Ga 714 a- classroom presentation

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U.S ARMYCH-47D

CHINOOKT55-GA-714A(ECP D 218)

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MAGNOSTRICTIVETORQUEMETER

WATERWASH

FADEC

TAILCONE(CONTAINMENT RING)

2ND GP NOZZLEW/COOLED CYLINDER

STAINLESSSTEEL

COMPRESSOR

RUBBERABADABLE SEAL

SEGMENTED1ST GP NOZZLE

INCREASERD LIFE1ST STAGE TURBINE

IMPROVED GPSPACER

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PRIMARY

REVERSIONARY

FUEL SUPPLY

ACCESSORY

P3

HYD RTN

HYD

PRESS

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UPPERCOMPRESSOR

HOUSING

LOWERCOMPRESSOR

HOUSING

SINGLE STAGECENTRIFUGALCOMPRESSOR

COMPRESSORROTOR

ASSEMBLY

SEVEN STAGEAXIAL

COMPRESSOR

No. 1BEARING No. 2

BEARING

GP SHAFT

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No. 4 TURBINE

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OIL IN

RTN TO TANK

TO FWD COMP

TO R

EA

R C

OM

P

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CHIP DETECTOR

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PTIT

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FLOW DIVIDER

PRESSURIZING VALVE

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OVERSPEED SOLENOIDVALVE

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WATER WASH LINE FLUIDWATER WASH LINE AIR

NOZZLES

FLUID AIR

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FADECSYSTEM

INTRODUCTION

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• Marginal Starting During Hot Restarts and Cold Temperature Operations

• Slow Engine Acceleration Rates

• Compressor Stalls or Surges

• Mismatching of Engine Torque Under Heavy Load Conditions

• Rotor Speed Droop During Transient Maneuvers

HYDROMECHANICAL FUEL CONTROL

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• Lack of Safety Features or Mode Failure Protection

• Lack of Built-In Test or Self-Diagnostics

• Inability to Record Engine Faults, History, and Limit Exceedence Values

• High Pilot and Maintenance Workload

• Require a Large Spares Inventory

HYDROMECHANICAL FUEL CONTROL

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• Simplified Hands-Off Engine Starting

• Improved Engine Acceleration/Deceleration Control

• Power Assurance/Overspeed Test

• Independent Electronic Engine Overspeed Protection

• Engine Compressor Surge Detection And Avoidance

• Control System Self-Test, Self-Diagnosis And Fault Identification

FADEC ADVANTAGES

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FADEC ADVANTAGES

• Engine History, Start/Component Cycle And Limit Exceedence Recording

• Load Anticipation (Minimizing Rotor Droop)

• Accurate Torque Matching And Limiting Functions

• Automatic Switch-Over to an Independent Back-Up Control System

• Engine Over-Temperature Avoidance

• No Field Level, System Adjustments

• On-Condition Maintenance

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PRIMARY MODE FUNCTIONS

• Twin Engine Load Sharing

• Electronic Power Turbine Speed Governing

• Transient Load Anticipation Using Rotor Speed And Thrust Rate

• Transient Torque Smoothing Using Power Turbine Rates

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• Contingency Power To Meet Aircraft Demands

• Acceleration And Deceleration Using Closed Loop NDOT* Control

• Automatic Engine Starting, Sequencing Ignition, Start Fuel, And Stabilized Engine Operation At Idle

• Engine Temperature And Temperature Rate Limiting


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• Surge Detection/Surge Recovery

• Compressor Bleed Valve Control (For Both Transient And Steady State Surge Margin)

• Fuel Flow Limiting

• Engine Fail Detection


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• Engine Power Assurance Test

• Engine History/Fault Recording

• Automatic Switch Over To The Reversionary Channel In The Event Of Primary Channel Hard Fault

• Data Bus For Decu To Decu CrossCommunication


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REVERSIONARY MODE FUNCTIONS

• Automatic Start Sequencing IncludingOver Temperature Protection

• Pilot Controlled Start Fuel Enrichment/De-Enrichment,If Required Through ECL Modulation

• Proportional Power Turbine Governing And AutomaticPower Modulation Response To Thrust Rate Changes

• Engine 1 (2) Increase/Decrease Switch To Input PowerTurbine Changes For Accurate Load Matching Of TheEngines

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• Full Contingency Power Capability

• Over Temperature Protection Throughout The Engine Operational Range

• Engine Shutdown In Response To The ECL

• Tracking Of The Primary Channels Operation Allowing A Smooth Switch- Over When The Reversionary Channel Is Selected, Or The Primary Channel Fails

REVERSIONARY MODE FUNCTIONS

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FADECSYSTEM

COMPONENTS

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CONTROL BYPASS

CAVITY

HIGH PRESSURERELIEF VALVE

BYPASSSCREEN

BYPASS PRESSUREREGULATOR

BYPASS RELIEFVALVE

JETPUMP

INLET PRESSURETAP

GEAR PUMP

HMU DRIVESHAFT

PUMP OUTLET

DISCHARGEPRESSURE TAPINLET

FPU DRIVE

SEAL DRAIN

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REFER TO HMA COLOR HANDOUT

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ENGINE P

3 LINE

AM

BIE

NT

AIR

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P3 FROM HMAP3

TO

DEC

U

CHECK VALVE

SIGHT G

AUGE

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T1

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FADEC SYSTEMOPERATION

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PRIMARY SYSTEM INTERFACEENGINE START SWITCH CONTROL ENGINE START AND

IGNITION RELAYS

NR SELECTOR (N2SET) SETS POWER TURBINE SPEED (N2)

B/U POWER SWITCH REMOVES ELECTRICAL POWERFROM THE PRIMARY CHANNEL

PRI/REV SWITCH SELECTS OPERATION OF THEPRI OR REV MODE

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PRIMARY SYSTEM INTERFACE

LOAD SHARE SWITCH SELECTS PTIT OR TORQUE FORENGINE LOAD SHARING

ENGINE OVERSPEED TESTSWITCH

ACTIVATES OVERSPEED TESTFUNCTION N2 < 81.3%)

ENGINE POWER ASSURANCETEST SWITCH

HEXADECIMAL DISPLAY ENGTEMP MARGIN

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PRIMARY SYSTEM INTERFACE

THRUST CONTROLPOSITION TRANSDUCER

LOAD ANTICIPATION

ENGINE CONDITIONLEVER (ECL)

SCHEDULES CORE ENGINE SPEED (N1)AND CONTROLS FUEL SHUTOFF

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DECU/COCKPIT SIGNALS

NR SPEED

IGNITION/STARTRELAYS

DC PWRP1 P3

DECU/DECU

HEX DISPLAY

DECU

HMA

BLEED BANDACTUATOR P3

P3

HMUSIGNALS

PTIT

TORQUE

OVERSPEEDSOLENOID

START FUELSOLENOID

T1

ENGINE SIGNALS

POSITION

BEEP TRIM

POSITION

PTIT

B/U PWR

PRI/REV

NR SEL

LOAD

FAILUREINDICATION

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PRIMARY SYSTEM OPERARIONS

ENGINE STARTING

ENGINE SHUTDOWN

POWER AVAILABLE

ACCELERATION AND DECELERATION

SURGE RECOVERY

STEADY STATE FLIGHT CONDITIONS

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POWER ASSURANCE TEST

FAULT CODE RECORDING

POWER TURBINE OVERSPEED LIMITING

TEMPERATURE LIMITING


TRANSIENT FLIGHT CONDITIONS

PRIMARY SYSTEM OPERARIONS

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REFER TO APPENDIX B1

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Ground Starting, Primary Mode (Normal Operation, No Faults)

1. SET THE ECL TO GND

2. HOLD ENG START SWITCH UNTIL N1 = 10%

• PRIMARY CHANNEL WILL AUTOMATICALLY CONTROLTHE START SEQUENCING

1. STARTER

2. FUEL FLOW TO START FUEL NOZZLES

3. IGNITION

4. FUEL FLOW TO MAIN FUEL NOZZLES

PRIMARY SYSTEM

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• TEMPERATURE LIMITING (AFTER LIGHTOFF PTIT 760°C)

REDUCES FUEL FLOW TO 100 PPH MINIMUM

• OVERTEMPERATURE DURING START (ABORT)

• FUEL SHUTOFF IF PTIT > 815.5ºC

• ENG FAIL INDICATION

• ECL TO STOP RESETTING THE START MODE

• AIR STARTS PROCEDURES ARE THE SAME AS FOR A GROUND START

Ground Starting, Primary Mode (Normal Operation, No Faults)

PRIMARY SYSTEM

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ENGINE SHUTDOWN

ECL MOVED TO GND TO ALLOW NORMALENGINE COOL DOWN

ECL TO STOP

PRIMARY SYSTEM CLOSES THE METERING VALVETO THE 40 PPH POSITION

REVERSIONARY MODE WILL EFFECT COMPLETESHUTOFF OF FUEL WHEN THE ECL IS MOVED TO STOP

THE SHUTOFF FEATURE IS THE ONLY FUNCTION OF THEREVERSIONARY MODE THAT IMPACTSTHE PRIMARY MODE.

PRIMARY MODE

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POWER AVAILABLE

GROUND IDLE

• ECL AT GND

• IDLE SPEED ADJUSTED FOR ENGINE INLET TEMPERATURE

N1 = 50% - COLD DAY (-65°F)55% - STD DAY (59°F)59% - HOT DAY (135°F)

PRIMARY SYSTEM

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GROUND TO FLIGHT TRANSITION

• ECL MOVED TO FLT POSITION

FADEC WILL ACCELERATE ENGINE TO NPGOVERNOR SET SPEED (ROTOR RPM SELECTEDBY THE NR SWITCH ON THE FADEC CONTROL PANEL)

ECL FLT POSITION SETS NG GOVERNORTO EMERGENCY POWER SPEED LIMIT

POWER AVAILABLE

PRIMARY SYSTEM

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REVERSIONARY CONTROLTRANSFER TO REVERSIONARY

REVERSIONARY CHANNEL (REV 1(2) OFF)

WHEN IN PRIMARY, THE REVERSIONARCONTROL TRACKS N1

PILOT SELECTS REVERSIONARY ORPRIMARY CHANNEL FAILURE

COCKPIT DISPLAY - FADEC 1 (2) ONNORMAL TRANSITION TO REVERSIONARY WILL BESMOOTH, NORMALLY NOT REQUIRING PILOT ACTION

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IF THE REVERSIONARY CHANNEL IS HARDFAULTED (REV 1 (2) ON)

PRIMARY SYSTEM FAILS TO FIXEDFUEL FLOW (FAILED FIXED)

IF PILOT SELECTS REVERSIONARY, SYSTEM CONTROLFAILS FIXED TO REVERSIONARY SETTING

COCKPIT CONTROLS AND INDICATIONS 1. COCKPIT DISPLAY FADEC 1 (2) AND

REV 1( 2) INDICATION ON 2. THE EFFECTED ENGINE DOES NOT RESPOND

TO CONTROL CHANGES 3. INDICATED TORQUE SPLITS

REVERSIONARY CONTROL

TRANSFER TO REVERSIONARY

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REVERSIONARY SYSTEM INTERFACE

CONTROL REVERSIONARY MODE

ENGINE START SWITCH CONTROL ENGINE START AND IGNITION RELAYS

ENGINE CONDITION LEVER (ECL) SCHEDULES CORE ENGINE SPEED (N1) ANDCONTROLS FUEL SHUTOFF

THRUST CONTROL POSITIONTRANSDUCER

LOAD SCHEDULING

PRI/REV SWITCH SELECTS THE REV MODE

ENGINE OVERSPEED TEST SWITCH ACTIVATES OVERSPEED TEST FUNCTION N2 < 81.3)

ENGINE POWER ASSURANCETEST SWITCH

HEXADECIMAL DISPLAY ENG TEMP MARGIN

INC/DEC SWITCH (BEEP) TRIMS CORE ENGINE SPEED (N1)

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DECU/COCKPIT SIGNALS

NR SPEED

IGNITION/STARTRELAYS

DC PWRP1 P3

DECU/DECU

HEX DISPLAY

DECU

HMA

BLEED BANDACTUATOR P3

P3

HMUSIGNALS

PTIT

TORQUE

OVERSPEEDSOLENOID

START FUELSOLENOID

T1

ENGINE SIGNALS

POSITION

BEEP TRIM

POSITION

PTIT

B/U PWR

PRI/REV

NR SEL

LOAD

FAILUREINDICATION

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REVERSIONARY SYSTEM

ENGINE STARTING

ENGINE SHUTDOWN

CORE ENGINE SPEED GOVERNOR

PROPORTIONAL POWER TURBINE GOVERNOR

WF/P3DOT ACCELERATION AND DECELERATION

TEMPERATURE RATE OF CHANGE LIMITING


HYDROMECHANICAL BLEED BAND CONTROL

INC/DEC TRIM FUNCTION

FAULT CODE REPORTING

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REFER TO APPENDIX B2

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BLEEDORIFICES LOADING PISTON

REVERSIONARYSERVO PISTON

METERINGHOLE

CONTOUR SLEEVE

IN PRIMARY

IN REVERSIONARY

Wf/P3 LEVER

MECHANICALSTOP

REVERSIONARYWf/P3 SERVOMECHANISM

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PISTON BLEED ORIFICE

POWER PISTON

P3 BELLOWS

EVACUATED BELLOWS

P3 LEVER

FLAPPERVALVENOZZLE

MAX STOP

FEEDBACKSPRING

MIN STOP

P3 PRESSURE

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REVERSIONARY MODE

GROUND STARTING

1. PILOT SETS ECL TO GND

2. HOLDS START SWITCH UNTIL N1 > 8%

AUTOMATIC CONTROL OF:

STARTER MOTOR (ABOVE 8%)START FUEL SOLENOIDIGNITERSSTART FLOW TO MAIN NOZZLES Wf/P3 vs. N1 START SCHEDULE TO IDLE

ECL ENRICHMENT IF ENGINE TENDS TO STAGNATE HAS NOT BEEN REQUIRED IN DEVELOPMENT ENGINE

TESTS(-65º TO 135º F STARTS)

760º C TEMPERATURE LIMIT FUEL CUTBACK TO 130 PPH MIN FLOW

AIR START SAME PROCEDURE AS GROUND STARTS WINDMILL SPEEDS WHERE N1 > 10% WILL START AS ECL IS MOVED FROM STOP

SHUTDOWN ECL SET TO GND FOR ENGINE COOL DOWN ECL SET TO STOP REVERSIONARY WILL IMMEDIATELY OPEN WINDMILL BYPASS FOR FUEL SHUTOFF

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PATPower Assurance Test

Ref. Pg 8-9 0f the TM 55-1529-240-10

Perform First Flight of the DayMay be deferred to the Hover Check

a. NR Switch = 100%

b. ENG 1 ECL - Adjust

c. Thrust Control Lever - Raise until TRQ reads 60 to 80%. Stabilize for 30 seconds

d. Test switch ENG 2 - PWR ASSURANCE.Check DECU display compare displayed value with PAT Trigger Value.

e. ENG 1 ECL - FLT

f. Repeat check with ENG 2 COND lever

g. THRUST CONT lever - Adjust

4. RRPM - Set as required

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PATPower Assurance Test

Ref. Pg 2-55 0f the TM 55-1529-240-MTFPerform First Flight of the Day

a. NR Switch = 100%b. ENG 1 ECL - Adjustc. Thrust Control Lever - Raise until TRQ reads 60 to 80%. Stabilize for 30 secondsd. Test switch ENG 2 - PWR ASSURANCE.

Check DECU display (FE) An A means that the engine is operating at acooler temperature than a baseline spec engine. An F means that theengine is operating at a warmer temperature than a baseline spec engine. .Record Results.

e. Repeat check with ENG 2 ENG COND lever

d. THRUST CONT lever - Adjustd. ENG 1 ECL - FLT

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PACPower Assurance Check

Ref. Pg 2-76.1 0f the TM 55-1529-240-MTFRef. Section IV

Power Assurance Check Maximum Power ChartPower Assurance Check Maximum Continuous Power ChartPower Assurance Check engine Temperature Limits ChartPower Assurance Check N1 Gas Generator SpeedPower Assurance Check Altitude Bands Chart

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MONITORING FAULT CHECKS

Power-Up Prestart ChecksPressure SensorsBleed Valve SolenoidPrimary Reversionary Change-Over SolenoidPrimary Switch-Over (Watchdog Timer) CircuitryProgrammable Read Only Memory (Prom)Electronically Erasable Programmable Read Only Memory (Eeprom)

CONTINUOUS FAULT CHECKS

Airframe & Engine Interface SensorsElectromechanical ComponentsPower Supplies

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SOFT FAULT

• Failures Which Will Not Impair Normal Mode Control of the Engine or Aircraft• Pilot Action Not Required• No Cockpit Indications• Fault Information Displayed in the Hexadecimal DECU Display.

REVERSIONARY HARD FAULT (REV 1 (2) ON)

Automatic Switchover to the Failed Reversionary Will Not Occur and Due to the Primary Mode Failure the Engine Is Failed Fixed. Fadec 1(2) and Rev 1 (2) Indications Will Be Displayed.

HARD FAULT

Failures Which Could Seriously Impair Operation of the Engine or Aircraft Primary Will Fail Automatically to Reversionary FADEC 1 (2) Will Be Displayed

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FAULT STORAGE AND READOUT

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REVERSIONARY FAULTS

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Tom Mietus(610) [email protected]

Date: 10/18/99

Course:PILOTS POWERPLANT COURSE (ECP D 218)

Ga 714 a- classroom presentation

Education

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