Printedin tho UK. 00004542 GENERAL BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 CHAPTER 6 ENGINES AND PROPELLERS LIST OF CONTENTS: 1. PROPELLERS AL Type Pitch Control Start Latch Propeller Control NTS System Propeller Feather and Unfeather . Propeller Synchrophasing System 2. ENGINE General Performance Specifications Lubrication Engine Fuel System Power Management Torque Measurement and Indication Negative Torque System (NTS) . Auto-Feather Function Air Start-Torque Load Torque and Temperature Limiter (TTL) Test Exhaust Gas Temperature (£6T) Measurement Ignition System Pneumatic (Bleed Air) System Augmentation System Integrated Electronic Control | 6-1-1 6-1-1 6-1-1 6-1-1 6-1-3 6-1-3 6-1-4 6-1-5 6-1-6 6-2-1 6-2-1 6-2-3 6-2-3 6-2-8 6-2-16 6-2-20 6-2-25 6-2-25 6-2-25 6-2-26 6-2-26 6-2-28 6-2-31 6-2-34 6-2-38 Contents 1 dul 15/94S4e JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 3. ENGINE CONTROLS AND INDICATIONS A. Centre Console B. Roof Panel C. Engine Indications D. Indications of Exceedance of Limits E.CAP Indications 4. ENGINE SEQUENCE OF OPERATION GENERAL A. CONDITION Lever B. POWER Lever + Preflight ° . Cranking . Lightoff at 10% Acceleration 60% RPM . On Speed Release of the Propeller Start Latches P7me Taxi (Low rpm) Prepare for Take-off Take-off Fer Setting Cruise Power N. Descent-Approach 0. Flare on Landing P. Reverse Thrust-Braking Q. Taxi-Low RPM R. Shutdown 5. DRILLS Contents 2 ‘Aug 31/92 anew U peg $S110000Pintod inthe UK, 00008212 RAE cho ricer Series 4100 MANUFACTURERS OPERATING MANUAL VOL. 4 CHAPTER 6 ENGINES AND PROPELLERS LIST OF EFFECTIVE PAGES Page Date Page Date 6 CONTENTS 1 dui 15/94 6-2-30 dul 15/94 2 Aug 31/92 6-2-31 dul 15/94 LIST OF EFFECTIVE 1 Apr 15/96 6-2-32 dul 15/94 PAGES 2 Apr 15/96 6-2-33 dul 15/94 6-1-1 dul 15/94 6-2-34 Apr 15/96 6-1-2 Aug 1/92 6-2-35 dul 15/94 6-1-3 dul 15/94 6-2-36 dul 15/94 6-1-4 Aug 1/92 6-2-37 dul 15/94 6-1-5 dul 15/94 6-2-38 dul 15/94 6-1-6 Nov 15/92 6-2-39 dul 15/94 6-1-7 Aug 1/92 6-2-40 dul 15/94 6-1-8 Aug 1/92 6-3-1 Nov 15/92 6-2-1 Nov 15/92 6-3-2 Nov 15/92 6-2-2 Aug 1/92 6-3-3 Nov 15/92 6-2-3 Aug 1/94 6-3-4 Apr 15/96 6-2-4 Aug 1/92 6-3-5 dul 1/93 6-2-5 Aug 31/92 6-3-6 Nov 15/32 6-2-6 dul 1/93 6-3-7 Apr 15/93 6-2-7 Aug 31/92 6-3-8 Apr 15/93 6-2-8 Jul 15/94 6-3-9 Aug 31/92 6-2-9 dul 15/94 6-3-10 dul 15/94 6-2-10 dul 15/94 6-3-11 Aug 31/92 6-2-11 Jul 15/94 §-3-12 Aug 31/94 6-2-12 Jui 15/94 6-4-1 Nov 15/93 6-2-13 Jul 15/94 6-4-2 Aug 1/92 6-2-14 dul 15/94 6-4-3 Apr 15/93 6-2-15 dul 15/94 6-4-4 Nov 15/92 6-2-16 Jul 15/94 6-4 Apr 15/93 6-2-17 dul 15/94 §-4- Nov 15/92 6-2-18 dul 15/94 6-4 Apr 15/93 6-2-19 dul 15/94 6-4 Nov 15/92 6-2-20 dul 15/94 6-4 Apr 15/93 6-2-2, dul 15/94 6-4 Nov 15/92 6-2-22 dul 15/94 6-4 Apr 15/93 6-2-23 dul 15/94 6-4 Apr 15/93 6-2-24 dul 15/94 6-4 Apr 15/93 6-2-25 dul 15/94 6-4 Nov 15/92 6-2-26 dul 15/94 6-4 Apr 15/93 6-2-27 dul 15/94 Nov 15/92 6-2-28 Apr 15/96 Apr 15/93 6-2-29 Jul 15/94 Aug 1/92 LIST OF EFFECTIVE PAGES ior t/s6Series 4100 MANUFACTURERS OPERATING MANUAL VOL. 4 Page Date Page Date 6-5-1 Aug 1/92 6-5-2 Aug 1/92 LIST OF EFFECTIVE PAGES ,,. PAGE 2 15/96 iN OM peu €12800002 Pn 00004099 Bse JETSTREAM ‘Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 CHAPTER 6 ‘ENGINES AND PROPELLERS General Two Garrett TPE 331-14 GR/HR engines are installed on the aircraft. Each gas turbine engine is a single shaft type which operates a McCauley propeller. The -14GR engine is attached to the left wing and the -14HR to the right wing. When seen from the rear, the left propeller turns Clockwise (CH) and the right propeller counterclockwise (CCH). Mounted on the single shaft is a 2-stage centrifugal compressor and 2 3-stage axial turbine. The combustion chamber is of the reverse flow annular type and ignition is by two high energy spark plugs. Fuel is {introduced to the combustion chamber through 16 Duplex fuel nozzles. 1. Propellers A. Type The propellers are McCauley, 5-blade, constant speed, variable pitch units with a 114 in. diameter and a pitch range from reverse to feather. Both left and right propellers are supplied for jnstallation on the applicable engine. 9... : B. Pitch Control A change in of] pressure moves a single-acting hydraulic control- piston, this controls the propeller pitch. A return spring and counterweight return mechanism controls the position of the control -piston. When oi] pressure increases, the control-piston moves forward, this causes the propeller pitch to decrease (fining off) until the full reverse position is reached. When oi] pressure decreases, the return spring and counterweight cause the control-piston to move rearwards. This causes an increase in the propeller pitch (coarsen) towards the feathered position. When oi] pressure decreases, wether through system failure or pilot control, the return sorings and counterweights cause the contro? piston to move rearwards. This causes an increase in the propeller pitch (coarsen) towards the feathered position. Page 6-1-1 Jut 15/94BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 Propeller Mechanism Po Page 6-1-2 Aug 1/92 wn ow w pote 44P00000Printadin the UK, BAe JETSTREAM ‘Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 C. Start Latch Semc- ort The pitch control mechanism includes two centrifugal-force operated latches. At engine-start the start latches hold the propeller blades in the ground-start pitch position. The engine must not be started on the ground unless the blades are held in position with the start latches. The start latch mechanism operates as follows: (1) At engine-start the oi7 pressure increases, the BETA captions come on. When the POWER lever is moved in the direction of the REVERSE position the oi] pressure on the control -piston increases. This causes the blades to move towards the reverse pitch angle position. (2) The spring pressure which holds the contrc? piston against the start latches is also removed. Centrifugal force disengages the start latches. This permits the propeller blade angle to be set to the required position. (3) At engine shutdown the POWER lever is set to REVERSE as the Totational speed of the engine decreases. As the oil pressure decreases the return springs in the propeller coarsen off the blade angle. The start latches will then engage. D. Propeller Control The primary components in the system are: Propeller Governor Propeller Pitch-Control Propeller Qi] Transfer Tube (Beta Tube) Mechanical System Connections. (1) Propeller Governor (PG) During flight (PG mode) the PG makes sure. the engine operates at a constant rotational speed. The PG is set at 2 low position of 95% RPM and a high position of 100.5% RPM. The PG is the standard type and includes a manual feather system operated with a CONDITION lever. The PG also includes synchrophasing coils for use with the synchronizing/ synchrophasing systems. In the PG mode, oi] pressure is increased to contro] the propeller blade-pitch angle. This increase in oi] pressure causes an increase of pressure on the propeller piston. Metered oi] from the PG flows through the propeller pitch contro] and beta tube. The metered oi1 goes into the propeller dome to the propeller piston. In the ground (beta) mode, the only function of the PG is to supply high pressure 0/1. Page 6-1-3 dul 15/94ES BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 (2) Propeller Pitch Control (PPC) The PPC lets the pilot control the pitch angle of the propeller blade. In the beta mode of operation the position of the POWER lever controls the PPC. The PPC has an oi] metering sleeve set in posizion with a cam. The cam positions the metering holes of the sleeve and the beta tube to meter PG discharge oi1. In the PG mode the PPC allows the movement of oi] between the PG and the propeller. The PPC also operates as a minimum pitch stop. During ground taxi operation the PPC also opens the lockout valve in the Negative Torque Sensing (NTS) system. This prevents operation of the NTS system and makes sure the PPC control operates correctly in the beta mode. (3) Propeller 0i1 Transfer Tube (Beta Tube) The beta tube connects the °PC to the propeller dome through the propeller shaft. During beta mode of operation the beta tube and the PPC together control the flow of oi] to the dome. This flow of oil sets the position of the blade pitch angle. During PG mode of operation the beta tube hes no control function and is used only as an oil passage. NTS System An engine flame-out during flight causes a negative torque condition. In this condition the propeller windmills and will try to turn the engine. This condition will cause a large drag effect. The hydraulic NTS system lets the propeller move to an increased blade angle which reduces the drag. when the NTS system operates normally, high pressure oi] flows from the PG into the gearbox. If a defect occurs which causes a power loss, the NTS system operates a dump valve. The dump valve opens and propeller o11 flows from the propeller into the gearbox. Return springs and counterweights cause the propeller to move in the direction of a higher blade pitch angle and thus decrease drag. Negative torque ceases when the windmilling engine is again driving the propeller and NTS operation will cease. Unless the propeller is feathered by the pilot, NTS action will cycle as the propeller and engine drive each other in turn. The NTS system will not fully féather the propeller. This action must be carried out by the pilot if he is unable or does not wish to relight the engine. Page 6-1-4 Aug 1/92 Hn eM Y Potties €100000ented into U.K 00004101 BAe JETSTREAM ‘Sertes 4100 MANUFACTURERS OPERATING MANUAL VOL.4 F. Propeller Feather and Unfeather (1) Feather ‘The NTS/auto-feather systen gives a propeller feather operation together with an engine shutdown operation. This system 1s only available when the Automatic Performance Reserve (APR) system is armed. puring a1] other flight conditions the propeller moyes to the feathered position when the engine CONDITION lever is set to FEATHER. (2) Unfeather An electrically operated unfeather pump is supplied for each propeller. This allows the propeller blades to be moved from the feathered position zo a blade pitch angle where a propeller -windnilling air start can be done. Before ground- Bart the propeller must be on the start latches. If the Start latches are not engaged the unfeather pump is used to put the propeller on the start latches. The procedure for Phis is £0 put the POWER lever in the REVerse position and operate the unfeather pump switch. Oil is then routed to the propeller pitch control through the oi] transfer tube to the propeller. Pressure overcomes the spring force and causes the propeller to move to a finer blade angle and to reverse. When reverse blade angle is reached, the unfeather pump 1s deactivated and the POWER lever is moved to FLIGHT IDLE. Spring action causes the propeller to engage the locks. Each unfeather pump is automatically controlled in the 2ir with: = The Integrated Engine Control (IEC) switch, and 1 The START MASTER switch on the roof panel set to AIR. AUTION; DO NOT OPERATE THE UNFEATHER PUMP IN EXCESS OF ONE MINUTE WHEN THE OIL IS COLD. RESTRICT OPERATION TO 30 SECONDS WHEN THE OIL IS HOT. on the ground the pumps are controlied manually with an UNFEATHER pump switch. The switch has three positions and is spring loaded to the centre OFF position. The switch is jhstailed on the lower centre console and gives selection for the Left or Right unfeather pumps. NOTE: Over use of the unfeathering pump can result in all the engine of1 being transferred from the tank to the gearbox. Page 6-1-5 dul 15/94BAe JETSTREAM Series 4400 MANUFACTURERS OPERATING MANUAL VOL.4 G. Propeller Synchrophasing System (1) General A propeller synchrophasing system automatically matches propeller speeds and holds the propeller in a pre-determined phase relationship. (2) Description and Operation The system uses signals from magnetic pick-ups on the propellers, a propeller synchrophaser control box and magnetic coils in the propeller governors to maintain correct propeller phase relationship and synchronization. propeller back plate. The control box compares the relative phase of the two input signals and maintains the fixed phase relationship by electronically trimming the PGs. Signals in the magnetic coil in the PG's cause the faster propeller to increase blade pitch to slow the speed down, and decrease blade pitch on the slower propeller to speed it up whenever a phase correction is needed. (3) In-Flight Operation For the system to operate correctly the propeller speeds fust first be set manually to within rpm of each other (0.6). The PROP SYNCHRO ON/OFF switch on the roof panel should be set to ON. The propellers will be phase matched within 30 seconds and then remain locked until the CONDITION levers are moved to change RPM. A magnetic pick-up and target screw are mounted with the = The system cannot reduce propeller RPM below the speed set manually by the CONDITION levers. However, when the system is switched ON the indicated RPM may rise slightly, a sign that the system is operating correctly. The PROP SYNCHRO switch must be OFF for take-off and landings. 8210000 Page 6-1-6 Nov 15/92Printesin te UK, 00000416 BAe JETSTREAM ‘Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 esdtu Euan Prop Synchrophasing System Schematic Page 6-1-7 Aug 1/92Printed in tho UK. 00001480 BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 2. Engine A. General The gas generator supplies power which is transmitted to the propeller through the gearbox. The gearbox ratio of the left engine is 22.97 tol, while that of the right engine is 22.93 to io "the difference in the gearbox ratios is caused by different gear configurations in the left and right engines. The different configurations cause one propeller to turn in a clockwise direction and the other in a counterclockwise direction. The gearcase module also supplies power which is used to operate engine and aircraft accessories. The related accessories are power managenent, hydraulics, fuel, oi1, air, ignition and electrical systems. These systems are installed on the accessory gearcase. The RPM at 100% engine speed is: 214 GR 4 HR Gas 35645 35585 Generator Propeller 1552 CW 1552 CCW TPE engines are considered to be constant speed engines. In order to hold engine speed constant, turbine power must equal the load on the propeller. Power produced at the turbine is relative to the amount of fuel added to creite the thermal energy to drive the propeller. A propeller governing system is used to regulate, set RPM by changing propeller blade angle to control the load. As fuel is increased the propeller blade angle will increase and the power will increase proportionally. The engine speed wil] remain constant. If fuel flow is reduced the opposite will happen. To help find a location in the engine a station number system is used: ambient air around the engine jnlet to the first-stage compressor compressed air as it goes out of the compressor area first-stage turbine inlet engine exhaust. ween Page 6-2-1 Nov 15/92BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 LOAD A c —al <@ POWER a —* pe { = # 1 c z Ay csesae “1 ) } / ¥ : 2 2 [AFFLOW STATIONS. ‘an0-t0ce2 Constant Speed Engine and Airflow Stations Page 6-2-2 Aug 1/92 ne u pe; 61~00000Painted nthe UK, 00004430 BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 A decimal point is used to identify points between stations. An example is P2.5 which shows the pressure at the point where the air goes into the second-stage compressor. Letters are’also used together with station numbers: = p_ = pressure - Ps = static pressure - Pt = total pressure - AP = differential pressure - T = temperature. ‘An example is P3 which is the point of highest pressure in the engine and T4 the point of highest temperature. Performance Specifications The performance specifications for the TPE 331-14 GR/HR engine are as follows: Certification (1650 SHP) Thermodynamic (1760 SHP) ‘APR (1946 SHP) Flat (take-off) (1650 SHP) Specific Fuel Consumption (SFC) (0.510). Lubrication The engine lubrication systen supplies 2 constant flow of filtered oi} to: - Engine bearings - Reduction gears - Accessory drive trains - Propeller controls. A magnetic chip detector is installed in the common scavenge line in the oi1 tank, The function of the chip detector is to show if any metal particle have Caused contamination of theoil systen. This gives a warning that a 2ossible component failure could occur. The warning will show as a CAP (amber) caption for the left engine and a CAP (amber) caption for the right engine. Page 6-2-3 Aug 1/94BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 conte aren ‘est roor quge puur oe SELLS eon coun re rseseuneruagre ee reese oarerane osanocx, une Powe = cat tNSE Pur, oe SHS BtEKoIo ReegeATOR nN SRR, CaP DETETOR Sgayenge FUEL MEATER” JUNFEATHERING PUMP ° S Ss Ss S = i Engine Lubrication System Page 6-2-4 : Aug 1/92inthe UK, 00000936 BAe JETSTREAM ‘Sories 4100 MANUFACTURERS OPERATING MANUAL VOL.4 of OL PRESEURE —mpessune See jar wont geAvenor "ERE, oso a elo on.gure 6 ‘ene ‘on TeyoggaTune: Engine 011 System Page 6-2-5 Aug 31/92BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 The system includes an internal pressure pump which supplies jet and mist lubrication. A priority valve is also included in the system. This valve makes sure lubrication is supplied to the compressor and turbine hydraulic bearing mounts of the engine before al] other areas. When the ofl pressure is below l0psi, the priority valve sends oi1 to lubricate the rear turbine and compressor shaft bearings. Above 10psi the lubrication system sends oi] to all parts. At 100% RPM the oi pressure should be between 45-60psi. There are three internal area scavenge pumps, two for the reduction gear area and one for the turbine pump. These pumps are combined in a single housing. The oil filter includes a by-pass valve with a system mounted visual indication. When pressure in the system approaches the maximum permitted limit, an overpressure relief valve in the pressure pump operates. The system includes an of1-to-fuel heater to prevent ice in the fuel filter. De-oi1 solenoids are installed to remove the mechanical load from the oi] pressure and scavenge pumps during engine starting and shutdown. The lubrication system also supplies oi] to the NTS system and propeller control system. The oi] tank is installed on the bottom left side of the engine. The capacity of the oi] tank is approximately 1.35 Imp.gal.(6.15 litre, 1.62 US gal.). O11 from the tank is supplied through the pressure pump to the engine, and returned from the engine by the scavenge pumps. The unfeathering pump is supplied with oi] directly from the tank. If the unfeathering pump has been used on the ground, ensure that the of in the engine and propeller are scavenged back to the tank before the contents are checked to avoid incorrect readings and gvertilling. The dip stick for the tank is incorporated with the Ver. cap. 071 pressure and temperature indications are shown on the top gauge of the engine instrument panel. A CAP (red) caption indicates abnormally low oi7 pressure (27 pst #3). - Normal oi] temperature is between ic and 110° = Maximum oi1 temperature is 127°C for 5 minutes - Minimum oi1 temperature for take-off is 55°C. Acap [wtteie) [aise (red) caption indicates abnormally high of1 temperature (131 ¢ 3°C). The of1 cooler flaps are controlled by a switch on the roof panel and a CAP (green) caption indicates that the flaps have been actuated. Page 6-2-6 dul 1/93 rm eM 4 pew ceveoo0oBAe JETSTREAM ‘Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 eseger 00000937 Engine 0i1/Fuel Indication Page 6-2-7 Aug 31/92Bho JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 D. Engine Fuel System The fuel_control system controls the fuel flow supplied to the engine. The fuel flow supplied will give the necessary conditions for ali ground and flight operations. The aircraft fuel system supplies fuel to the engine. An electrically operated standby pump or a motive flow jet pump are used to pressurize the fuel. ALP valve is installed between the fuel tank and the engine. The LP valve is usually in the open position and is closed during an emergency engine-shutdown. (1) Fuel Pump Assembly The fuel pump assembly is a combined centrifugal boost pump and a gear-type HP pump. The main function of the combined pumps is to supply fuel-flow to the main fuel control unit. In addition, motive fuel flow is available for aircraft use. The motive fuel flow is locked out during engine starting. Unmetered fuel is supplied to the first-stage of a two-stage fuel pump. The engine gearbox supplies the power to operate the boost pump. The first-stage pump causes a 40 to 45 psi increase in the fuel pressure. Fuel flows from this pump through a fuel filter to the second-stage HP pump. A temperature-sensitive anti-ice valve is installed between the first-stage pump’and the filter. To prevent ice crystals in the fuel the valve autonatically opens when the fuel temperature is less than 10°C. When the valve is open, fuel is sent to the oil-to-fuel heat exchanger. To make sure sufficient fuel is available during an engine start the anti- ice valve is closed between 0% and 60% RPM. If the pressure difference in the fuel filter element is 6 to 8 psid a system mounted by-pass indicator will extend. Further restriction to the fuel filter element will cause the filter by-pass check valve to open at 9-12 psid creating a parallel fuel flow to the pressure pump. A solenoid lockout valve is de-energised at 60% RPH to provide motive flow. Fuel from the motive flow valve enters the anti-ice valve and is directed to the fuel filter if heating is not required. From the filter, fuel goes to the second-stage (high Pressure) pump. The pump has a maximum supply rate of 2,000 Ib/hr. The pump includes a relief valve which operates at 1,000 psid to send fuel back to the inlet side of the pump. : Page 6-2-8 dul 15/94 yn 84 4 pore 20170000Printedin te UK, 00004103 BAe JETSTREAM Sores 4100 MANUFACTURERS OPERATING MANUAL VOL.4 pers PUTER. Ht urengtage aiscuanas pa PRESSIRE reliSig | mer ior Simplified Fuel Pump Assembly Po Page 6-2-9 dul 15/94S48 JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 (2) Main Fuel Control unit (FCU) The main FCU meters the quantity of fuel supplied from the engine operated pumps. Inputs to the FCU are from: POWER lever CONDITION lever Intake air temperature Intake air pressure. The FCU contains the underspeed fuel governor, overspeed fuel governor, main metering vaive, fuel shut-off valve, fuel enrichment torque motor and fuel limiting torque motor. An Underspeed Fuel Governor (USG) operates at reduced engine speed. When the engine is in the beta (ground) range the 2 CONDITION lever controls the USG. The USG controls the engine = between 72% and 97% RPM. When the POWER lever is moved into z the flight range fuel is added to the USG schedule. The CONDITION lever, through the PG, then controls the engine speed between 95.75% °0.25% RPM (PG low) at TAXI and 100% RPM (PG high) at FLIGHT. An overspeed governor is irstalled in the system to control the fuel flow. The governor makes sure the engine overspeed limit is kept to a value less than 105/5% RPM. An overspeed dump valve is also installed as a safety device. This Mechanism makes sure the engine will not operate at a speed of more than T08% RPM. The POWER lever moves the main metering valve to supply fuel to the engine. When fuel flow is increased to a level where engine power exceeds the propeller load, the engine accelerates to the propeller governor speed setting where Propeller load is added to maintain the speed setting. The fuel shutdown and pump un-loading solenoid is an electrical HP shut-off valve. The fuel shutdown solenoid opens at 10% RPM. This supplies fuel to the flow control valve which sends fuel to the primary atomisers.-This fuel is used for engine start and initial acceleration. As it becomes necessary to supply more fuel for acceleration the flow control valve opens. The flow of fuel to the secondary atomisers increases. For all other conditions during engine operation the fuel is supplied by both primary and secondary nozzles. If a power failure occurs, a latch mechanism keeps the shutdown valve in the position initially set. Fuel flow will stop when the STOP switch is pushed. 01L P0000 Page 6-2-10 Jul 15/94Printed nthe UK. 00004105 3) a (5) BAe JETSTREAM Sovies 4100 MANUFACTURERS OPERATING MANUAL VOL.4 Signals from the IEC provide automatic start fuel enrichment to ensure correct lightoff and acceleration whilst maintaining temperature limits. The fuel enrichment torque motor is in parallel with the fuel metering valve and is enabled between 10% and 60% RPM, During an engine start with the IEC OFF the enrichment system can be manually operated by a FUEL ENRICH switch on the roof panel. ATTL system is included in the fuel control system. When the TTL system is set to ON, protection is given to the engine to prevent overtorque and overtemperature. A TTL torque motor is ‘included to give the necessary protection. The torque motor is attached to the FCU. The enrichment valve and TTL systems operate the same by-pass valve in the FCU to control fuel flow. The by-pass valve sends fuel back to the inlet side of the first stage pump. Fuel Flow A fuel flow transmitter is provided to measure the fuel flow output from the FCU and transmit the data to the fuel flow gauge on the engine instrument panel. Flow Control Valve The flow control valve feeds fuel to the primary and secondary atomizers. The primary line is supplied during initial engine start and fuel is fed to the secondary line as the RPM increases. Both primary and secondary lines are in use by the time the engine RPM reaches 12%-20%. Shut-off Valve “ In an emergency 2 manually operated rotary shut-off valve stops the fuel flow. It is mechanically connected to the CONDITION lever and cicses when the lever is set to the FEATHER/SHUT-OFF (FEATHER) position. Page 6-2-11 dul 15/94BAa JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 ruse eer, a nna REREASE Fi veges AE BY aes — HES eee capitis, — sign BiecMange - a }— ovensrsto Sune — ase 6 serene Grove woTSm, pessuniza Dax sxszens geass SEN [Ta] semorves nessun boa Mh ores Simplified Fuel Control unit Page 6-2-12 Jul 15/94 ein y poi 901 P0000Printodin tho UK, 00004107 BAe JETSTREAM Sortes 4100 MANUFACTURERS OPERATING MANUAL VOL.4 cnossegeo vAvE J ( “enn a (ey== joy " sconin|t| [mae aL [esegere: Fs itn _ Simplified Aircraft Fuel System Page 6-2-13, Jul 15/94 1BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 (6) IEC Functions The signals to operate the electronic functions for start, acceleration and power _limiz are supplied from the IEC. When the pilot pushes the STOP switch in the roof panel an electrical signal is supplied to give an engine shutdown. During engine start the Exhaust Gas Temperature (EGT) is kept to a limit of 695°C between 10% and 60% RPM. The maximum EGT permitted during engine start is 770°C for one second. In all other operations the EGT linit is shown with a variable red Vine (VRL) on the EGT gauge. The IEC supplies the EGT limit. (7) Air Purge System An air purge system which uses high pressure air is included in the fuel system. During engine shutdown the air purge system prevents damage to the fuel nozzles (“cooking™ fuel). To fully pressurize the purge accumulator the engine must be operated at 95% RPM before shutdown. Fuel flow stops when the STOP switch is pushed. This releases air pressure from the purge accumulator which stops the fuel flow into the primary and secondary nozzle valves. The air pressure goes through the nozzles and removes all remaining fuel. The result of this procedure is a temporary increase in RPM and EGT. Page 6-2-14 dul 15/94 ‘wn ew u pewse 80170000Printodin the UK. 00004109 BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 toeKoUT SOLERO! vert stheon Toe Nom Dee EES EEMMESTS — sggonowm’ rue nozzics «6 Fuel System Components Page 6-2-15 dul 15/94gE. BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 Power Management Governors installed in the fuel control and propeller contro? systems are used in the operation of the power management system. The best mode of operation for 2 turboprop engine is when it operates at a constant speed. Ir this condition it must be possible to control the engine thrust (forward for flight, reverse for braking). Two basic types of control are available: - Propeller Governor (PG) node - Beta (ground) mode. In the PG mode, power is changec by the POWER lever which controls the Manua? Fuel Valve (MFV). RPM is changed by the CONDITION lever through a PG. This gives a faster operation when an increase in thrust is necessary. In the beta mode the POWER lever controls the propeller blade angle, this gives easy control of forward and reverse thrust. The USG controls the engine speed, this permits changes in power. A mixture of the two modes with easy change from one to the other is necessary. POWER lever movement is divided between the two modes to give the necessary results. With the power lever forward of FLIGHT IDLE (FI) the engine operates in the PG mode. When the POWER lever is behind FI position the engine operates in the beta mode. In the PG mode the USG is cancelled and the fuel supply is controlled by the POWER lever which operates the MFV. RPH is controlled by the CONDITION lever between 95775% 0.25% RPM (PG Tow) at TAXI and 100% RPM (PG high) at FLIGHT.%, 0. In the beta mode the PG is cancelled. The POWER lever controls the Propeller blade angle by changes in the position of the PPC sleeve. The PG oil pump supplies oi] at high pressure to the PPC. The position of the holes in the beta tube controls the flow of the high pressure oi1. The PG pump has a maximum oi] pressure output of 500 psi. When beta mode is set this output is fed to the PPC. When a pressure of 400 psi_is sensed by a beta pressure switch in the left engine 2 CaP [LBETA] (green) caption comes on. When a pressure of 400 psi is_sensed by a beta pressure switch in the right engine a CAP (green) caption comes on. During flight the engine must not be operated in the beta mode (i.e. POWER lever must not be moved behind FLIGHT IDLE in flight). Page 6-2-16 dul 15/94 nen w poral OL P0000Painted inthe UK. 00004111 BAe JETSTREAM Sertes 4100 MANUFACTURERS OPERATING MANUAL VOL.4 If the left engine is in the beta mode during flight a CAP (red) caption comes on. If the right engine is in the beta mode during flight a CAP BETA (red) caption comes on. when the left engine operates in beta mode on the ground a CAP (CeETA) (green) caption comes on. When the right engine is in the beta mode on the ground a CAP (green) caption comes on. It is not permitted to move the POWER lever into the REVERSE range unless both CAP and (RBETA) (green) captions come on. The only condition under which assymetric REVERSE power is permitted js when an engine is shutdown. If the left engine is shutdown, the CAP (green) caption on the live engine must be on before REVERSE is set. If the right engine is shutdown, the CAP (green) caption on the live engine must be on before REVER set. It is not peralited to nove the POWER lever into the beta range during ight. Page 6-2-17 dul 15/94tee BAe JETSTREAM * Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 Power Management and Linkage Interconnection | Page 6-2-18 dul 15/94 1 OM UPN @t+¥0000Printod in tho U.K, 00004113 BAe JETSTREAM Sartes 4100 MANUFACTURERS OPERATING MANUAL VOL.4 rowenueen ee eon 008 enue {PY G recount “ue ; & aoe BE ineroven Bae coomenssren —~ ae © se ie Boar Cio (RETA MODE, = PROP GOVERRING MODE Power Control and RPM Control Page 6-2-19 dul 15/94F. BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL. Torque Measurement and Indication Torque is a force which turns and it occurs between the gas generator and the propeller. When the gas generator turns the Propeller this is a positive torque condition. When the propeller turns the gas generator this is a negative torque condition. If an engine failure occurs this causes negative torque. The torque is measured and is shown on a gauge in the engine instrument panel as a percentage of maximum (100%). A strain gauge torque measuring system is installed on each engine. On the GR (left) engine the torque ring is attached to the engine and engages with the ring gear. On the HR (right) engine the torque ring engages with the planetary gear assembly. The planetary gear assembly turns the propeller in the opposite rection. The strain gauge is_a fine insulated conductor wire bonded to the fixed torque ring. The strain from the engaged gear assembly is measured electrically by resistance changes in the wire as it contracts or expands. Two sets of strain gauges are installed, one used for normal operation and one as 2 standby. In the event of a failure of the normal system switching to the standby is an automatic function of the IEC. The resistance is changed into percentage torque which is used as a display. A system is used in which zero volts dc equals 100% torque. Over torque (negative voltage) operates the TTL motor on the FCU. The TTL motor by-passes fuel and keeps the engine within torque limits. The torque gauge is “red-lined” at 100%. A signal conditioner is installed in the personality module (PM) on the IEC. The signal conditioner calibrates the strain gauge torque system. It is possible to adjust the signal between the strain gauge and the torque indicator gauges. This adjustment makes allowances for errors and makes sure engines producing the same horsepower show the same torque. Page 6-2-20 dul 15/94 rn en peru vttvoo0oPrintodin the UK. 00004115 BAe JETSTREAM ‘Sertes 4100 MANUFACTURERS OPERATING MANUAL VOL.4 TORQUE INOICATION wregiomssenies"s | || ___d argue. Jpensonaury wODULE eu Torque Measurement/Indication Page 6-2-21 Jul 15/94BAe JETSTREAM ‘Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 Gearbox and Torque Ring | enemy u pew 91170000inthe UK. 00004117 BAo JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 a CAFO MO, connession p-_ ie Torque Stress Page 6-2-23 Jul 15/94BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 _ oO ©) rons molt idler eS Tongue Los va, o58 a roRgus L049 2 Fepouenes 'B NEGATIVE TOROUE Torque Sensing Page 6-2-24 Sul 15/94 1m om upon 8++¥000000004119 BAe JETSTREAM ‘Sovies 4100 ‘MANUFACTURERS OPERATING MANUAL VOL.4 Negative Torque System (NTS) NTS is an automatic drag reduction system. The NTS function is to imit the amount of negative torque the engine can take from the propeller during windmilling. This prevents large drag forces on fhe aircraft. If an engine shutdown occurs during flight the NTS operates automatically. The NTS causes a movement of the propeller blades in the direction of the feather position. The propeller will not go to the feather position but will continue to windmi1). The propeller will move into the feather position only when the CONDITION lever is set to the FEATHER position. If a NTS condition occurs 2 NTS valve will close to let pressure increase on a dump valve.-(peration of the dump valve permits 011 from the propeller contro} system to flow into the gear case. A spring and counter weight mechanism moves the blade angle in the direction of the feather position. This movement continues until positive torque causes the opposite effect on the NTS valve and the dump valve is closed. The power reduction causes the NTS to de-activate, allowing PG 011 pressure to flow into the propeller, reducing the propeller blade angle and again activating the NTS. This action causes cycling of the propeller blade angle, called NTSing. Auto-Feather function The Auto-Feather system is designed to automatically feather a failed engines propeller in the event the engine cannot be re- ignited. On a dry engine the auto-feather feature is armed when the APR system is armed and the CONDITION lever is at high RPM. When an engine fails, normal NTS action will occur. A pressure transducer connected to the NTS valve signals the IEC that the engine is NTSing. The auto-ignition circuit will try to re-ignite the engine. If the engine fails to re-ignite before RPM decreases to 45%, the IEC will command the auto-feather solenoid to feather the propeller. To prevent the opposite engine from being feathered at the same time or after the failed engine is shutdown, the signal of the pressure transducer is also sent to the opposite engines IEC. This signal is a holding or latching signal that will disable the unaffected engines auto-feather logic. The logic will also be disabled if the following occur: - A failure of the IEC = The CONDITION lever set to a position other than high - The APR system is unarmed. Air Start-Torque Load To permit an air start to be made, torque load assemblies are used to set the torque ring NTS level. The torque arm engages a slot and puts a load on the ring gear to one side of the gear splines. This removes the ring gear back-lash. Page 6-2-25 Jul 15/94a. FAe JETSTREAM Serles 4100 MANUFACTURERS OPERATING MANUAL VOL.4 Torque and Temperature Limiter (TTL) Test A TTL test function is provided by two switches on the maintenance test panel. Labelled TTL L and R they test the signal to the fuel by-pass motor. The switches are spring loaded to the centre-off position. When the switches are operated 2 reduction of indicated torque, temperature and fuel-flow will be seen-to indicate that the system 1s by-passing fuel. The TTL is able to by-pass a maximum of 15% of the total available fuel flow. The reduction is limited to 5 seconds duration even if the test switch is held in TEST. Exhaust Gas Temperature (EGT) Measurement The limiting temperature within the engine is at the turbine inlet (74), It is not possible to measure and indicate the temperature at T4 for technical reasons. It is, however, possible to relate T5 (EGT) to T4 by compensating for the temperature drop across the turbines which is affected by known or measurable factors. Engine rpm Aircraft forward velocity Pressure altitude Ambient temperature. Since no two gas turbine engines are the same, it is necessary to adjust the EGT indications. This adjustment will make sure that the left and right engines show the same EGT when they operate at the same power levels. To do this the compensating function of the IEC supplies a biased EGT. The compensating function adds or subtracts a temperature signal to correct the raw EGT. The following data is fed to the IEC: 12 P2 RPM EGT(TS) ‘AP/P(P2 and P5) through a transducer. The EGT limit is calculated in the IEC and shown on the engine ‘instrument panel as a VRL. It is shown as a VRL on the EGT gauge and digitally on a display above the gauge. During normal operation an automatic temperature limit system operates through the fuel by-pass system. If a failure occurs of the EGT limit signal for one engine then the digital display of VRL will show FL (failed limit). In this condition the system for automatic temperature limit is not available for the engine with the defective signal. The indication systems automatically references the applicable EGT to the EGT limit signal for the other engine. If the IEC is OFF it is necessary to consult charts to prevent the maximum allowable EGT being exceeded. Page 6-2-26 Jul 15/94 rn OW UFPeIUNE 0z1~000000004121 BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 SeD] ect utc EGT % mn uu Pintodin the UK, aU ee caee See] ect um? c EGT Temperature Sensing/Limiting System Page 6-2-27 Jul 15/94ie | PAOSEIDINEAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 Ignition System The combustion chamber is of the reverse annular construction type. it has two igniter plugs controlled by an igniter unit. The igniter unit is energised between 10% and 60% RPM during the start sequence. It is also energised by the NTS system to relight a failing engine and can be energised continuously in flight either in rain, icing or as deemed necessary by the pilot. There is no time limit for the use of continuous ignition in the air. Ignition switches in the roof panel (one for each engine) are identified with labels NORMAL and CONTINUOUS. NORMAL is the position for engine start and normal flight conditions. The NORMAL switch includes the auto-ignition circuit to be energised by the NTS auto-ignition switch. The auto-ignition system attempts to relight an engine which has “flamed-out." It is controlled by an auto ignition pressure switch in the NTS system, which is triggered by the rising NTS pressure, which activates the engine ignition system. The pressure switch incorporates a latching feature which ensures that the igniters remain active until after combustion is fully re-established. The auto-ignition system is armed during the engine start sequence and is disarmed by operation of either the STOP buttons or selecting the CONDITION levers to FEATHER. CONTINUOUS supplies continuous ignition to the two igniters in the related engine. For the operation of continuous ignition refer to the procedures given in MOM Vol. 1 and 2 and the Aircraft Flight Manual. A CAP or will come on whenever the appropriate engine auto or continuous ignition systems are operating. The caption will also be on between 10% and 60% RPM during an auto start. Page 6-2-28 Apr 15/96 nem ur pene 1280000Painted in the UK, 00004123 BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 Ignition System and Ignition Circuit Page 6-2-29 Jul 15/94BAe JETSTREAM Serles 4100 MANUFACTURERS OPERATING MANUAL VOL.4 eee | ° wo RS Sdlaen ©} wa scree > BES Uae Auto-ignition System Page 6-2-30 Jul 15/94 enon Y Pee b@L~0000BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 M. Pneumatic (Bleed Air) Systen Compressor bleed air is used for airframe and engine systems during any engine mode of overation from ground idle to maximum power. The bleed air system is used for = Air conditioning Hydraulic reservoir pressurisation De/anti-ice Fuel manifold purge system 3 input to the FCU. Engine anti-ice includes the compressor inlet area, P2 sensor and engine air inlet. 3 The compressor inlet and shroud area is supplied with a continuous flow of high temperature air. The air is bled from a tube which also sends air to the anti-ice control valve. High teriperature air from the anti-ice control valve supplies heat to the P2 probe and engine air inlet. The valve is controlled with a switch in the roof panel (one switch for each engine) identified with the label ENG/ELEV. The switch also controls the heater mats for the elevator horn. A caption above the switch will illuminate if the anti-ice control valve selected has not opened. If both captions are illuminated, the elevator-horn heater mats wil] not work. 00004125 Page 6-2-31 Jul 15/94Printad nthe UK, 00004127 She JETSTREAM ‘Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 wegiseo eel] ae Bleed Air System and Engine Anti-Ice System - 2 Page 6-2-33 | dul 15/94BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 Augmentation System A performance augmentation system is available to increase the engines available horsepower capacity. The -14GR/HR engines use an Automatic Performance Reserve (APR) system. If a failure occurs in one of the engines during take-off or janding the APR system increases engine power on the live engine. The APR system increases the fuel flow on the live engine through the fuel enrichment torque motor and raises the VRL on the live engine by 40°C. To arm the APR the PHR RES switch on the main instrument panel is set to ARM and the CONDITION levers on both engines are set above 99% engine speed. Arming is indicated by (aim) and (amr) (white) CAP captions. If during take-off negative torque is sensed on one engine the IEC of the other engine enables the APR logic. The IEC causes the enrichment valve to provide more fuel to the live engine. The torque of the live engine increases to 113% of the prevailing torque at the time of failure of the other engine but is limited to a red line maximum of 100%. The IEC increases the value set for the VRL by 40°C. This prevents operation of the temperature limiter and makes sure the increased fuel flow does not go through the by-pass. If APR fails to operate automatically the APR caption should be pressed to override the automatic function. ‘) Operation of APR is indicated by a 3 coreons caption below the PWR RES switch. On approach or landing with the POWER levers near FLIGHT IDLE and APR ARMed, if a single engine failure occurs APR is enabled by increasing the POWER lever on the live engine above 65% torque. The APR system will increase the power on the operating engine to reach the re-datumed EGT limit where it will be held by the temperature limiting system. In al] cases APR must be terminated after 10 minutes by setting the PWR RES switch to OFF. The use of the APR operation results in 300 hours being added to engine use per hour of APR and 12 cycles to the engine use every tine APR 1s used. The IEC records the use ° : Se Page 6-2-34 Apr 15/96 on om MI peru $+280000Pintedin the UK. 00004129 BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 APR System | Page 6-2-35 dui 15/94BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 TURBIE TEM Ly Air Density v Power Page 6-2-36 dul 15/94 yn oyu porwa 0€1~0000Printed nthe UK. 00004131 BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 ASABE ——+| nroranen janet = t Ho | : rorwenne eO—L—> altar an ee [> s | TEC/PN Functions Ir 2d Page 6-2-37 dul 15/94Printodin the UK, 00004133 BAe JETSTREAPA Sories 4100 MANUFACTURERS OPERATING MANUAL VOL.4 (3) Inputs to the IEC/PM are: (a) Power (28V dc) (b) Engine Generated Signals: = engine speed, Tt2.EGT.Ps5 - Pt? - torque = CONDITION lever position - auto-ignition switch - engine fuel flow = engine discretes. (c) Aircraft Generated Signals: torque limiter disable temperature limiter disable limiter test data record APR enable switch engine APR/Autofeather transducer (opposite engine) = cockpit discretes. (4) Outputs from the IEC/PM are: {a) Engine Load Signals: - enrichmen: torque motor + fuel reducing torque motor. (b) Aircraft Load Signals: - 0/60% relay = 10/60% relay = system pilot fault indication = VRL/EGT indicator - torque indicator - system fault maintenance indicator fuel limiting indicator APR ARMed indicator APR active indicator ignition active. (5) If the IEC fails or is switched OFF the following actions will take place: ~ The back up power supply (within the IEC) will maintain torque calibration for flight deck indication - The back up power supply will supply compensated EGT output to the EGT gauge - The TTL function is disabled - The VRL system is disabled. Page 6-2-39 Jul 15/94Printadin the UK, 00001494 BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 3. Engine Controls and Indications A. Centre Console The CONDITION levers on the right side of the centre console control the engine speed. In flight the CONDITION levers set the propeller governor to control the engine speed. The operating range is from 95% (TAXI) to 100% (FLIGHT) rpm. When the POWER levers are in the beta mode. the CONDITION levers set the USG RPM between 72% (TAXI) and 97% (FLIGHT). The normal position for ground operation is with the CONDITION Tever in the TAXI position. This condition decreases engine noise and there is less risk of propeller damage from foreign objects. To move the CONDITION lever from TAXI to FEATHER it is first necessary to push the associated LATCH RELEASE button on the centre console behind the CONDITION lever. When the CONDITION lever is set to FEATHER: - the propeller governor dumps governor oi1 output to the gear case - the manual fuel shut-off valve is closed - microswitches cause zhe LP and HP fuel valve and the LP hydraulic valve to close. The POWER levers, on the left side, contro} propeller blade angles jn the ground idie to REVERSE range (beta mode). REVERSE is set by moving the POWER levers fully aft. The first gate forward of REVERSE is the ground idle detent. This position provides zero thrust in static operating conditions. The ground operating (beta) range provides limited thrust for taxi operations. The forward limit of the beta range is set by the FLIGHT IDLE mechanics. The POWER levers must not be moved behind the FLIGHT IDLE latch in flight. From FLIGHT IDLE forward, the POWER levers schedule fuel flow and do not directly control propeller blade angles. There is a-friction lock knob on each side of the centre console to permit the POWER and CONDITION levers to be held in place once set. Roof Panel The ENGINE MANAGEMENT switcnes are installed in the roof panel: START LEFT/RIGHT STOP LEFT/RIGHT START MASTER FUEL ENRICH - PRESS ON MANUAL START COMPUTERS, IGNITION AND PROP SYNCHRO Page: 6-3-1 Nov 15/92BAe Series 4100 MANUFACTURERS OPERATING MANUAL VOLS Engine Controls-Centre Console Page 6-3-2 Nov 15/92 Syne w peru S610000Printodin tho UK, 00001496 a (2) (3) “ (5) BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 START LEFT/RIGHT When the START switch is pushed it causes the start sequence to operate. The start switch is electrically held in position until the engine goes to 60% RPM. When the START switch is operated the start circuit of the other engine cannot be energised. STOP LEFT/RIGHT The function of the STO? switch is to stop the engine or stop the start sequence. The high pressure fuel supply from the FCU is closed to stop the engine. Electrical power is also removed from the start circuits. During a normal engine shutdown the fuel systen purge air flows through the fuei control valve and nozzles as the fuel pressure decreases. This procedure will only occur if the engine has operated at more than 95% RPM. START MASTER If the START MASTER is set to LEFT GND or RIGHT GND electrical power is supplied to the applicable starter to turn the engine. The START MASTER and START switches must be operated for the same engine. If the START MASTER switch is at AIR, electrical power is supplied to the applicable engine unfeathering pump. This condition is used to permit an air start. FUEL ENRICH - PRESS ON During an automatic start sequence the IEC controls the torque motor included in the fuel enrichment system. When the IEC causes the torque motor to increase the fuel supplied to the engine. the FUEL ENRICH Tight comes on. If it is necessary to carry out a manual engine start, the pilot should press the FUEL ENRICH button to maintain the EGT close to 695°C until 60% RPM has been reached and the start sequence is complete. MANUAL START A rotary switch with four positions is installed. The switch permits a manual start of the engine if the auto start function of the IEC (or the IEC) is unserviceable or in the OFF condition. The ENERGISE position arms the circuit which holds the START switch in position and must be selected before the START button is pressed. IGNITE is selected at 10% RPM and opens the fuel shutdown valve and permits fuel flow to the engine. It also energizes the igniters and arms the fuel enrichment system. Page 6-3-3 Nov 15/92Bae JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 ea rer Roof Panel - Engine Management Page 6-3-4 Apr 15/96 ‘yn 91 U pew 91280000Prinlodin tha UK. 00003444 c BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 The 60% position is selected when the engine RPM reaches 60%. It supplies the functions of the 60% relay in the IEC automatic start system. NORMAL is selected when the engine reaches ground idle RPK and is the position of the selector for normal operation of the engine start system. The position of the START NASTER switch sets which engine is to be started with the MANUAL system. The manual start system is also used to supply @ good flow of air through the engine during a ventilation run. (6) COMPUTERS, “IGNITION AND PROP SYNCRO Switches are installed to control the supply of 28V dc power to: IEC (LEFT/RIGHT) TTL torque motors (LEFT/RIGHT) IGNITION circuits (LEFT/RIGHT) PROP SYNCRO. The ignition circuits can be set to NORMAL (auto) or CONTINUOUS (on). Engine Indications ‘The engine instrument panel shows the following information: FUEL QTY - FF/FU - ROT SPEED & EGTeC TORQUE & EGT LIMIT °C Fuel by-pass (TTL). There is a set of gauges and indications for each engine but only one FUEL USED, RESET and SET TORQUE system which sets or changes the setting on the appropriate gauges of both engines. Torque and rotational speed data for each engine is sent to the flight data acquisition unit. This data is recorded by the FOR. OIL PRESSURE/TEMPERATURE and FUEL PRESSURE are shown on a supplementary gauge installed above the engine instrument panel. (1) FUEL, QTY A digital indication of the fuel quantity in each of the wing ‘tanks is shown. Page 6-3-5 Ju? 1/93BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 (2) FF/FU Fuel flow (FF) is shown on the outer scale of the gauge. The value is also shown with a digital indication in the centre of the gauge. The fuel used (FU) indication is shown when the PUSH/FUEL USED button at the bottom of the instrument panel ‘is pushed. (3) RPM & The engine speed signal is cenerated by a monopole within the engine gearbox and is output directly to the EIS. The ‘instruments indicate percentage rotational speed using a digital display at their centre. In addition, there is a simulated analogue pointer moving around the circumference of the instrument to give the pilot rate-of-change information. There are no scale graduations. The circumference has an amber arc between the pointer positions corresponding to 65% and 95%, a green arc from 95% to 101%, an amber arc from 101% to 105%, a red radial line at 105% and a red arc between 105% and 110%. (4) EGTeC The IEC continuously computes the EGT limit for its engine and outputs this value to the EIS. The EGT limit for each engine is displayed immediately above each engine's EGT display. The compensated EGT output from each IEC is supplied to the EIS displays. The circumference of the EGT instrument is marked with a green arc, a red radial line and a red arc, These markings are fixed, and there is no scale. At all times, the red radial represents the EGT limit, and a circumferential simulated analogue pointer represents the difference between the actual EGT and the EGT limit. During starting, the green arc represents a range of 0 to 770°C and the red radial represents the start limit of 770°C. During normal operation (above 60% engine speed), the green arc represents a range from EGT limit minus 400°C to the EGT limit. The pointer gives a clear indication of engine EGT relative to the limit, Particularly when EGT is rapidly approaching the limit. When the digital EGT value equals the digital EGT limit value, the pointer is directly in line with the red radial line. Page 6-3-6 Nov 15/92 11 84 U Pete 86710000Printed the U.K. 00002919 BAe JETSTREAM ‘Series 4400 MANUFACTURERS OPERATING MANUAL VOL.4 Engine Indications [| Page 6-3-7 Apr 15/93(5) BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 There are two white radial lines near the top of the green arc. The first is positioned 10°C below the red radial and provides an easy reference for the pilot to set a cruise EGT approximately 10°C below the limit. The second white radial is positioned at 50°C below the red radial. When engine speed is reduced from 100% to cruise rpm, the computed EGT limit reduces by approximately 30°C. To avoid an inadvertent over temperature during the transition from take-off to the en- route climb setting the power should be reduced first to give an EGT 50°C below the limit, and then to reduce the engine speed. The white radial provides an aid for carrying out this routine procedure. In the event of a failure of the IEC, the EGT limit signal would be lost. However, the EIS recognises this situation and will automatically reference the EGT with respect to the operative EGT limit signal, and will position the pointer accordingly. At the same time the limit display will read “FL" (failed limit) and the engine will no longer have automatic temperature limiting protection. EGT LIMIT °C The EGT limit °C box will indicate as follows: - During engine start from 0-65% RPM-Ground start limit 770 = 65-95% RPM-IEC calculates ground handling limit - 95-100%-calculates flight limit. During take-off the EGT limit is raised by 10°C. When the torque is raised above 65% the EGT limit and VRL will roll back 10°C five minutes after take off but the TTL is still locked into the take-off EGT limit. When cruise RPM is selected the CONDITION lever retarded below 98% RPM, the EGT limit and VRL are reset to the calculated maximum continuous limit and the TTL is also locked into this new limit. As the CONDITION lever is reset to FLIGHT (100% RPM) during the approach chécks the EGT limit and VRL are reset to the calculated take-off limit, based on ambient conditions, for 5 minutes. If a “touch and go" landing is carried out the 5 minute timer is reset as the power increases through 65% torque after the “go” has been commenced. Page 6-3-8 Apr 15/93 nen u porurd 44620000Printed nthe UK. 00000961 3) a (8) 9) BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 TORQUE Torque is shown on the the top gauge as a percentage with a Jine on the outer scale of the gauge. This value is also shown digitally in the centre of the gauge. The gauge is rec lined at 100%. A SET TORQUE knob is installed on the bottom of the engine instrumenz panel. This permits scheduled torque to be set. It is shown with two short parallel lines on the outer scale of the gauge. The scheduled torque is also shown digitally in a small box (SET) at the top of the engine ‘instrument panel. The analogue scale reads from 0 to 120% and the digital -20% to +120%. The scale is marked with graduations every 10%, has a green arc from 0 to 100%, red line at 100% and red arc from 100 to 120%. The range of the SET TORQUE knob is 60 to 100%. Fuel by-pass Fuel by-pass operation (TTL torque motor) is shown with a green TTL light at the top corner of the panel. One light supplied for each engine. Fuel Pressure Indication Fuel pressure is indicated by one of the pointers on an anologue triple gauge (one per engine) immediately above the EFIS. The scale is from zero to 70 psi and is marked with a red radial line at 10 psi, a green arc from 10-65 psi and @ red radial at 65 psi. There are scale markings every 5 psi. Oil Pressure Indication Oi) pressure is indicated by one of the pointers on the analogue triple gauge. The scale runs from zero to 100 psi and is marked with a red radial line at 30 psi, an amber arc from 65-85 psi and a red radial at 85 psi. There are scale markings every 10 psi. (10)0i1 Temperature Indication 011 temperature is indicated by the third pointer on the triple gauge. The scale runs from -50 to +150 deg C and is marked with a red radia) line at -35 °C, an amber arc from 35 to +55°C, a green arc from 55 to 110 °C, an amber arc from 110 to 127 °C and a red radial at 127°C. There are scale markings every 10 degrees. Page 6-3-9 Aug 31/92BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 D. Indications of Exceedence of Limits In addition to the position of the pointers and the actual numeric indications, the following indications are given if engine parameter limits are exceeded. Torque: EGT - START: EGT - NORMAL: RPM: E. CAP Indications At 101% LED digits show reverse video and return to normal below 100%. At 104% the display flashes and continues to flash until the torque reduces below 100% At 721°C LED digits show reverse video and return to normal below 720°C. At 771°C the display flashes and continues to flash until the EGT reduces below 770°C. At EGT limit + 5°C, LED digits show reverse video and return to normal below LIMIT. At EGT limit + 10°C,.the display flashes and continues to flash until the E6T reduces below Timit. At 101.1% LED digits show reverse video and return to normal below 101%. At 105.1% the display flashes and continues to flash until the RPM reduces below 101%. A 30 second timer starts at 101.1% and the display will flash if the time limit is exceeded. The time stops when the RPM reduces below 101%. Hazard (red) CAP indications are supplied for each engine indication system malfunction or flight condition which must be corrected immediately. The hazard CAP indications are as follows: LFIRE| az) ToL Press Tom Tes} Engine zone 1 excessive temperature Propeller in BETA mode during flight Engine oi1 pressure is less than 27 psi Engine oi] temperature is above 131°C. Page 6-3-10 dul 15/94 1 UPL sel70000Printadin the UK. 00000963 BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 Caution. (amber) CAP indications are supplied for each engine indication system malfunction or flight which can be corrected at a subsequent time. The caution CAP indications are as follows: (+ Fault found in engine fire sensing system (Coven) + Engine zone 2 high temperature ({SBF}* Fault found in engine temperature sensing system (ties) * TEC failure (5S) + ‘The detection system for magnetic 011 contamination shows a contamination condition. White CAP indications are supplied for each engine to show set armed, reversionary or abnormal system condition. The white CAP indication is: Ter )* APR system armed before take-off. Red and amber lights are installed in the glareshield. These lights flash to show the crew that there is a warning or caution condition. Dedicated audio warnings are also supplied. A Continuous triple audio chime operates together with the red Captions. A single audio chime operates together with the amber captions. When the red or amber lights are pushed this will cancel the applicable light. This also cancels the fire bell if it has operated as a fire warning. Green captions to indicate the normal operation of @ selected system are supplied for: ([eerq] + Propeller in beta mode on the ground (EREJ} + 011 cooler Flaps open. * Captions marked * have separate warnings for the left and the right systems Page 6-3-11 Aug 31/92BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL4 =) nen u peng 2° S 3 Ss Ss oS a £ CAP-Engine Indications Page 6-3-12 Aug 31/92Pintadin the UK. 00003806 BAe JETSTREAM ‘Series 4400 MANUFACTURERS OPERATING MANUAL VOL.4 Engi f. fon General The following pages show the sequence of engine operation from Preflight through to engine Shutdown preceded by a short description of the engine controls. A. CONDITION LEVER The CONDITION levers move fore and aft on the centre console. The identified positions on the centre console are: > FLIGHT - TAXI = FEATHER SHUT-OFF. When the aircraft is on the ground the CONDITION lever is set to the TAXI position. During flight the lever is set to the FLIGHT or cruise position. The levers can only be moved aft (from TAXI to the FEATHER SHUT-OFF position) when the related LATCH RELEASE BUTTON is depressed. Movement of the CONDITION lever rearwards to the FEATHER SHUT-OFF posit‘on, closes the fuel HP and LP valves via a microswitch on the lever assembly. POWER LEVER The POWER levers move fore and aft on the centre console. There is a latch lever in front of the power levers. The identified positions on the centre console are: MAX FLIGHT IDLE GRND START REVERSE. When the aircraft is on the ground the POWER levers can be set to ali positions between FLIGHT IDLE and REVERSE. During flight the lever is set to the necessary position between FLIGHT IDLE and MAX. When the aircraft is on the ground the latch lever must be operated to let the power lever move back through FLIGHT IDLE. During flight this movement is prevented because of the flight idie bautk solenoid. The baulk solenoid is engaged 3 seconds after both main gear weight-on-wheels switches have operated (operation of either weight-on-wheels switch during the 3 seconds will re-~ start the time delay). On landing, operation of either main leg weight-on-wheels switch will disengage the baulk solenoid. On the ground the flight control gust lock prevents the movement of both power levers forward of FLIGHT IDLE and only one power lever at a time can be moved forward for test functions. Page 6-4-1 Nov 15/93c. Ae JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 Preflight A preflight inspection must be completed before the engine is started. Remove the engine inlet cover and examine the inlet P2/T2 probes and compressor blades for damage. Make sure there is no sign of of] in the engine inlet area. Measure the engine oi] level and make sure the filler cap is correctly installed. Make sure the propeller is on the start latches. Turn the propeller by hand through three or four turns and listen for unusual noises. Remove the cover from the exhaust pipe and examine the turbine blades for damage. Make sure there are no signs of oi] leakage at the turbine seal area. Remove ail loose objects from the area, these objects can cause damage to the propeller or engine. Check the control levers for freedom of travel and position the CONDITION levers to TAXI. Place the POWER levers at or slightly behind FLIGHT IDLE. Before starting the engines ensure the batteries are fully charged or a ground power unit of sufficient capacity is used (Chapter 5-Electrics). Cranking When the START switch is pushed 24V are supplied to the starter motor. AS the engine and propeller start to turn, the rpm gauge shows an increase. If oil temperature is less than 3°C the de-oil solenoids will open. This lets case air into the suction lines of the supply/scavenge pumps, removes the load from the pumps and decreases drag. If the oi] temperature is more than 3°C the de-oil solenoids stay closed. Page 6-4-2 Aug 1/92 nem My porupg 6970000002620000 Pre-flight and CrankingE. BAe JETSTREAM Series $100 MANUFACTURERS OPERATING MANUAL VOL.4 Lightoff at 10% When the engine reaches 10% RPM. there is sufficient airflow through the power section to sustain combustion. At 10% RPM the TEC transmits signals that operate the ignition system and enables the fuel valve in the fuel control. The motive flow lockout pilot solenoid closes, preventing by-pass of fuel from the engine. As fuel enters the combustion chamber, combustion occurs, a rise in the EGT shows that the engine has combustion. The engines EGT and acceleration rate must be monitored. If lightoff does not occur within ten seconds after reaching 10% RPM. the start should be aborted. Acceleration Engine acceleration is a function of the increasing compressor discharge air flow and pressure which controls the fuel metering valve schedule. The fuel enrichment torque motor is used to add fuel to the basic fuel contro) start and acceleration fuel schedule. The acceleration schedule is biased by the engine inlet temperature and inlet pressure. Engine acceleration is monitored by the IEC which sets a limit of 695°C EGT for the enrichment system operation. The maximum permitted start and acceleration EGT is kept to a limit of 770°C for one second. If the EGT goes near or is more than 770°C the start sequence must be stopped. Monitor the of] pressure to make sure it increases before the engine speed goes to 65% RPM. Page 6-4-4 Nov 15/92 emu peime 0+S+0000000029216. BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 60% RPM The 60% speed switch removes the electrical power from the ignition and starter motor circuits. The fuel flow and RPM will continue to increase. Increased engine speed and airflow causes the EGT to decrease. The pilot-solenoid of the motive-flow lockout opens to let fuel go to the heater. If the de-oi] solenoids were open they will close and oil pressure will quickly increase. On Speed Engine acceleration continues until the USG senses the engines speed approaching its controlling range. The USG takes control of the fuel metering valve. The CONDITION lever TAXI position establishes the USG minimum setting at 72% RPM. Page 6-4-6 Nov 15/92 wn eM ULERY ylSLo000%2620000: BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOLA Release of the Propeller Start Latches During start and acceleration, mechanical latches in the propeller dome hold the piston and propeller blades to a minimum angle. Before the engine can do useful work, the propeller blade latches must be disengaged. The start latches are disengaged when the POWER levers are moved to a position slightly behind ground idle. This action moves the propeller dlades in the direction of the reverse angle position and allows the start latches to retract. This gives the pilot control of the propeller blade pitch angle during normal ground operation. The USG controls the engine speed. The POWER lever controls the pitch angle of the propeller blade through mechanical connections to the PPC. Taxi (Low RPM) After disengaging the propeller start latches, taxiing the aircraft only requires moving the POWER levers to produce the required thrust. As power changes are made during taxi, the cockpit indicators will show a corresponding increase or decrease in power, fuel flow. EGT and RPM. To taxi the aircraft, advance the POWER levers ahead of ground idle for forward thrust. For braking-or slowing the aircraft the POWER levers can be moved aft of ground idle towards the REVERSE thrust position. The amount of POWER lever movement required to taxi depends upon the aircraft weight, wind and ramp conditions. For noise considerations the CONDITION lever is left in the TAXI position. Page 6-4-8 Nov 15/92 nom M pote S1S10000Peintedin the UK, 00002923 BAe JETSTREAM Sores 4100 MANUFACTURERS OPERATING MANUAL VOLS. RELEASING THE PROPELLER LOCKS exaIne conTRoLs Taxi rero-1ce3s Releasing the Proveller Locks and Taxi Page 6-4-9 Apr 15/93kK. Le BAe JETSTREAM Series $400 MANUFACTURERS OPERATING MANUAL VOL.4 Prepare for Take-off For take-off, advance the CONDITION levers to the FLIGHT position. The engines accelerate to the USG high setting of 97% RPM. The IEC signal positions the VRL pointer on the EGT gauge to the maximum permissible take-off EGT limit for the existing ambient conditions. Take-off When advancing the POWER levers ahead of FLIGHT IDLE, the fuel control unit transfers contro] of engine fuel from the USG to the POWER lever. Propeller control is transferred from the PPC to the PG. The POKER lever now controls fuel flow through linkage connections to the FCU. Advancing the POWER levers toward the MAX Position increases fuel flow and engine power faster than the load increases. This results in the engine speed increasing fron 97 to 100% RPM. The PG controls propeller blade pitch angle to match load and Power to maintain engine speed at 100% RPM during-take-off. The POWER lever is advanced until the torque or temperature limit is reached. As the POWER lever is advanced the PG continues to increase blade angle and the aircraft accelerates down the runway. Page 6-4-10 Nov 15/92 yeu u peje 61910000Printed inthe U.K 00002924 BAe JETSTREAM Series 4400 MANUFACTURERS OPERATING MANUAL VOL.4 tos sreeo swirex. ‘VBL TAKEOFF TEMPERATURE ENABLED (RPM STABILIZES AT 97% PREPARATION FOR TAKE OFF oe exams conTAOLS MAXIMUM POWER rerosone Preparation for Take-Off and Maximum Power Page 6-4-11 Apr 15/93BAe JETSTREAM Sories 4100 MANUFACTURERS OPERATING MANUAL VOLA Setting Cruise Power During climb an increase in EGT while the RPM remains steady at 100% will be seen. This is due to the change of air density as altitude increases. At some altitude the engine power and EGT will be at their limit. When this happens the EGT output decreases as the aircraft continues its climb. Having reached the assigned altitude reduce the engine to a lower cruise RPM. To set the engine to cruise, first reduce fuel flow by retarding the POWER levers and observing that the indicated EGT is at least 50°C below VRL. Second, retard the CONDITION levers to reduce speeds to cruise RPM. Third, re-set cruise power with the POWER levers. Do not allow the EGT to exceed VRL limit. Descent -Approach Before commencing the descent the CONDITION levers must be set to FLIGHT-and remain in that setting until the end of the landing roll. Under ideal conditions the POKER levers will be set to FLIGHT IDLE but may be set as required to maintain the correct approach path. Page 6-4-12 Apr 15/93 24 04 Uo 2620000Printedin te UK, 00002925 BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 1. RETARD THE POWER LEVER cRUISE DESCENT Cruise and Descent Page 6-4-13 Apr 15/930. BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 Flare on Landing As the aircraft approaches the threshold, the POWER levers are moved to FLIGHT IDLE. After touchdown and rollout the forward speed decreases. RPM will decrease to less than the value set at the PG. At 97% RPM, the USG starts to control the fuel and maintains RPM. When the aircraft is on the ground the POWER levers must be moved to ground idle. This will cause the aircraft speed to decrease because of the discing propellers. Reverse Thrust-Braking During the landing roll the green beta lights will come on. This shows sufficient beta oi] pressure is available for use of reverse thrust. The two green lights mus: be on before REVERSE is selected unless one engine is shutdown. The green light on the serviceable engine must be on before reverse thrust braking is selected. The speed of the aircraft will decrease when the POWER levers are moved aft of ground idle in the direction of the REVERSE position. The quantity of REVERSE used is related to the length of the runway. Ground idle is effectively zero degrees pitch, and is highly effective in bringing the aircraft to a halt. Use of reverse power increases engine wear, and especially with the low air intake, can induce foreign objects into the engine. Care should, therefore, be taken in the amount of reverse power used and its use restricted to that which is necessary for the safe operation of the aircraft on the ground. Page 6-4-14 Nov 15/92 0 OMNI 91510000Pinted inthe UK. 00002926 BAe JETSTREAM ‘Series 4100 MANUFACTURERS OPERATING MANUAL VOL4 PROPELLER SADE ANGLES MATCHED FUEL FLOW ADJUSTED 10 PROVIDE + SaMe ORAG LEFT AND ROW FLARE ON LANDING . REVERSE T4RUST - BRAKING re-roto2se Flare on Landing and Reverse Thrust-Braking Page 6-4-15 Apr 15/93Qa. BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 Taxi-Low RPM When the aircraft is off the runway, the CONDITION lever can be moved to the TAXI position. The aircraft can then be moved by use of the POWER lever. For shutdown purposes the three minute cooldown period may begin at this time. Shutdown With the aircraft parked and the three minute cooldown complete, the engine can be shutdown. When the STOP switch is pushed this opens the fuel pump/shutdown valve. Purge air goes into the manifolds. This causes the RPM and EGT values to increase momentarily, then a continuous decrease in the two values will occur. The pressure pump de-oi1 solenoid will open. This removes the load from the pressure pump and prevents the flow of oi1 to the gearbox. At approximately 50% RPM move the POWER levers to full REVERSE and hold them to put the propeller on the start jatches. The POWER lever must be held in this position until] RPM is less than 10%. When less than 10% RPM, the POWER levers are put back to the FLIGHT IDLE position. The propeller must be turned by hand three or four turns to give a good flow of air through the engine. This helps cool the engine and removes some of the remaining combustion gases. If a quick turn around is scheduled the residual EGT should be 200°C or less. If the EGT is too high, wait until it decreases or turn the Propeller by hand. A start may be made by motoring the engine to 15% RPM or 200°C, whichever comes first, then continue start. Page 6-4-16 Nov 15/92 rn om u pea 41S10000Printed into UK. 00002927 BAe JETSTREAM ‘Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 FucL conTROLLED BY Use POWER LEVER AS REGUIRED PROPELLER CONTROLLED BY PPE TAX! SHUTDOWN 7e-1049030 Taxi and Shutdown Page 6-4-17 | Apr 15/93BAe JETSTREAM Series 4100 MANUFACTURERS OPERATING MANUAL VOL.4 NOTE: It is very important to the life of the engine to remember: Always charge the air purge system when the engine is run. even for taxi only operations Always allow the 3-minute cool down Always pull the propeller through after shutdown to disperse the hot gases. Page 6-4-18 Aug 1/92 rn em 4 porta $8v00000Plintedin the UK, 00000486 BAe JETSTREAM ‘Sertes 4100 MANUFACTURERS OPERATING MANUAL VOL.4 5. Drills Section 4 only gives the sequerce of operation to aid the identification and location of the engine controls. It also gives the indications which will usually occur during the different steps of normal operation. The Flight Manual or MOM Volume 1 must always be referred to for ali normal. abrormal and emergency engine drills. This also includes a1] procedures which use engine start, air start. shutdown etc. instructions. Page 6-5-1 Aug 1/92