this condition the fuel is supplied to the centrifugalinjection wheel and the start injectors are still ventilatedwith P3 air.
When shut-down is selected the closing coielectro-valve is supplied. The valve closes anfurther supply to the injection system. The valve closes and the engine begins to runsudden but brief pressure rise, upstream of the svalve, causes the purge valve to open againsThis allows combustion chamber air pressureresidual fuel from the centrifugal injection wline. This prevents carbonisation of the residuamight cause the blockage of the injection s17 cc). The fuel is returned to the fuel tank.
As the fuel pressure decreases, the purge under the action of its spring.
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Stoppurge Pressurising
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valve
Startelectro-valve
gvalve
Fuelinjectionsystem
Stopelectro-valve
INITIAL PHASE OF STARTING ACCELERATIONENGINE STOPPED
P3 P3
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MAIN INJECTION SYSTEM
Function Internal supply pipe
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The injection system sprays fuel into the combustionchamber to give stable and efficient combustion.
Position
- In the system : downstream of the fuel valve assembly
- On the engine : inside the combustion chamber. The
injection wheel is mounted between the centrifugalcompressor and the turbine shaft.
Main characteristics
- Type : centrifugal injection
- Radial fuel supply.
Description
The main injection system comprises the engine fuel inletunion, the internal supply pipe and the centrifugal injectionassembly.
Engine fuel inlet union
Fitted at the lower right front face of the compressorcasing it has a restrictor and a leak test plug
This pipe connects the inlet union to the fueCentrifugal injection assembly
This assembly consists of a stationary distriinjection wheel. The distributor is drilled withdeliver the fuel to the wheel. The injection whebetween the compressor and the turbine shawith holes which form the fuel spraying between the distributor and the wheel is pressurised labyrinth seals.
Operation
As the injection wheel is rotating at high spfuel is centrifuged out through the radial sprayed between the two swirl plates.
It should be noted that the injection pressure isthe centrifugal force and therefore the fuel systrequire very high pressures.
The injection wheel fuel chamber is sealed bylabyrinth seals. There is a small air flow chamber. During shut-down the fuel rema
system is purged via the fuel valve assembly
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Type :Centrifugal injection,
radial fuel supply
CENTRIFUGALINJECTION WHEEL(with spraying jets)
INTERNALSUPPLY PIPE
ENGINE FUELINLET UNION
ENGINE FUELINLET UNION
DISTRIBUTORFuel inlet
DISTRIBUTOR
Leak testplugRestrictor
Pressurisingvalve
CENTRIFUGALINJECTION WHEELFrom
metering unit
To stop purge valve
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ENGINE FUEL INLET UNION
Function Operation
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The engine fuel inlet union ensures transfer of the fuelfrom the external pipe to the internal supply pipe.
Position
- In the system : downstream of the pressurising valve
- On the engine : it is fitted at the lower right front face of
the compressor casing.
Main components
The device comprises :
- A body with a mounting flange and an internal restrictor
- A leak test plug
- Seals (O'rings and copper seal).
The engine fuel inlet union ensurebetween the external and internal fuel ductsinjection system.
The restrictor is used to increase the pressure thus to improve the pump and massembly P valve operation.
The leak test plug helps to check the internunion (there should not be any leak).
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Internalsupply pipe
ENGINE FUELINLET UNION
Distributor
Fuel inlet
From metering unit
P3
Leak testplug CoppersealRestrictor O'ringseals
FUEL VALVEASSEMBLY
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START INJECTORS - GENERAL
Function Main components
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The two start injectors spray fuel into the combustionchamber during engine starting.
Position
- In the system : downstream of the start electro-valve
- On the engine : on the upper half of the turbine casing at
2 o'clock and 10 o'clock - They penetrate into the mixer unit.
Main characteristics
- Type : simple injector
- Quantity : 2
- Ventilation : by air flow.
- Mounting flange- Fuel inlet union
- Injector body
- Spraying jet.
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MOUNTINGFLANGE
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STARTINJECTOR
Startelectro-valve
From metering unit
Type :Simple injector
Quantity :2
Ventilation :By air flow
SPRAYINGJET
INJECTOR
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START INJECTORS - DESCRIPTION -OPERATION
D i ti Operation
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Description
The start injectors are mounted on the upper part of theturbine casing. They penetrate into the combustion chamberthrough holes in the mixer unit.
They are secured by two bolts onto bosses with seals andspacers to prevent leaks and adjust the depth of penetrationinto the combustion chamber.
Injector components
- Injector body with mounting flange
- Fuel inlet (threaded to receive a union)
- Spacers and seals (depth adjustment)
- Mounting flange (secured by 2 bolts)
- Filter
- Nut
- Jet
- Shroud.
Operation
Starting
During starting the injectors are supplied wi
The fuel is atomised and is ignited by the spaigniter plugs. The flame thus produced, ignsprayed by the centrifugal injection wheel.
Normal running (N1 > 45 %)
When the engine reaches self-sustaining sp45 %) the fuel supply to the injectors is shut
P3 air is then blown through the injectcarbonisation of the residual fuel.
It should be noted that ventilation is continengine running.
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F
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From
metering unit
From metering unit
Startelectro-valve
Startelectro-valve
P3
FILTER
JET
SPACERS ANDSEALS
SHROUD
NUT
Fuel inlet
MOUNTING FLANGE(mounting with two bolts)
INJECTOR
STARTING
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COMBUSTION CHAMBER DRAIN VALVE
Function Operation
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The valve drains overboard any unburnt fuel remaining inthe combustion chamber.
Position
- On the engine : at the bottom of the turbine casing.
Main characteristics
- Type : piston valve
- Setting : closing threshold as a function of N1 and P0.
Description
The drain valve includes the following components :
- A mounting flange (secured by two bolts on a mountingpad located at the bottom of the turbine casing)
- A piston valve held open by a spring
- An outlet union which connects to the drain system.
The valve has two positions : open and clos
Open position
When the engine is not running and at the start, the valve is held open by the action of
Any unburnt fuel in the combustion chambthrough the valve overboard to the drain
ensures that no fuel accumulates in the combustwhich could cause starting problovertemperature).
Closed position
As the engine starts the combustion chamincreases. This pressure is felt on the upper s
valve which moves down to close the drain.The valve closes during starting when the presa given threshold as a function of N1 and P0
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Training Manual ARRIE
EXTERNAL FUEL PIPES
Function
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The fuel pipes ensure the circulation of fuel between thecomponents of the system.
Main characteristics
- Type : rigid, stainless steel.
Main pipes
- From LP pump to oil filter (heat exchanger)
- From oil filter to fuel filter
- From pump and metering unit assembly to valve assembly
- From valve assembly to start injectors (x2)
- From valve assembly and pump and metering unitassembly to tank (injection wheel and start purge valve)
- From valve assembly to injection wheel.
Training Manual ARRIE
LP PUMP / VALVE ASSEMBLY /Flowmeter
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OIL FILTER(heat exchanger)
LEFT START INJECTOR
OIL FILTER /
FUEL FILTER
PUMP AND METERING
UNIT ASSEMBLY /VALVE ASSEMBLY
VALVE ASSEMBLY /RIGHT START INJECTOR
VALVE ASSEMETERING
COMBUSTIONCHAMBER DRAIN
VI
(optional)
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7 - CONTROL SYSTEM- Control system ............................................................... 7.2
General ................................................................... 7.2 Description .............................................................. 7.4 Operation ............................................................... 7.8 Indication and monitoring .................................... 7.34
- Fault tolerance tables ......................................... 7.38
- Engine Electronic Control Unit (73-21-00) ................. 7.44 General .................................................................... 7.44
Functional description ........................................... 7.46 to 7
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Main components
CONTROL SYSTEM - GENERAL
Functions
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- Engine Electronic Control Unit- Engine (engine and systems)
- Aircraft : various systems (control, indica
The system is designed to adapt the engine to the aircraftpower requirements whilst remaining within defined limits.
The main functions are :
- Starting
- Speed control
- Various limits
- Automatic back-up control
- Overspeed protection
- System monitoring and fault management.
Main characteristics- Dual channel digital electronic control system
- Automatic back-up control
- Redundant electrical supply (from the aircraft and fromthe engine alternator).
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ENGINE EL
CONTR(EE
AIRCRAFT(various systems)
ENGINE
MAIN FUNCTIONS
- Starting
- Speed control
- Various limits
- Automatic back-up control
- Overspeed protection
- System monitoring and fault management
Training Manual ARRIE
CONTROL SYSTEM - DESCRIPTION (1)
The complete system includes aircraft components, enginecomponents and the EECU.
- Electrical components : Control sensors
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Aircraft components
- Switches, buttons, etc. (logic and analog signals)
- Indicators, warning lights, etc.
- EECU power supply
- Start and stop selection logic.
Engine components
- Hydromechanical components : LP pump Filter HP pump Metering unit (with optional automatic back-up
control) Check valve Start injectors Main injection system
Indication sensors Dedicated alternator Resolver Stepper motor Stop electro-valve Start electro-valve Neutral position switch
Ignition unit Starter EBCAU back-up control unit (fitted in
Note : EBCAU = Engine Back up Control A
Engine Electronic Control Unit (EECU
Computer which controls and monitors the e
- Digital type, dual channel
- Mounted in the aircraft
- Digital power turbine overspeed protectio
- One EECU per engine with cross monitor
Training Manual ARRIE
A/C START AND STOP LOGICA/C 28 VDC
SUPPLYA/C CONTROLS AND
INSTRUMENTS
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EBCAU
Firewall
CHANNEL BCHANNEL A
INDICATIONSENSORS
F i l t e r p r e - b
l o c
k a g e
S t a r t c o n
t r o
l
S t o p
S t a r t
L o w
f u e
l p r e s s u r e
EECU
CONTROLSENSORS IG
LPPUMP
STOPELECTRO-VALVE
PRESSUVA
FILTERHP
PUMP METERING UNIT
STARTELECTRO-VALVE
BACK-UPELECTRICALACTUATOR
A B
ALTERNATOR
STEPPERMOTOR A
STEPPERMOTOR B
N e u
t r a
l p o s
i t i o n
RESOLVER
Fuel inlet
ENGINE
AIRCRAFT
PUMP METERING UNIT ASSEMBLY
Training Manual ARRIE
CONTROL SYSTEM - DESCRIPTION (2)
The EECU has two independent channels A and B. Bothchannels have the same software.
Channel selection
A channel selector in the EECU will select wh
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Analog inputs
The two channels receive the following analog inputs : P3,t4.5, resolver position,Tq, N2 trim, P0, t0, collective pitchand conformation resistances Tq and t4.5.
The inputs are shared between the two channels. The N1and N2 inputs are independent for each channel.
There is a data link between the two channels.
This configuration ensures that if all the acquisitions onone channel fail the acquisitions of the other channel aresufficient to control the engine safely.
Discrete inputs and outputs
The discrete inputs are received and shared by the twochannels and the discrete outputs are controlled by theselected channel. The resources of each channel receivetheir power supply from the corresponding channel. Theshared resources receive their power supply from bothchannels.
A channel selector in the EECU will select whwill control the engine depending on the signafrom the two channels. The normal channel isthe system changes automatically to channel
If both channels are unable to control the engstepper motor is frozen.
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POWER SUPPLY
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INTER CHANNELDATA LINK
SPEEDMEASUREMENTN1, N2ANALOG
INPUTSCHANNEL A
ANALOGINPUTS
CHANNEL B
DISCRETEINPUTS
CHANNEL SELECTIONLOGIC
SPEEDMEASUREMENT
N1, N2
CHANNEL A
POWER SUPPLYCHANNEL B
CHANNEL A
CHANNEL B
Training Manual ARRIE
CONTROL SYSTEM - OPERATION (1)
Main functions of the control system
Overspeed
This function causes the engine to automadown in the event of power turbine overspee
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Each channel of the control system can ensure the followingfunctions : starting, speed control, back-up control,overspeed, monitoring and maintenance aid.
Starting
This function guarantees a quick and safe start under alloperating conditions :
- Sequential control- Control of the fuel flow required to start.
Speed control
This function maintains the aircraft rotor rotation speedalmost constant in all operating conditions.
It also protects the engine with various limitations: rotation
speeds, acceleration, deceleration, fuel flowAutomatic back-up control
The control system is a FADEC and therefore designed tofunction without back-up control, however the aircraftmanufacturer supplies an optional electrically operatedback-up fuel flow control. This system permits automaticfuel control as a function of the other engine's N1, in the
event of a major failure.
This function is optional.Monitoring
This function ensures engine monitoring, fault mand maintenance aid.
Maintenance aid
The EECU permanently records and mparameters and engine events.They can be transmitted to the displays and the cockpit, for maintenance aid purposes.
Note : The operation described in the folconsiders the following modes :
- Starting
- Idle and Transition from idle to fli- Fuel control - Generalities- Speed control- N1 limits- Fuel flow limits- Selection and indication of ratings- Indication and monitoring- N2 overspeed .
Training Manual ARRIE
AUTOSTARTING MAINTENANCE AID
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CONTROLSYSTEM
MONITORING
- Sequential control
- Fuel flow control
SPEED CONTROL
- N2 rotation speed
- Engine protection
Training Manual ARRIE
CONTROL SYSTEM - OPERATION (2)
Functions ensured by the electronic controlsystem
Monitoring
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This part mentions in a general way the main functionalelectronic blocks.
Determination of control mode
Starting
N2 speed controlAnticipation
Load sharing
Selection of N1 datum
Limitations (N1, torque
)
N1 speed control
Flow datum selection
Flow limitation
Control of the metering needle
- Data bus interfaces with the aircraft- Fault detection and indication
- Cycle counting
- N1 indication calculation
- Counting and indicating of OEI usage
- Engine power check
- EECU hours counting
- Bleed valve monitoring
- Maintenance aid.
Training Manual ARRIE
Determination ofcontrol mode
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Loadsharing
N1datum
selection
Anticipation
N2 speedcontrol Limitations
N1 speedcontrol
N1calculation
Fault detectionand indication
Bleed valvemonitoring
Maintenanceaid
Enginepower
check AIRCRAFT
s
l
OEI
counting
EECUhours counting
Overspeedprotection
Training Manual ARRIE
CONTROL SYSTEM - OPERATION (3)
Starting Starting fuel flow control
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This function includes the starting sequence, the startingfuel flow control, idle, the transition from idle to flight andrelight in flight.
Starting sequence
The system ensures the cranking (starter), ignition (ignitionunit) and the fuel supply.
Start is selected using the Stop/Idle/Flight selector :
- Stop (selection of engine shut-down)
- Idle (start control up to idle)
- Flight (normal control).
Note : Refer to "FUEL SYSTEM" and "STARTING" chapters for more details on engine starting.
In-flight relight
The sequence is identical to a ground start, but onlypermitted below 17 % N1. I