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PW100 Large - Training Manual Up
PW100 Large - Training Manual Up
TRAINING MANUAL
INTRODUCTION
FOKKER .............................................................12.11
Overview ...............................................................12.12
Hydraulic and Pneumatic section..........................12.14
Overspeed Governor Test......................................12.16
Troubleshooting...................................................12.18
ENGINE MODELS 121A 123 123B 123C 123D 123E 123AF 124B 125B
BUILD SPEC. 707 785 838 839 869 723 724 or 726 647 or 761
AIRCRAFT MODEL ATR42 DASH 8 DASH 8 DASH 8 DASH 8 DASH 8 CL215T ATR72 F50
CL415
AIRCRAFT SERIES 400 300 300 200 200 300 200 100
New Engine S/N series AD AE AR AT AG AF AH AJ
ENGINE MODELS 126 126A 127 127B 127C 127D 127E 127F
BUILD SPEC. 691 743 774 812 or 813 799 823 850
AIRCRAFT MODEL ATP ATP ATR72 F50 CATIC J-61 ATR42 ATR72
AIRCRAFT SERIES 210 300 200A 500 210A
New Engine S/N series AK AS AL AM
MECHANICALLY MECHANICALLY
SIMILAR TO PW120 SIMILAR TO PW120A
BUT HAVING INCREASED BUT HAVING INCREASED
MAX. CONTINUOUS AND RATINGS.
CRUISE RATING.
GENEALOGY CHART
PW123
PW123E CROSS-SECTION
PW124/125/126/127 CROSS-SECTION
BEARINGS
FLANGES
STATIONS
STATIONS
52 31 63 10 6 43 39 42 38 47 34
50
11
64
58 23 16 17 33 26 41 40 24 60 25
51 52 31 62 5 6 10 43 28 39 42 38 29 34
59 58 23 16 17 33 26 41 40 55 24 25 50 64 62 31 9
52 8 31 62 5 6 10 43 39 42 38
59 58 23 16 17 26 41 40 24 25 64 62
51 52 31 5 6 10 43 27 39 28 38 29
59 58 23 17 16 33 26 41 40 24 25 64 62
P2.5 CHECK
VALVE
LP DIFFUSER
PIPE
LP SHROUD
HOUSING GAS GENERATOR
CASE
AGB
REAR VIEW HP IMPELLER
REAR INLET
CASE HP SHROUD HOUSING
FRONT VIEW
INTERCOMPRESSOR
FRONT INLET CASE
CASE
LP DIFFUSER CASE
LP IMPELLER
OIL TANK
SHROUD BLEED
P2.4 FROM
LP DIFFUSER
PIPE
SERVO VALVE
SERVO VALVE
PREFORMED PACKINGS
INTERCOMPRESSOR
CASE (REF.)
HOUSING COVER
P2..5 DUCT
PISTON
SERVO RESTRICTOR
VALVE
SERVO TUBE
CONTROLLED
MANIFOLD P2..4 BLEED
P2..4
ELECTRICAL SCREEN
FROM EEC/AFCU HARNESS
CONNECTION
OPEN POSITION CLOSED POSITION
PLA
T1.8
NH
PAMB
{
ADC PALT
HBV
TAMB
TO ECS
HBV CONTROL
PRESSURE
SWITCH
P2.5 SHUTOFF &
CHECK VALVES
HOUSING ASSY P3 P3
O
P
E C
N L
SEAT O
S
E
PISTON D
P2.5
CLEANING SOLUTIONS/STEEL
TANK 5 U.S. GALS. (19 LITERS)
CAPACITY WORKING PR.
AIR SUPPLY VALVE
50 P.S.I. (345 kPa)
SHUT OFF VALVE
MAIN OIL FILTER
PRESSURE
GAGE
VALVE VALVE
RELIEF
VALVE
TO WASH NOZZLE
AIR/NITROGEN RECIRCULATION
PRESSURE SOURCE PUMP
REGULATED UP TO
50 P.S.I. (345 kPa)
COVER
WASH NOZZLE
COMPRESSOR WASH
OUTER LINER
COOLINGS RINGS
P3
P3
HP TURBINE INSTALLED
TRIPLE VANES
HP VANE ASSY
HP TURBINE
VANE RING
POWER
TURBINES
HP
TURBINE
HP TURBINE PARTS
HP BLADES
HOT SECTION
LP TURBINE
VANE RING INTER STAGE
TURBINE CASE
HP TURBINE
VANE RING
POWER
TURBINES
HP
TURBINE
LP TURBINE
HOT SECTION
HP TURBINE
VANE RING
PT ASSY
HP
TURBINE 2 ND PT
LP
TURBINE
HOT SECTION
HP VANE RING
– INCREASE AREA......................................................................................................................................................NL → Nh ↓ WF ↑ T6 ↑
LP VANE RING
– INCREASE AREA......................................................................................................................................................NL ↓ Nh ↑ WF ↑ T6 ↑
PT VANE RING
– INCREASE AREA......................................................................................................................................................NL ↑ Nh → WF ↑ T6 ↓
HP TURBINE
– INCREASE TIP CLEARANCE ...................................................................................................................................NL ↑ Nh ↓ WF ↑ T6 ↑
LP TURBINE
– INCREASE TIP CLEARANCE ...................................................................................................................................NL ↓ Nh ↑ WF ↑ T6 ↑
PT TURBINE
– INCREASE TIP CLEARANCE ................................................................................................................................... NL ↑ Nh ↑ WF ↑ T6 ↑
↑: UP
↓: DOWN
→: SAME
FOR TRAINING USE ONLY 3.14
GEARBOX
PRE-SB PRE PROP SEAL
RGB EXTERNAL VIEW PROP. SHAFT SEAL: POST PROP SEAL
POST-SB
IDLER GEAR
AC GENERATOR
(IDG FOR FOKKER)
PCU DRIVE
COUPLING
FIRST STAGE
HELICAL GEAR
TORQUE SHAFT
SECOND
STAGE
PINION
GEARS
FIRST STAGE
HELICAL GEAR
IDLER
GEAR
AC GENERATOR
PCU COUPLING
TORQUE
BULL GEAR SENSOR
FIRST STAGE
HELICAL GEAR
PROP. COUPLING
BRAKE SHAFT
(ATR ONLY)
SECOND
STAGE HELICAL INPUT DRIVE SHAFT
PINION
GEARS TORQUE TORQUE SHAFT
SENSOR FIRST STAGE HELICAL GEAR
DRIVE SHAFT
MANUAL
CONTROL
TOWER
SHAFT
OIL PUMP
DRIVE SHAFT
CARBON
SEAL
BEVEL
GEAR
HP IMPELLER
21 311 SPACER
DRIVE COVER
HORIZONTAL
POST SB 20768 SHAFT SHAFT STOP
SPACER
POST SB 21311
CARBON SEAL
ADAPTOR CARBON SEAL
ADAPTOR
GASKET
PRE SB
TRANSFER TUBE
VIEW LOOKING FORWARD
ANGLE DRIVE
GEARBOX
"O" RING
POST SB
COVER
3/8" DRIVE
ACCESSORY GEARBOX
RESTRICTOR
ACCESSORY
PRESSURE GEARBOX
REGULATING ANGLE DRIVE
VALVE GEARBOX
RESTRICTOR
ACCESSORY
PRESSURE GEARBOX
REGULATING ANGLE DRIVE
VALVE GEARBOX
BYPASS VALVE
PRESSURE FILTER
CHECK VALVE
PISTON
SPRING
COVER
COVER
WASHERS
Engine Oil Temperature Oil Pressure Oil Oil Tank Impending Bypass Indicator
Consumption Capacity
Model Starting Max. Min. Transient Normal Min. Max. Electrical Mechanical
°C °C °C °C PSID PSID lb/hr lbs Switch Popout
PW121A -40 115 0 125 55-65 40 .3 36.0 X
PW123/A/B/ -54 115 0 125 55-65 40 .4 38.3 X
C/D/E
PW123AF -40 115 0 125 55-65 40 .5 38.3 X
PW124B -54 115 0 125 55-65 40 .5 38.3 X
PW125B -54 115 0 125 55-65 40 .5 45.0 X
PW126 -40 115 0 125 55-65 40 .5 38.3 X
PW126A -40 115 0 125 55-65 40 .5 38.3 X
PW127 -40 125 0 140 55-65 40 .5 38.3 X
PW127B -40 125 0 140 55-65 40 .5 36.4 X
PW127C -40 125 0 140 55-65 40 .5
PW127D -40 125 0 140 55-65 40 .5 38.3
PW127E -40 125 0 140 55-65 40 .5 38.3 X
PRESSURE
REGULATING OIL SUPPLY
VALVE # 1-2 BRG
T6 TRIM
PROBE
LOCATION
OIL TANK
14.70 17.10
17.27 50 51 30
17.31 PRESSURE
ACCESSORY
RESTRICTOR
PRESSURE GEARBOX
REGULATING ANGLE DRIVE
VALVE GEARBOX
OIL
PRESSURE
GAGE
CAVITY
IDG
COOLER *
PRESSURE
IDG RELIEF
VALVE BLOWNDOWN STRAINER
BLOWNDOWN
OIL TANK
AIRCRAFT SCAVENGE
OIL COOLER FROM
PRESSURE RED. G/B
PUMP EXTERNAL VIEW OIL PUMP SIGHT GLASS NO.3,4,5
CAVITY SCAVENGE BLOWNDOWN
NO.6 & 7 BRG CAVITY
TURBOMACHINERY OIL SYSTEM PUMP
DRAIN TANK
SCAVENGE PUMP
PW126 ONLY
MAIN
FUEL COOLED OILTANK
AUXILIARY OIL COOLER
OVERSPEED TANK
GOVERNOR CHIP
DETECTOR
BYPASS
PROPELLER VALVE
CONTROL UNIT IMPENDING
BYPASS
INDICATOR
RGB GEAR TRAIN RED. G/B
SCAVENGE REDUCTION
SUMP ANTI SYPHON FILTER GEARBOX
LINE SCAVENGE
PUMP
CHIP
DETECTOR SCREEN
ANTI ICING OF
FRONT INLET CASE
ENGINE OIL (PRESSURE)
PROPELLER CONTROL OIL
SCAVENGE OIL REDUCTION GEARBOX OIL SYSTEM
MAIN
OILTANK
AUXILIARY OIL COOLED CHIP
OVERSPEED TANK AC GENERATOR DETECTOR
GOVERNOR
BYPASS
VALVE
PROPELLER IMPENDING
CONTROL UNIT AC GENERATOR BYPASS
SCAVENGE INDICATOR
CAVITY RED. G/B
SCAVENGE
RGB GEAR TRAIN FILTER
PROPELLER
ACTUATOR SUMP CHIP
DETECTOR AC GENERATOR
SCAVENGE PUMP
CHIP
DETECTOR SCREEN ANTI SYPHON
LINE REDUCTION
GEARBOX
ANTI ICING OF SCAVENGE
FRONT INLET CASE PUMP
ENGINE OIL (PRESSURE)
PROPELLER CONTROL OIL TURBOMACHINERY OIL SYSTEM
SCAVENGE OIL DASH 8, ATP & JETSTREAM
BYPASS VALVE
FILTER
COVER
PUMP ASSY
OIL FILTER
Oil level is checked overnight Run engine, check engine oil level within 30 minutes from shutdown
Oil pump pressure relief valve Replace oil pump pressure relief valve assembly
Fuel in oil system, fuel cooled oil cooler See oil tank level too high troubleshooting, caused be fuel cooled oil
internal leakage cooler internal leakage.
AGB breather blocked/restricted Rectify cause of blockage (horizontal shaft plug moving)
Airframe air cycle machine (if oil lubricated) Run engine with maximum heating selected; - if oil odor stops check
airframe air cycle machine, - if oil odor persists check engine.
External oil leak to engine intake Check propeller blade seal, etc. For leakage
Internal leak into propeller hub Replace propeller actuator seals or propeller
VALVE
SEAT
OUTER
HOUSING
ACCESSORY CARBON
GEARBOX SEAL
BREATHER AIR
AIR
TRANSFER
TUBE
PT SHAFT AIRFLOW
CARBON SEAL
LP IMPELLER
HP IMPELLER
P2.5
POWER
TURBINES
POWER
TURBINES
NH2 PULSE
PICK-UP PROBE
REAR INLET CASE INTERCOMPRESSOR
CASE NP PULSE
STARTER PICK-UP PROBE
GENERATOR
DRIVE PAD
6 ITT
˚C X 100
4
2 10
0 12
TRIM
RESISTOR
TORQUE SENSOR
TORQUE SENSOR SPACER
PREFORMED
PACKING
ENGINE
AT REST
VIEW LOOKING
FORWARD
REAR
ENGINE FLANGE
RUNNING
ROTATION
POST SB
TORQUE REFERENCE
SHAFT SHAFT
TORQUE SHAFT
PW123 ONLY
TORQUE SHAFT
(TSC) SCU
60
TSC
40 80
TORQUE
20
% 100
TORQUE SHAFT
PW123 SERIES
REFERENCE TUBE
EEC
AUTO FEATHER
UNIT (AFU)
Q1
TORQUE SHAFT
CARACTERIZATION PLUG
TORQUE MEASUREMENT SYSTEM
GAIN (SLOPE)
BEFORE
TRIMMING
TORQUE TUBE REF.TUBE
LOW TORQUE
{
A
BIAS B
(OFFSET)
DYNO Q
HIGH TORQUE
NH COCKPIT GAGE
NH
NH (1) ATP/FOKKER
EEC RATED TORQUE (Q BUG)
(N/A FOR CANADAIR) (ATR/ATP/FOKKER/DASH-8)
N.B.: ATR: Q BUG FROM FDAU
DUAL COIL BACK-UP FOR PW127
FOR PW127 ACTUAL TORQUE
Q2 (NP DERIVED) AFCU (CANADAIR) ATR:DIGITAL INDICATION
ATP:DIGITAL AND IN EEC MODE=
TQ2 ALSO ANALOG
DASH-8/FOKKER/CANADAIR=
N.B.: COMBINED IN DIGITAL AND ANALOG INDICATION
ONE PROBE FOR DASH-8
DUAL COIL FOR PW127 AFU ACTUAL Q ANALOG
(ATR/ATP/FOKKER) ATR
TORQUE Q1 SCU (DASH-8) ATP:IN MANUAL MODE ONLY
(1) TQ1 AUTOFEATHER LOGIC
(NONE FOR CANADAIR)
(N/A FOR CANADAIR)
NP COCKPIT GAGE
NP
T6
(ITT) T6 COCKPIT GAGE
TURBINE
CENTRAL SUPPORT CASE
COMBUSTION ELECTRODE
CHAMBER
SPARK IGNITER
CENTRAL
ELECTRODE
IGNITION
PLUG
Time between restoration takes into consideration the average On Condition Program (OCP)
effect of the many variables affecting engine life, such as
average flight duration, percentage of time at any given power The On Condition Program (OCP) has been prepared by Pratt
level, climatic conditions and environment maintenance & Whitney Canada to establish the engine maintenance
practices, utilization and engine modification standard. intervals, practices and standards necessary to enable the
engine to be maintained on a continuous basis as an alternative
Under extreme conditions of very low utilization coupled with to the hard time threshold sampling programs covered by
continuous operation in salt water atmosphere or heavy sand or P&WC Engine Maintenance Manual.
dust environment, periodic inspections in accordance with h e
applicable maintenance instructions may indicate maintenance Aircraft Gas Turbine Operating Information Letter (AGTOIL)
action prior to the recommended restoration life. No. 28 is used in conjunction with the applicable Engine
Maintenance Manual. AGTOIL Nos. 24 and 31 define On
A. Time between restoration Condition Program for the PW100 engine series.
- Initial: hours (Ref. Engine maintenance
manual)
Purpose:
ECTM allows the user to monitor the engine performance and: The data will be valid if you apply the following restrictions:
- Permit early detection of engine deterioration • Once per day, or every 6 hours if flown more often, select
- Help determine problem area the flight with the longest cruise that is at a representative
- Increase dispatch reliability altitude and airspeed.
- Perform repairs at the most economical time • Allow the engine to stabilize 3 to 5 minutes without ANY
- Allow to be on (soft time) for hot section inspection power lever movements.
• The same flight configuration must be repeated (i.e.
Description: electrical load, bleed air extraction).
• Record data within a reasonable time frame.
ECTM is a process of periodically recording engine and
aircraft instrument parameters ( Q, ITT, Wf, Nh, NL, ALT, Data entry and calculation:
OAT, NP, IAS and comparing them to a computer reference
model. ECTM data can be processed using an IBM PC or compatible,
with PWC supplied ECTM IV program
Under specific ambient conditions, engine parameters such as
compressor speeds (NL-Nh), interturbine temperature (ITT) Plotting and Trend Analysis:
and fuel flow (Wf) are predictable. The difference between the
actual engine parameters and the computer model values will Once the deltas are calculated, the computer (PC or
be plotted as 3 deltas (four if NL is used) using a graphical mainframe) does the plotting and displays the result on the
chart method as illustrated below. screen or sends it to a printer. Analysis of the trend reveals
extent of deviation and possible need for corrective action.
Once a trend is established by the plotting of these deltas, any
deviation would indicate some engine deterioration. Analysis Note:
of the trend reveals extent of deviation and possible need for Aircraft Gas Turbine Operation Information Letter (AGTOIL)
corrective action. no. 24 provides generic information in regard to engine trend
analysis .
Data acquisition:
Max. SHP 2200 2380 2500 2150 2150 2380 2380 2400 2500
take-off Flat rated at (°C) 25 35 30.3 25.5 45 40.6 35 34.4 30
(MTOP) ESHP 2304 2502 2626 2262 2262 2502 2502 2522 2626
OR Max SFC (lb/ESHP/hr) 0.474 0.47 0.463 0.483 0.483 0.47 0.47 0.468 0.463
* Reserve Max. ITT (°C) 816 800 800 800 800 800 800 800 800
Take-off Max NH (RPM) 34380 34200 34200 34200 34200 34200 34200 34200 34200
Max NH (%) 103.2 102.7 102.7 102.7 102.7 102.7 102.7 102.7 102.7
Max. NL(RPM) 28800 28800 28800 28800 28800 28800 28800 28800
Max. NL (%) 104 104 104 104 104 104 104 104
Max. NP (RPM) 1212 1212 1212 1212 1212 1212 1200 1212 1212
Max. NP (%) 101 101 101 101 101 101 100 101 101
Normal SHP 1980 2142 2261 1950 1950 2142 N/A 2160 2250
Take-off Flat rated at (°C) 25 35 30.3 25.5 45 41 N/A 34.4 30
ESHP 2075 2253 2378 2054 2054 2253 N/A 2272 2367
Max SFC (lb/ESHP/hr) 0.487 0.484 0.476 0.498 0.498 0.484 N/A 0.482 0.477
Max. ITT (°C) Ref: chart Ref: chart Ref: chart Ref: chart Ref: chart Ref: chart N/A 800 800
Max. NP (RPM) 1212 1212 1212 1212 1212 1212 N/A 1212 1212
Max. NP (%) 101 101 101 101 101 101 N/A 101 101
Max. SHP 1900 2150 2150 1950 1950 2150 2150 2230 2150
Continuous Flat rated at (°C) 30.2 45 45 34.4 53.3 45 45 45 45
ESHP 1992 2261 2262 2054 2054 2261 2261 2345 2261
Max SFC (lb/ESHP/hr) 0.493 0.483 0.483 0.498 0.498 0.483 0.483 0.483 0.483
Max. SHP 1700 2088 2089 1950 1950 2088 2088 2088 2088
Climb Flat rated at (°C) 26.1 28.3 28.4 34.4 34.4 28.3 28.3 28.3 28.3
ESHP 1784 2197 2198 2054 2054 2197 2197 2197 2197
Max SFC (lb/ESHP/hr) 0.51 0.487 0.487 0.498 0.498 0.487 0.487 0.487 0.487
Max. SHP 1700 2030 2030 1950 1950 2030 2030 2030 2030
Cruise Flat rated at (°C) 15 22.2 22.6 26.1 26.1 22.2 22.2 22.2 22.2
ESHP 1784 2136 2136 2054 2054 2136 2136 2136 2136
Max SFC (lb/ESHP/hr) 0.51 0.492 0.492 0.498 0.498 0.492 0.492 0.492 0.492
Max. SHP 2653(1) 2662 2750 2750 2750 2750 2400 2750
take-off Flat rated at (°C) 32.4 29.4 31.6 30 31.6 33 45 34.9
(MTOP) ESHP 2739 2795 2880 2880 2880 2880 2516 2880
OR Max SFC (lb/ESHP/hr) 0.463 0.462 0.459 0.459 0.459 0.459 0.474 0.459
* Reserve Max. ITT (°C) 830 800 800 800 800 800 800 800
Take-off Max NH (RPM) 34550 34190 34360 34360 34250 34360 34360 34360
Max NH (%) 103.7 102.7 103.2 103.2 103 103.2 103.2 103.2
Max. NL(RPM) 28900 28900 28870 28870 28600 28870 28870 28870
Max. NL (%) 104.3 104.3 104.2 104.2 103.2 104.2 104.2 104.2
Max. NP (RPM) 1212 1212 1212 1212 1200 1212 1212 1212
Max. NP (%) 101 101 101 101 100 101 101 101
Normal SHP 2210 2381 2475 2475 2475 2475 2160 2475
Take-off Flat rated at (°C) 27.9 29.4 31.6 30 31.6 33 45 34.9
ESHP 2296 2503 2593 2594 2593 2594 2266 2593
Max SFC (lb/ESHP/hr) 0.486 0.474 0.47 0.47 0.47 0.47 0.489 0.47
Max. ITT (°C) 830 Ref: chart Ref: chart Ref: chart 765 Ref: chart Ref: chart Ref: chart
Max. NP (RPM) 1212 1212 1212 1212 1200 1212 1212 1212
Max. NP (%) 101 101 101 101 100 101 101 101
Max. SHP 2210 2372 2500 2500 2500 2750 2400 2500
Continuous Flat rated at (°C) 27.9 40.5 41.4 40.5 31.6 33 45 44.4
ESHP 2296 2493 2619 2620 2619 2880 2516 2619
Max SFC (lb/ESHP/hr) 0.486 0.475 0.469 0.469 0.469 0.459 0.474 0.469
Max. SHP 2148 2145 2192 2192 2192 2192 2160 2192
Climb Flat rated at (°C) 28.7 27.2 28.4 27.5 28.4 24.7 25 22.6
ESHP 2230 2257 2299 2299 2299 2299 2266 2299
Max SFC (lb/ESHP/hr) 0.49 0.482 0.486 0.487 0.486 0.487 0.489 0.486
Max. SHP 2083 2081 2132 2132 2132 2132 2132 2132
Cruise Flat rated at (°C) 26.3 25 22.8 20.5 22.8 24.7 25.5 22.6
ESHP 2168 2190 2237 2237 2237 2237 2237 2237
Max SFC (lb/ESHP/hr) 0.494 0.493 0.491 0.491 0.490 0.491 0.491 0.491
BORESCOPE INSPECTION
PCU
PUMP
MFCU
FUEL MOTIVE
FLOW OUTLET
Py AIR
OUTLET
MOTIVE SELF
FLOW RELIEVING FLOW
PUMP STRAINER METER
(AIRFRAME)
FCOC
BYPASS VALVE
IMPENDING FUEL IMPENDING
BYPASS TEMPERATURE BYPASS SWITCH OIL IN
SWITCH SENSING TO FUEL CELL
PORT #4 & 5 (CANADAIR) OIL OUT
TO AIRFRAME
FUEL TANK
INLET PRESURE (DASH 8) CHECK FLOW DIVIDER
PUMP DELIVERY PRESURE VALVE & DUMP VALVE
METERED FUEL FLOW
FUEL MANIFOLD
BYPASS FUEL ADAPTER AND
DRAIN FUEL NOZZLE
FUEL SYSTEM
PW123 DASH 8/CANADAIR OVERBOARD
DRAIN
MOTIVE SELF
FLOW RELIEVING FLOW
PUMP STRAINER METER
IMPENDING (AIRFRAME)
BYPASS
SWITCH
FCOC
BYPASS VALVE
FUEL IMPENDING OIL IN
CHECK TEMPERATURE BYPASS SWITCH
VALVE SENSING ATR OIL OUT
PORT FLOW DIVIDER
& DUMP VALVE
FOKKER
VENT
RETUR TO TANK ATP
ATP
INLET PRESURE FUEL MANIFOLD
PUMP DELIVERY PRESURE ATR & FOKKER ADAPTER AND
METERED FUEL FLOW NOZZLE
BYPASS FUEL FUEL SYSTEM OVERBOARD
DRAIN FUEL ATP/ ATR /FOKKER DRAIN
POST-SB FUEL IN
FUEL HEATER
FROM
FUEL
FUEL IN FUEL OUT TANK
TO FUEL
PUMP
FUEL OUT
CONTROL
VALVE
OIL IN
IMPENDING FROM
BYPASS MAIN
VALVE FILTER
THERMAL OIL IN OIL OUT
SENSOR FUEL FILTER TO FCOC
OIL OUT
FUEL IN
FROM MFC
OIL IN
FUEL IN
FUEL
OUT
OIL OUT
THERMOSTATIC
BYPASS VALVE FUEL COOLED OIL COOLER
OUTLET FILTER
IMPENDING
BYPASS SWITCH
FUEL OUTLET
TO MFC
FUEL INLET
FROM FUEL
HEATER
INPUT DRIVE
BYPASS FUEL
FROM MFC
BYPASS
VALVE
INLET STRAINER EJECTOR NOZZLE
(SELF RELIEVING)
FUEL PUMP
FUEL MOTIVE
FLOW OUTLET
POWER LEVER
PY AIR OUTLET
FUEL OUTLET
FUEL SHUTOFF LEVER
MANIFOLD PRESSURE
REGULATOR DRAIN
MIN Wf STOP
OFF
BYPASS
P0 VALVE
MINIMUM
PRESSURIZING FUEL SHUT OFF BYPASS
VALVE VALVE RETURN
TO PUMP
METERING
VALVE PRESSURE
RELIEF
P1 PUMP DELIVERY PRESSURE VALVE
P2 METERED FUEL
P0 BYPASS FUEL MAX MOTIVE
DRAIN FUEL STOP FLOW
P3 AIR PRESSURE VALVE
MOTIVE FLOW
TORQUE TUBE FUEL INLET MOTIVE
FROM PUMP FLOW
MECHANICAL FUEL CONTROL
MAIN FLOW
BELLOWS ASSY
IDLE
MAX REVERSE EVACUATED
BELLOWS
MAX FORWARD Py ORIFICE
Px ORIFICE
POWER LEVER
RVDT
PIVOT POINT
TORQUE TUBE
P3
STEPPER MOTOR Pa
Py ORIFICE P3 AIR INLET
DRAIN (Pa)
STEPPER MOTOR Py TO PROPELLER
OVERSPEED GOVERNOR
FACE CAM
TO MFC PNEUMATIC SYSTEM
ELECTRICAL
HARNESS EEC MODE
DRAINS
IDLE
MAX REVERSE
FOLLOWER
MAX FORWARD LEVERS
POWER LEVER
RVDT
OVERSPEED
MODE CAM
MANUAL MODE TORQUE TUBE
CAM P3
Pa
NH SPEED
GOVERNOR P3 AIR INLET
GOVERNOR
LEVER MODE CAM SELECT
SOLENOID VALVE
GOVERNOR
ORIFICE STEPPER MOTOR LEVER
STEPPER MOTOR SERVO PISTON
Py ORIFICE
TO MFC MECHANICAL BACK-UP
ELECTRICAL
HARNESS EEC MODE
DRAINS
IDLE
MAX REVERSE
FOLLOWER
MAX FORWARD LEVERS
POWER LEVER
RVDT
OVERSPEED
MODE CAM
MANUAL MODE TORQUE TUBE
CAM P3
Pa
NH SPEED
GOVERNOR P3 AIR INLET
GOVERNOR
LEVER MODE CAM SELECT
SOLENOID VALVE
GOVERNOR
ORIFICE STEPPER MOTOR LEVER
STEPPER MOTOR SERVO PISTON
Py ORIFICE
TO MFC PNEUMATIC SYSTEM
ELECTRICAL
HARNESS MANUAL MODE
DRAINS
IDLE
MAX REVERSE FOLLOWER
MAX FORWARD LEVERS
POWER LEVER
RVDT
HIGH CAM
IDLE
MAX REVERSE FOLLOWER
MAX FORWARD LEVERS
POWER LEVER
RVDT
HIGH CAM
TRANSFER
VALVE
BRACKET
SB 21373
SECONDARY ADAPTER PRIMARY - SECONDARY ADAPTER
Fuel nozzle transfer tube "O" ring leakage Check fuel drain manifold for leaks, rectify as necessary
Remove fuel pump and check for sheared drive shaft or spline
Fuel pump wear. Rectify as necessary.
Cranking RPM too low Check/rectify for low battery, overload, GPU
Bleed air system open or leaking Ensure air bleed if "off", check for leaks, rectify as necessary
Fuel nozzle transfer tube "O" ring leakage Check fuel drain manifold for leaks, rectify as necessary
EEC Check/replace
Fuel pump/MFC (MFCU) drive coupling Check coupling for proper installation and/or wear
HBV
Inspect/clean servomotor screen/adjust closing point
Fuel pump/MFC (MFCU) drive coupling Check coupling for proper installation and/or wear
Water in fuel
Check/rectify as necessary
HBV
Inspect/clean servomotor screen/adjust closing point
P3 line between HMU and overspeed Check P3/Py line for leakage.
governor or Py line between MFC (MFCU)
and overspeed governor.
PW123AF
IDLE
MIN
TA
D
RATING CODES, DISCRETES
EL
GROUN
RP M
KE
RS
FU
LE
-O
& ADC AMBIENT CONDITIONS
VE
O MA
F ER
(RE VER
FF
X.
RE
O F EA TH
SE TRA RP
X
M
MA
RV VE
F
EP L
OW
ER)
AUTOFEATHER CONTROL
UNIT (AFU) ENGINE CONTROL
ENGINE ELECTRONIC
CONTROL (EEC) SYSTEM INTERFACE
SE
E
IDL
ER
UE )
D
- TAKE OFF CONFIGURATION
V
UN ORQ
RE
MAX NP O NT
GR RT (MI
85% NP MAX CONTINGENCY STA
T IDLE
TAKE OFF FLIGH
MIN NP 2: - AFU AUTOFEATHER ARM
FEATHER
POWER LEVER
FUEL OFF FLIGHT IDLE
CLIMB CLIMB
MODE
CAA INHIBIT
60 JAR
TORQUE 40 80
RATINGS UPTRIM
BUG
FDAU
60
80
40
TORQUE
100
20
TO CRZ
STEPPER MOTOR
PLA
EEC
(TQ COMPUTATION) AFU
MOTOR
GRO
D
UND
TAK RATE
MP OFF
MA
RVDT
XR
IDLE
E-
MFCU
MAX
EV
OP
ER
ST
SE
RA
IDLE
ASC
TA
D
GROUN
START
E
KE
RS
LE
FLX TEMP
-O
VE
O TO GA FLX
OPE
(RE VER
FF
RE
+ 88° C
SE TRA
UT
N
X
MA
RV VE
SH
EP L CLB CRZ MCT
OW
ER)
MFC
HANDLING ERSP
BLEED OFF CONFIGURATIONS
VALVE
PMP CONFIGURATIONS
ASC
40 SPEED GA MCT DER 1
FOKKER AIRCRAFT 20
ARMED
ARMED 3
2
ENGINE CONTROL 0
% TORQUE
SELECT
DERATE
INTERFACE MAN BUG
20 RATING 100
TORQUE
0 120
MAX MAX
CNTGY CNTGY
MAX
CNTGY
MAX
CNTGY
%
NH/NL TORQUE MAX MAX GREEN LIGHT
CNTGY CNTGY
MAX
CNTGY
MAX
CNTGY
UPTRIM
CONDITION TORQUE GAGE
TAKE TAKE
OFF OFF
TAKE TAKE
OFF OFF
CLIMB CLIMB
FF NP CLIMB CLIMB
CRUISE CRUISE
CRUISE CRUISE
*: BACKUP FOR PW126A
INHIBIT
FUEL UPTRIM : FROM ADC (N/A TO PW126)
ITT
OIL
POWER RATING
ATP
TO CRZ
UPTRIM F
{
T AMB D 40
60
80
TORQUE
ADC ALT 20
% 100
IAS A 0 120
PAMB
U
BLEED
NP
POWER RATING
ATR
RATED TORQUE
(Q BUG)
APPROACH SPED ENGINE ECONOMY 120
CONTROL DERATE SELECTION
100
TO GA
TORQUE GAGE
CLB CRZ MCT +25 TAT
°C
T1.8 MFC
ATO
MCL
MCR
80 70
75
70
60
60 0 10 20 30 40 50 60 70 80
0 10 20 30 40 50 60 70 80 90 100
PLA (DEGREES) PLA (DEGREES)
ATR ATP (PW126)
NP%
NP% 80
TAXI
100
TAXI
LANDING
APPROACH
FOKKER ATP (PW126A)
70
80
60 60
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 0 10 20 30 40 50 60 70 80
PLA PLA (DEGREES)
The EEC will limit the minimum and maximum NH which Nh maximum and minimum logic: If the engine is in Hotel
the engine control power loop will try to control. The logic mode, the NH hotel mode limit will be used.
provides the following functions:
Under feather condition, the logic will limit NH to FI to
· Idle speed governing avoid exceeding the propeller overtorque limit in feather.
· Limit the power loop authority at low powers.
· Limit the maximum NH speed at the engine high end. Impending stall Logic for PW121A, PW127E and
· Provide smooth transition between power loop and PW127F: This logic, which is triggered by the aircraft, will
idle speed governing. increase NH enough to obtain a close to zero thrust
condition.
The NH minimum logic provides an increasing schedule NH control vs PLA: between 25% to 103.9% at 80°
to maintain EEC authority above the MFC schedule, to Ground idle (GI): 66%Nh
maintain good engine control at altitude. Flight idle (FI): 74% Nh
Max. altitude flight idle: 81 %*
The NH maximum limit matches the NH minimum limit
until a specific PLA where it begins to diverge from the * Note: Depending of ambient condition, Np governing
NH minimum maps as a function of the power lever may override FI.
position. The Nh maximum logic also provides a fixed
high limit at higher power lever positions. FOKKER:
* Note: Depending of ambient condition, Np governing * Note: Depending of ambient condition, Np governing
may override FI. may override FI.
Acceleration Limit Logic The EEC ensures that this logic is not invoked during
steady state operation, during slam deceleration's or PLA
The engine acceleration rate in EEC mode is limited by manoeuvers to high power which have power overshoots
the NH Acceleration Limit logic. The acceleration or slams into the over travel range.
schedule logic calculates the allowable engine
acceleration as a function of NH and corrected total As the torque level approaches the reference overtorque
engine inlet pressure. In reverse mode the acceleration level it commands a deceleration rate to pull back on the
limit increases as a function of PLA. fuel flow command to the MFC (MFCU). As the torque
approaches the overtorque reference, then the request to
Deceleration Limit Logic decelerate from this limit loop increases proportionally.
The transient torque limit logic was designed to limit the Trim Procedure
level of propeller overtorque after an uncommanded in- Refer to appropriate Aircraft Maintenance Manual.
flight feather. It is activated only during transients
allowing the torque limit set in the rating logic to control in
steady state. A rapid deceleration is commanded during
propeller overtorque so that the MFC (MFCU) is
commanded to reduce fuel flow as fast as possible.
MANUAL MODE
MFC
FAULT ENG 1
DETECTION CONTROL
FAULT DETECTION
ATP
FAIL
FIXED FAULT MAN. MODE
OFF SOL.
INHIBIT
RESET
MFCU
FAULT
MAGNETIC
INDICATOR
EEC
FAULT
MFC DETECTION
MULTI
FUNCTION
COMPUTER
FAULT DETECTION
ATR
EEC
ENGINE
FAIL IGNITION IGNITION
FIXED FAULT ON
FAULT
ON ON
INHIBIT ON
START
ENG FAULT L R FAULT ENG
RESET EEC MAN MAN EEC
ENG EC ENG EC
DEGRADED DEGRADED
FUEL FUEL
MAN. MODE FILTER FILTER
SOL.
FUEL TEMP FUEL TEMP FUEL TEMP FUEL TEMP
HIGH LOW LOW HIGH
MFCU
FAULT DETECTION
FOKKER
FAULT FAULT
CLEARING INDICATION
ENG
TRIM RESET
PL
EEC
LO UP
FAULT ARM FAULT
LO UP
8 7 0 1
{
{
PITCH TRIM OFF OFF OFF PITCH TRIM
HOURS MINUTES
EVENTS STATUS INITIATE TIME
SYST. FDAU
RESET D
< 0001 MESSAGES >
PLA
EEC
ACARS
FAULT INDICATION
ATR
100
FAULT DISPLAY 80
60
LH RH 40
20
0
EEC TRIM RESET % TORQUE
MAN BUG
RESET
LH RH
FAULT
PLA CODE
EEC
FAULT INDICATION
FOKKER
28 VDC
ARM LIGHT
A/F TEST
Q-HI UPTRIM
Q1
TQ1 ELECTRICAL
CONNECTOR
W.O.W. (WEIGHT ON WHEEL) SWITCH (ATR ONLY)
AUTOFEATHER UNIT
ENGINE NO.1
PL-HI
TAKE OFF
EEC & EEC & TAKE OFF
TAKE OFF
AFU A/F ARM AFU TAKE OFF
1 A/F ARM 2
POWER LEVER POWER LEVER
SWITCH SWITCH
HIGH TORQUE (TORQUE HI )
HIGH TORQUE
AIRFRAME
A/F A/F
TEST TEST
FEATHERING NP NP FEATHERING
PCU PUMP EEC G G EEC PUMP PCU
1 O O 2
V V
AUTOFEATHER
ATP
TORQUE TORQUE
SENSOR SENSOR
PL-HI
ATPCS
AFU AFU
POWER LEVER 1 ARMED 2 POWER LEVER
SWITCH OFF SWITCH
HIGH TORQUE HIGH TORQUE
(TORQUE HI 53 %)
ARM
ATPCS
ARM AIRFRAME ARM
ATPCS
ARM
ENG ENG NO 2.15 SEC. NO ENG ENG
1 2 DELAY DELAY DELAY 1 2
ENG UP UP
TRIM TRIM
ENG
TEST TEST
NP NP
EEC G G EEC
FEATHERING 1 O O 2 FEATHERING
PCU V V PUMP PCU
PUMP
AUTOFEATHER
ATR
PL-HI
TO GA FLX EEC & EEC & TO GA FLX
A/F A/F
TEST AIRFRAME TEST
AIRFRAME OUTPUTS
- AUTO-IGNITION INHIBITED
- OIL COOLER DOOR
- FUEL SHUT-OFF VALVE
- FUEL LEVER LIGHT
FEATHERING NP NP FEATHERING
PCU PUMP EEC G G EEC PUMP PCU
1 O O 2
V V
AUTOFEATHER
FOKKER
DASH 8 INSTALLATION
PW123/PW123B/PW123C/PW123D/PW123E
ENGINE MODELS
MIN
TA
RATING CODES, DISCRETES
.
E
RP M
KE
RS
LE
DISC
-O
& ADC AMBIENT CONDITIONS
VE
O MA
F
(RE VER
FF
OF
X.
RE
SE TRA RP
EL
X
M
MA
RV VE
FU
EP L
OW
ER)
TORQUE SIGNAL
CONDITIONING UNIT (TSCU)
ENGINE CONTROL
ENGINE ELECTRONIC
CONTROL (EEC) SYSTEM INTERFACE
[
TQ2
UPTRIM
TORQUE BIAIS
TORQUE GAIN
ENGINE MODEL ] UPTRIM LAMP
EEC
PW123/DASH 8
1140
LANDING
1000
Np
RPM
800
785
600
0 10 30 50 70 90
PLA DEGREES
77-31 JR
ENG 1 ENG 2 G/BOX OIL
ECU MODE ECU MODE CHIP DET.
ON ON
OILTANK
CHIP DET.
MANUAL MANUAL
MAIN OIL
FILTER
FUEL
FILTER
FAULT SCAVENGE
OIL FILTER
DETECTION
RESET
AC GEN
CHIP DET
TEST
INHIBIT
RESET ENGINE CONDITION
REVERSION
RELAY
FAULT DETECTION
POWER LEVER
ENG 2
PLA/ MAINT FAULT
TRIM SELECT DISPLAY
FAULT CODE
ON
INHIBIT
DISPLAY
ONLY
RESET
ECU
FAULT INDICATION
SELECT
ARM
ALTERNATE
FEATHER
TEST
OFF NORM
UNFEATHER
ELECTRICAL
CONNECTORS
INPUTS OUTPUTS
Q-H1
28 VDC
A/F SWITCH
ARM
A/F TEST
AUTOFEATHER CONTROLLER TSC
AUTOFEATHER
Q-HI
UPTRIM
Q1
TQ1
TORQUE SHAFT
CHARACTERIZATION
PLUGS
TSC
ENG.1
POTENTIOMETER POTENTIOMETER
TORQUE TORQUE
OAT OAT
SENSOR SENSOR
AUTOFEATHER CONTROLLER
PLA'S HI PLA'S HI
TSC AUTOFEATHER TSC
1 SELECT 2
ARM
PLA-HI PLA-HI
Q-HI (TORQUE HI ) Q-HI
A/F A/F
TEST AIRFRAME TEST
FEATHERING NP NP FEATHERING
PCU PUMP EEC G G EEC PUMP PCU
1 O O 2
V V
AUTOFEATHER
CANADAIR INSTALLATION
FOR CL215T AND CL415
PW123AF
• AUTOFEATHER SYSTEM
• FAULT DETECTION
• FAULT INDICATION
TORQUE OUTPUT
PW123 AF AFC
TORQUE TORQUE
SENSOR SENSOR
PLA'S HI PLA'S HI
AUTOFEATHER
AFCU SELECT AFCU
1 NOT ARMED 2
PLA-HI PLA-HI
Q-HI (TORQUE HI ) Q-HI
A/F A/F
TEST TEST
AIRFRAME
AUTOFEATHER
SPUR
GEAR
TO OVERSPEED
GOVERNOR
GEROTOR
PRESSURE RELIEF
VALVE
FROM OVERSPEED
GOVERNOR
PCU PUMP
SPRING SEAT
SPEEDER
SPRING
Py AIR
SUPPLY
PRESSURE
TO PCU
LEAST
AIR BLEED SELECTOR
ORIFICE VALVE SPEED RESET
PILOT SOLENOID
VALVE Py AIR
FROM MFC
FLYWEIGHT
GOVERNOR
DRAIN TO
DRIVE SHAFT RGB
Py AIR
FROM
MFCU SUPPLY
PRESSURE
FROM PCU
LEAST
AIR BLEED SELECTOR
ORIFICE VALVE
DRAIN TO
RGB
SPRING SEAT
SPEEDER
SPRING
Py AIR
SUPPLY SUPPLY
PRESSURE PRESSURE
FLYWEIGHT
GOVERNOR DRAIN TO DRAIN TO
RGB RGB
DRIVE SHAFT DRIVE SHAFT
REDUCTION GEARBOX
OVERSPEED
GOVERNOR
Py AIR INLET
ELECTRICAL
CONNECTOR
RESET
PISTON
Py AIR Py AIR
FROM FROM
MFC MFC
RESET
PISTON
Py AIR Py AIR
FROM FROM
MFC MFC
RGB auxiliary oil tank empty Run engine to replenish auxiliary oil tank
Run the engine, set the CLA at maximum and advance PLA
until maximum torque limit is reached.
• If engine responds normally; replace the overspeed
governor.
• If NP is still limited; check all P3 and Py lines for leak or
blockage.
Fuel starvation
Refer to fuel system troubleshooting.
Cannot get maximum NP Rigging Check rigging from PCU condition lever to cockpit lever.
when all other parameters
are normal. Overspeed governor (hydraulic function Test/reset overspeed governor; replace if out of range.
set too low)
− 2 MODULES:
. TURBO MACHINERY MODULE
. REDUCTION GEARBOX MODULE
− TWIN SPOOL
− FREE TURBINE
− TRIPLE SHAFT
− STRAIGHT FLOW
Function:
Bearings number 2, 5, 6 and 7 are roller bearings. They
Support major rotating assemblies. support radial loading and permit axial movement caused by
thermal expansion.
Ball bearings:
Operation:
The PW100 is a turbine engine driving a propeller via a two The hot expanding gases accelerate through the high and low
stage reduction gearbox. Three major rotating assemblies pressure compressor turbine vane rings and causes the
compose the heart of the engine. One assembly consists of the compressor turbines to rotate. The still expanding gases travel
low pressure compressor and its low pressure compressor across the 1st and 2nd stage power turbines and provide
turbine, an other assembly consists of the high pressure rotational energy to drive the propeller shaft.
compressor and its high pressure turbine, the other consists of
the two power turbines and the power turbine shaft. Three The reduction gearbox reduces the power turbine speed (20,000
rotating assemblies are not connected together and rotate at RPM) to one suitable for propeller operation (1,200)
different speeds and in opposite directions. This design is
referred to as “Free Turbine Engine”. This configuration Gases leaving the power turbines are expelled out to the
allows the pilot to vary the propeller speed independently of the atmosphere by the exhaust duct.
compressor speed. Starter cranking torque is also lower since
only the high pressure rotor is initially rotated on start. The Engine shutdown is accomplished by cutting fuel going to the
engine is started by activating the starter mounted on the combustion chamber.
accessory gearbox.
A mechanical fuel control unit mounted on the accessory
The compressors draw air into the engine via the inlet case, gearbox regulates fuel flow to the fuel nozzles in response to
increases its pressure across two centrifugal impellers and power requirements and flight conditions.
delivers it around the combustion chamber.
The propeller governor (PCU), mounted on the reduction
Air enters the combustion chamber via small holes and, at the gearbox, controls the speed of the propeller by varying blade
correct compressor speed (NH), fuel is introduced into the angle depending on power requirements, pilot speed selection
combustion chamber. Two spark igniters located in the and flight conditions.
combustion chamber ignite the mixture. The generated hot
gases are then directed to the turbine area.
1. AC Generator mounting pad 34. No. 6 and 7 bearing oil pressure pipe
2. AC generator chip detector 35. No. 6 and 7 bearing vent pipe
3. Accessory gearbox breather adapter 36. NP Pulse pickup probe
4. Angle drive gearbox 37. Oil check valve
5. Auto feather unit (AFCU) (PW123AF) 38. Oil inlet
6. Characterization plug 39. Oil level sight glass
7. Characterization plugs (TSC) PW123/B/C/D/E) 40. Oil outlet
8. Chip detector 41. Oil pressure and scavenge pumps
9. Electrical feathering pump mounting pad 42. Oil pressure regulating valve
10. Engine electronic control (EEC) 43. Oil tank filler cap
11. Fuel cooled oil cooler (FCOC) 44. Overspeed governor and PCU pump.
12. Fuel cut off lever 45. P2.5 Check valve
13. Fuel filters impending bypass indicators 46. P2.5/P3 air switching valve
14. Fuel heater 47. P3 Bleed venturi adapter (PW123/B/C/D/E)
15. Fuel inlet 48. Power lever
16. Fuel manifold adapter 49. Pressurizing air supply pipe
17. Fuel manifold transfer tubes 50. Propeller control unit mounting pad
18. Fuel pump 51. Propeller shaft
19. Handling bleed valve servo valve 52. Reduction gearbox module data plate
20. Handling bleed valve(HBV) 53. Reduction gearbox oil filter impending bypass indicator
21. High pressure fuel filter 54. Reduction gearbox oil pressure pipe
22. Hydraulic pump mounting pad 55. Reduction gearbox oil scavenge filter
23. Igniter plug. 56. Starter mounting pad
24. Ignition cables 57. T1.8 temperature sensor
25. Ignition exciters 58. T6 Thermocouple
26. Low pressure diffuser pipe 59. T6 thermocouple bus bar
27. Low pressure fuel filter 60. T6 Thermocouple trim resistor and probe
28. Main oil filter 61. (Deleted)
29. Main oil filter impending bypass indicator 62. Torque sensor
30. Mechanical fuel control 63. Torque signal conditioner (TSC)PW123/B/C/D/E
31. Mounting pad 64. Turbomachinery module data plate
32. NH Pulse pick up probes
33. NL Pulse pickup probe
Function:
Supply correct air mass flow and pressure necessary for different needs.
Subject s included :
Operation:
The compressor section pulls air into the engine. Increases the engine’s
pressure before supplied to the combustion chamber area.
• Access Plate
• Rear engine mounts (if needed)
• Drain valve
Rear Inlet Case • P3 air reference line to the fuel control (MFC or MFCU)
The rear inlet case houses the low pressure compressor and shroud, an
integral oil tank at the bottom and an accessory gearbox on top. It also
contains the no. 1 and no. 2 bearing that support the front of the power
turbine shaft, LP shroud bleed outlet, P1.8 sensing passage, borescope and
compressor wash port .It supplies installation for the:
• T1.8 Probe
• One or two Nh speed sensors
• T6 trim probe
• T6 trim terminal bloc and resistance
• Oil level sight glass and filler neck
• Oil pressure regulator valve
• Main oil filter housing
• Oil check valve
• Oil tank chip detector .
FOR TRAINING USE ONLY 2.4
COMPRESSOR SECTION
The compressor section consists of two independent titanium centrifugal Gas Generator Section :
impellers: a low pressure (LP) and a high pressure (HP) compressors.
Each moved separately by single-stage turbines. The LP impeller is High velocity air exits the HP impeller. The air enters the front of the gas
supported by bearing no. 3. The HP impeller is supported by bearings no. generator case. The air is then routed to 21 brazed HP diffuser pipes
4 and no. 5. located inside the gas generator case. (some older models were bolted).The
21 diffuser pipes decrease the air velocity, increase air static pressure and
Each impeller has a shroud housing. The LP impeller housing (for PW124 re-direct the airflow 90 degrees to the combustion chamber.
and PW127 turbo machines) has bleed slots (shroud bleed) to make
compressor performance better . The gas generator case houses the combustion chamber, the HP turbine
and LP turbine area. It also holds the rear of the HP impeller via no.5
The dynamic pressure (air velocity) supplied by each centrifugal impeller bearing , the HP impeller shroud and supplies installation for:
is transformed into static pressure by the diffuser pipes to feed the :
• combustion chamber area • 14 fuel manifold adapters
• environment control system (ECS) • two spark igniter plugs
• hot section cooling • one or two drain valves
• bearing cavity sealing • one P3 outlet adapter.
• oil system scavenging
• fuel control operation.
The HBV (or HBOV), also called the inter compressor bleed
valve, is used to bleed LP air from the LP compressor to
prevent engine surging during sudden power lever movements
(handling) such as slam accelerations, slam decelerations and
resume manoeuvers. This supplies good stable characteristics
and a sufficient surge margin.
Operation:
Steady state Above 15000 feet (12000 for PW123AF) altitude the HBOV is opened
during acceleration or deceleration transients by sensing PLA movement.
The stable state control of the HBOV opens the valve to prevent engine The valve recloses when NH reaches (within 2%) of the NH set point, but
compressor stall. In EEC control, the bleed valve opening is controlled as with a delay in the case of deceleration.
a function of PLA .
Ref. figure 1; EEC Mode stable state bleed valve map. Below 15000 feet (12000 for PW123AF), deceleration is treated the same
as before. For slam acceleration the HBOV is held shut to supply rapid
Transient mode acceleration except in the case of reslams where it is opened to supply a
sufficient surge margin.
The transient bleed valve logic examines the engine to analyze if it is in a
slam, deslam or reslam condition. This is a function of true NH and the Note for PW123AF:
rate of change of true NH for both modes of operation. To be more
accurate, corrected ram pressure and ambient pressure are also used during There is an additional function when flying over fires that causes a rapid
EEC mode HBOV operation to correct for speed and altitude effects. ambient temperature change. An airframe switch activates the HBOV in
an open position. This adds compressor protection.
The HBOV is closed if the gas generator speed is below 18000 rpm.
This closes satisfactorily the HBOV at start. The HBOV is also closed if
the engine is being used as an APU (i.e. in Hotel Mode), when in feather,
or if the EEC has sensed failure(s) of sufficient magnitude such that it
cannot reliably control the HBOV. The EEC disarms the HBOV control
output, thereby closing the HBOV.
Steady state
60
60
50
50
40
40
30
30
20
20
10
10
0
0
-10
-10
0 10000 20000 30000 40000
0 10 20 30 40 50 60 70 80 90 100
FIGURE 1 - EEC MODE, IBLEED VS PLA HBOV STEADY STATE MAP FIGURE 2 - DEGRADED MODE, IBLEED VS NH HBOV STEADY STATE MAP
Steady state
Transient operation
Below 12000 feet, deceleration is treated the same as before. For slam
acceleration the HBOV is held shut to supply rapid acceleration. This
does not apply in the case of reslams where it is opened to provide
adequate surge margin.
The EEC will operate the HBOV in Degraded EEC mode if the EEC finds
it can continue to control the HBOV in Manual Mode. This logic controls
the HBOV as a function of NH only.
The environmental control system (ECS) provides bleed air for the aircraft
pneumatic system: the air conditioning and de-icing systems.
The engine provides air bleed extraction ports from both compressors, the
low pressure (LP/P2.5) and the high pressure (HP/P3), since the two bleed
ports are connected to the same duct. A P2.5 check valve is installed in
the low pressure port to prevent back flow from the high pressure
compressor (P3) to the low pressure compressor (P2.5).
In general the ECS (or de-icing system) is supplied with low pressure air
(P2.5). At low engine power, the LP or HP pressure switch (airframe
supplied) opens allowing P3 air to feed the airframe system. At a pre-
determined pressure (P2.5 or P3), the pressure switch closes the P3 supply
allowing the P2.5 check valve to open and feed the airframe air system
with P2.5 air pressure.
Compressor Desalination Wash: This method uses approved chemical additives to remove more
stubborn dirt particles. Wash mixtures are as per the
This method is used to remove salt particles from the Maintenance Manual instructions. This should be carried out
compressor section of the engine. Some light dirt particles only when engine trend monitoring shows an important
may also be removed. Use normal drinking water given the performance loss. Washing mixture is injected into the
minimum standards in the engine Maintenance Manual are met. compressor section with the same nozzle called up for
Where ambient temperatures are below 0°C (32°F), methanol compressor desalination washing.
must be added to the water as per Maintenance Manual
instructions. It is strongly recommended that this procedure be A rinse wash (same as a desalination wash) is done after a
carried out when operating in a salt-laden atmosphere. performance recovery wash to clean the gas path.
Washing mixture is injected into the compressor section with a
washing nozzle introduced on SB 20115 or SB 20836 Prior to a performance recovery wash, make sure that:
(increased flow to enable compressor and turbine wash to be
performed in one operation). Once installed, this nozzle may • Engine temperature (T6 is below 65°C (40 minutes cooling
be permanently left in-situ on the rear inlet case. In which case period).
a only the threaded plug should be removed. The washing • Disconnect fuel flow divider dump line.
hose should be connected when washing is carried out. • Aircraft bleed air is “OFF”.
• Pre SB 20948: Remove HBV P2.4 supply line and blanked.
Prior to a motoring desalination wash, make sure that:
Function:
Topics included :
• Combustion chamber
• HP vane assembly
• HP turbine
• LP vane ring
• LP turbine
• Interstage turbine case
• Power turbine vane rings
• Power turbines
• Turbine desalination wash
Operation:
The hot section of the engine has components down stream of the gas
generator. Hot expanding gases leaving the combustion chamber are
directed towards the high pressure turbine blades by the high pressure
turbine vane ring and towards the low pressure turbine blades by the low
pressure turbine vane ring.
The gases travel across the power turbine vane rings and hit the power
turbines blades. Turbines turn the propeller via the power turbine shaft
and the reduction gearbox.
The exhaust duct expels the gases from the power turbine to the
atmosphere .
Purpose:
Construction:
Extract energy from the hot gases to drive the HP compressor, and the
Purpose: accessory gearbox.
Directs gases to the HP turbine and changes static pressure into velocity.
Construction: Construction:
• Pre SB 20339, 27 classed air cooled vane segments 38 air cooled blades secured to the disk via fir-tree serrations and 2 blade
• Post SB 20339, 8 classed air cooled triple vane segments retaining covers
• Decrease area:Nh UP
• Increase are: Nh DOWN
Purpose:
Detail balancing:
Trim balancing:
HP or LP turbine replacement:
1. Identify class and location of trim balancing weights as per data plate
2. Make sure that weights already installed on new turbine will not
interfere with trim balancing weights
3. Install trim balancing weights and secure with rivets
Note:
Purpose:
Directs gases to the LP turbine and to change static pressure into velocity.
Construction:
• Decrease area: NL UP
• Increase area: NL DOWN
LP TURBINE
Extract energy from the hot gases to drive the LP compressor rotor unit.
Construction:
• Support nos. 6 and 7 bearing housings and 1st power turbine vane
ring
• Provide bosses for T6 probes and 3 transfer tubes
Direct gases to the power turbines and changes static pressure into
velocity.
Construction:
POWER TURBINES
Construction:
Tip clearances:
The Reduction Gearbox (RGB) consists of the front, rear and input drive pad. The propeller control unit is mounted on a pad behind the propeller
housings (which together make up a housing set) and an accessory drive shaft.
cover. The purpose is to reduce the power turbine input speed into a
suitable output speed for propeller operation via a two stage reduction gear Input Drive Housing
train (reduction ratio: 16.67 to 1). The RGB also drives various
accessories. The input drive housing carries the rear roller bearings of the helical input
driveshaft and ball bearing (for PRE SB 20380 and SB 20331 RGB) and
Front Housing both first stage helical gears.
The front housing holds the front roller bearings for the two second stage Accessory Drive Cover
pinion gearshafts. The front roller and ball bearings for the propeller shaft
are also in the front housing. The propeller shaft seal is under a cover on The overspeed governor and pump are mounted on the right pad and
the front housing. driven by the second stage bull gear. The hydraulic pump mounted on the
center pad and the A/C generator mounted on left pad are driven by the
A mounting pad is provided on the right side of the front housing to idler gear, which in its turn, is driven by the second stage bull gear.
accommodate the electric feathering pump. The pad has oil ports that are
connected to an internal oil reservoir which is part of the rear housing. Components mounted on RGB:
Two lifting brackets are located at the 1 o’clock and 11 o’clock positions
on the front flange. The reduction gearbox module data plate is secured to - NP probe
the left side of the front housing. - Chip detector (2 for Dash-8, ATP and Jetstream)
- Two (2) torque sensors (PW124/125/126/127 series)
Rear Housing - Prop. Overspeed governor and PCU pump
- Electrical feathering pump
The rear housing carries the second stage reduction bull gear and pinion - AC generator (IDG for Fokker)
gears, propeller shaft rear roller bearing, second stage reduction pinion - Hydraulic pump (N/A for ATR)
gear roller bearings, front roller bearing of the input driveshaft and the - PCU
front roller bearings of both first stage helical gears. - Propeller
- Propeller brake (ATR)
The three main front mounting pads of the engine are located as follows:
one on each side of the housing, and the third at the center. Torque shock
mounts are located at the 5 and 7 o’clock positions on the housing.
The accessory drive is mounted on the top rear face. The propeller speed
(NP) pulse pickup probe is installed in a
mounting pad at the eleven o’clock position. On the left side of the rear
face are pads for chip detectors and oil strainers. A pad for an oil strainer
is also provided on the left side above the bottom chip detector/oil strainer
The propeller brake on the ATR installation is used to stop the propeller
while the engine is still running, providing electrical power and bleed air
for off-engine use. Only one propeller brake, installed on the right hand
engine RGB is used per aircraft.
The AGB is integral to the rear inlet case and located on its top. It
provides drive pads for the starter generator, the fuel pump and the
mechanical fuel control. The AGB drives the main oil pressure and
scavenge pumps, it also houses a centrifugal breather impeller that acts
like an oil separator allowing oil free air to vent out.
The angle drive gearbox transmits drive from the HP rotor to the AGB. A
bevel gear secured on the front of the HP rotor meshes with the angle drive
gearbox that in turn connects with the centrifugal breather impeller
gearshaft inside the AGB. The centrifugal breather impeller meshes with
the starter generator gearshaft and the fuel pump gearshaft, in turn the fuel
pump gearshaft drives the main oil pressure and scavenge pumps.
Two carbon seals, one on both sides of the centrifugal breather impeller
gearshaft, are used to seal the AGB compartment.
Provision is made for hand-cranking the HP rotor using the 3/8” drive at
the end of the starter-generator gearshaft. Access is gained by removing a
cover opposite the starter-generator mounting pad.
The oil system is a wet sump system, cooled by an airframe mounted air- must be run for a minim of 20 seconds with the propeller in feather. This
cooled oil cooler and a front inlet case mounted fuel-cooled oil cooler. The ensures that the maximum amount of oil is returned from the PCU via the
oil is stored in a tank that is integral with the rear inlet case. The tank has reduction gearbox to the oil tank.
a filler neck and cap, an oil level, a strainer and scavenge oil chip detector.
The system is composed of two subsystems: the pressure system, which Note: Engines left overnight may have misleading oil level
supplies oil to the reduction gearbox and turbo machinery, and the indications. If engine did not have level checked after last
scavenge system, which returns the used oil to the tank. flight, an engine run must be carried out to circulate oil
before an oil level check can be accomplished.
Note: For approved listing of lubricating oil refer to engine maintenance
manual. Oil consumption:
• If switching from a type II to another oil brand but same type (same
table in maint. manual), original engine oil does not need to be drained
and engine does not need to be flushed.
• If switching to an oil brand not listed in same table (third generation
type), engine oil must be drained and the engine flushed.
Oil Tank:
The main oil tank is an integral part of the rear air inlet case, located on the • The impending bypass indicator is an electrical switch or mechanical
left side. The tank has an oil filler neck located on the top left side and is pop out indicator type which provides an indication of filter restriction
closed by a quick release filler cap. when the differential pressure across the filter exceeds 25 PSID. This
indication is inhibited at low oil temperature.
A sight glass indicator gives an indication of the oil quantity required to
fill the tank. A chip detector and housing is installed on the oil tank, along • The filter bypass valve opens when the differential pressure across the
with a drain plug for oil draining. Both are located at a low point of the oil filter exceeds 40 PSID. This maintains oil supply when the filter is
tank. blocked.
Main Oil Pressure Pump and Pressure Relief Valve: Check Valve:
• The main oil pressure pumps is a spur gear, positive displacement • The check valve, next to the oil pressure filter assembly, allows air
pump which is mounted in a pack with the scavenge pumps on the pressure to build up sufficiently for proper sealing of bearing cavities
right side of the rear inlet case. nos. 3,4,5,6 and 7 before supplying oil to these bearings. This
prevents any oil leakage across the seals during engine start and
• At 100% NH the main oil pump flow is 300 lbs/minute, shutdown.
approximately 38 U.S. gal./minute.
• The check valve assembly consists of a piston, preloaded by a spring
• A pressure relief valve prevents a pressure surge during cold starting and washers. During start; the check valve opens between 25 and
by returning excess oil back into the oil tank. 35% NH (48 PSID) allowing oil to bearings Nos. 3,4,5,6 and 7.
• The pressure relief valve is a piston type and opens at 200-260 PSI. • The check valve assembly also houses the oil temperature sensor.
If oil output pressure overcomes the combined air and spring Turbomachinery Scavenge Oil
pressure, the valve opens a port. Oil is bled from the main Oil from the turbomachinery accessory gearbox and No. 1
pressure line by the port and returned to the inlet side of the bearing cavity is scavenged by gravity. The No. 2 bearing
pump, reducing output pressure. Air pressure and spring cavity is scavenged by gravity and by pressure oil flowing
pressure overcome the reduced oil pressure, closing the bleed through a venturi, producing a jet pump action. Oil from the
port at the desired pump output pressure. The check valve No. 3, 4 and 5 bearing cavities is scavenged by gravity and
output pressure is also connected, via a restrictor to the oil assisted by air (blowdown) from the bearing labyrinth seals.
pressure transducer. The No. 6 and 7 bearing cavity is scavenged through an
external tube connected to the scavenge pump.
The oil pressure indication in the cockpit is the differential
pressure between the pumps pressure and No. 3 and No. 4 Vent and Breather System
bearing cavity pressure. Oil pressure adjustments can be made The Nos. 3, 4 and 5 bearing cavities are vented to the oil tank
by adjusting the amount of spacer in the spring housing. via the scavenge passages. The oil tank and No. 1 and 2
Number of washers can vary between 1 minimum and 6 bearing cavity are vented internally, and the No. 6 and 7
maximum. bearing cavity externally, to the accessory gearbox. A
centrifugal oil separator (breather impeller) installed in the
Rear Inlet Case: accessory gearbox removes oil before vented air is discharged
• The 2, 4, 8 and 10 o’clock struts are anti-iced with oil to the exhaust duct.
pressure flowing inside them. The 6 and 12 o’clock struts
are anti-iced with gravity oil scavenge flowing through.
• The T6 trim probe is installed in the oil pressure channel
and is kept at oil temperature.
Reason
To reduce the possible oil contamination of the bleed air system from No.
3 and 4 bearing area during start-up of engine.
Check valve
Oil from the accessory casing and the No. 1 bearing cavity is scavenged by
gravity. The No. 2 bearing cavity oil is scavenged through a venturi by
gravity aided by pressure oil, which induces a jet-pump action. On Post
SB21346, oil drains from Nos. 3, 4 and 5 bearing cavity scavenge lines
into an accumulator. A scavenge pump empties the accumulator and
returns the oil to the tank. The No.6 and 7 bearing cavity oil is scavenged
through an external tube connected to the scavenge pump.
Main oil pressure line from turbo machine is routed to the auxiliary oil
tank and AC generator (for Dash-8, ATP and Jetstream) for lubrication
and cooling purposes. When the auxiliary tank is supplied with oil, the
tank pressurizes and provides oil to the feathering pump, the propeller
control unit pump, the overspeed governor and RGB gear train. The PCU
pump supplies approximately 1000 PSI to the propeller control unit. In
the event of a propeller system or engine malfunction, the electric
feathering pump, when energized, draws oil from the auxiliary tank (1.5 or
3.75 U.S. Quarts) and supplies boosted oil pressure to the propeller
control unit allowing the propeller to be feathered in flight.
Scavenge oil from the propeller, gearbox accessories, gears and bearings,
drains into a cavity in the bottom of the reduction gearbox sump. The
cavity has a chip detector and a strainer which protects the pump. A
scavenge pump, on the right side of the rear inlet case, draws the oil
through an external tube on the left side of the front inlet case. The tube is
looped upward to prevent gearbox oil from flooding the oil tank when the
engine is not running. The tube connects to an internal oil passage which
provides anti-icing of the front inlet case.
From the inlet case, the oil flows through a tube to the scavenge pump,
then through the scavenge filter (10 micron), which is equipped with a
valve to bypass the filter in the event of blockage. An indicator warns of
impending blockage (electrical switch or mechanical pop out type). From
the scavenge filter, the oil flows to the tank. The scavenge oil from AC
generator (for Dash-8, ATP and Jetstream) drains into a cavity in the
RGB. This cavity has a chip detector and a strainer which protects the
pump. The scavenge pump, located on the right side of the rear inlet case,
draws the oil out of the gearbox on the left side. An external tube brings
the oil to the pump. Out of the pump, the oil flows through the scavenge
filter and then to the tank. In the event that the scavenge cavity of the oil
cooled AC generator floods, the oil will overflow to the RGB sump where
it will mix with the scavenge oil from the RGB.
Engine airflow comes in from the nacelle intake duct and into the air inlet
section where the air is directed onto the LP compressor impeller. The
compressed air is then directed to the HP compressor impeller for further
compression and into the combustion section.
At the combustion section the air is mixed with fuel for combustion and
also used for cooling. The hot expanding gases are then directed past
several turbine stages for energy extraction and out through the exhaust.
Air from the low pressure (P2.5) and high pressure (P3) compressors is
used for sealing bearing cavities, to assist oil scavenging and for internal
engine cooling. Bleed air is also used for the aircraft pneumatic system;
the air conditioning and de-icing systems (ref: chapter #2). Modified P3 is
used in the mechanical fuel control system and propeller overspeed
governor.
For internal engine cooling and bearing cavity sealing, P2.5 and P3
compressed air is used. The compressed air is directed to the associated
areas by two means:
1. Through an air switching valve, external tube and to the inside of the
power turbine shaft.
The air switching valve, located in the top right side of the intercompressor
case, provides adequate sealing air supply during starting (NH < 40-45%)
by directing P3 air to areas normally pressurized by P2.5 air (during initial
start-up, P3 is the only pressurized air available).
The valve assembly consists of inner and outer housings, a piston, valve,
springs, thrust washer (ref: note) and adjusting washers (maximum of 4)
retained by a cover.
Note: Post-SB20607 valve has a thrust washer and an additional spring.
During starting, P3 air flows via transfer tube into the housing and piston
chamber. From the chamber it passes through slots into the
intercompressor case. The air then passes through an external line to the
rear inlet case. As P2.5 pressure increases, it overcomes spring and
atmospheric pressure to move the piston and stop and replace the flow of
P3 air.
Note:
The No. 3 and 4 bearing seals are pressurized by air from the Air from the end of the power turbine shaft cools the front and
switching valve via internal passages. The No. 4 bearing seals rear faces of the first and second-stage power turbine disks and
are pressurized mainly by P2.5 air taken from the HP impeller the Nos. 6 and 7 bearing housing. It also seals the bearing
inlet. The air pressurizing these cavities is also used to assist cavity.
oil scavenging.
Post-SB21175: The turbine interstage case/power turbine stator
The No. 5 bearing cavity and seals receive air from the bolts: air passes through holes in the turbine support case,
switching valve through an internal passages. This air is also along the LP turbine seal housing, cools the bolts, and exits
to scavenge the bearing cavity. Some P3 air is vented via an into the gas path downstream of the power turbine stator.
external tube into the exhaust to enable P2.5 air to enter this
cavity.
To improve the sealing and the positive differential pressure on the no. 4 bearing seal, changes are introduced as follows:
• A seal is introduced between the high pressure and low pressure turbine disc.
• The high pressure turbine stub shaft is replaced with a new one without the no.5 bearing internal vent hole.
• A new intershaft rotor seal is introduced which includes additional fins. This makes it necessary to replace the seal runner.
• The tight fit between the intercompressor case and the no. 4 bearing housing is increased and the no.4 bearing housing oil slinger is replaced with a new
one which has a wider outer rim to reduce oil leakage through the bearing seal.
• Some preformed packings at the no. 4 area are replaced with new ones that are more resistant at higher temperatures.
One or two probes is/are installed on the right side of the rear inlet case.
These probes pick up high pressure rotor speed signals from the starter
generator driveshaft gear teeth.
Each probe has two coils (2 signals). Probe NH2 (upper) signals are sent
to the EEC/AFU and NH gage. Probe NH1 (N/A FOR CANADAIR)
(lower) signal is sent to the EEC/AFU, the other signal is not used.
A probe is installed below the engine mounting pad on the left side or
above the engine mounting pad on the right side of the inter compressor
case. It senses low pressure rotor speed (NL) from the No. 3 bearing
retaining nut lugs.
Propeller (NP):
A probe is also installed on the top left side of the reduction gearbox rear
housing. It senses propeller speed (NP) from the teeth on the accessory
drive idler gearshaft.
The probe has two coils (2 signals), one signal is sent to the gage and the
other signal is not used. NP signal to EEC is derived from one of the two
torque sensors).
The inter-turbine temperature (ITT) indicating system monitors The leads from the trim thermocouple are connected to the
gas path temperature (T6). It consists of nine parallel T6 terminal block. A trim resistor of the appropriate class and
thermocouples, positive and negative bus-bars, trim cable, trim easily removed/installed, is fitted to the terminal block to
resistor, trim thermocouple, wiring harness and gage. The provide ITT temperature correction.
thermocouples are installed in bosses in the turbine support
case. Each T6 thermocouple has two conductors of different Selection of the trim resistor class is done at engine test and can
material (Alumel and Chromel) that are joined at one end (the only be carried out by an authorized overhaul facility. At field
bimetal junction) and covered by a protective sheath. At the level, a defective trim resistor can only be replaced by one of
other end are terminal lugs that connect to the positive and the same part number and class number. The resistance value
negative bus-bars. of the trim resistor is indicated on the engine (turbo machine)
reference data plate.
The ITT thermocouple trim electrical cable is installed on the
right side of the engine. The branched cable consists of a Total Inlet Temperature (T1.8)
positive (chromel) lead and a negative (alumel) lead that
connect to the positive and negative bus-bars respectively at The total inlet temperature (T1.8) sensor, mounted in the rear
one end. A terminal block, trim thermocouple and trim resistor inlet case, consists of a resistor in a sleeve fitted with a
are at the other end. Leads to the cockpit instrumentation are threaded connector. It receives a fixed low current input from
connected to the terminal block. the EEC/AFCU. The resistance of the sensor changes with
temperature, varying the current returned to the EEC/AFCU in
Gas temperature generates a voltage in each T6 thermocouple. proportion. T1.8, measuring the ram temperature in the air
To obtain an average reading, the thermocouples are connected intake region, is used by the EEC/AFCU for various
in parallel. Because of the location of the thermocouples, the controlling functions.
reading is not an accurate indication of gas path temperature.
The actual temperature is calculated at engine test and
compared with that obtained by exhaust thermocouples. A trim
thermocouple is connected in parallel with the thermocouples
to correct the average reading. The trim thermocouple is
installed in a passage through which oil flows to No 1 and 2
bearings. The oil temperature in the passage does not vary,
thus ensuring consistent resistance.
The TSC also referred as the signal conditioning unit (SCU) processes the Provides the TSC (SCU) and/or the EEC/AFCU with the necessary
torque sensor signals for autofeather logic. correction information as determined during engine acceptance test.
Engine Electronic Control (EEC) TSC (SCU): 60 classes available for gain (slope)
(jumper wires)
The EEC processes the torque sensor signals for torque indication in the 61 classes available for BIAS (offset)
cockpit. (jumper wires)
Autofeather Control Unit (AFCU)(PW123AF): EEC/AFCU 64 classes available for gain (slope)
(resistors)
The AFCU processes the torque sensor signals for autofeather logic and 64 classes available for BIAS (offset)
for torque indication in the cockpit. (resistors)
Torque Trim Bias and Gain: Selection of the trim plug class is done at engine test and can only be
carried out by an authorized overhaul facility. At field level, a defective
A torque bias and gain are applied to the torque shaft input to correct for trim plug can only be replaced by one of the same class number. The
any differences in torque shaft stiffness due to varying physical properties. values of the trim plugs are indicated on the engine (turbo machine)
This trimming allows for a unique output for any given torque shaft. reference data plate.
During acceptance testing, the EEC torque is compared to a reference
torque set on a dynamometer and the trim bias and gain resistors (or
jumper wires) are added to the EEC (AFCU or TSC) to read the
dynamometer torque.
The torque measurement system provides torque indication for the cockpit,
torque reference for the autofeather logic and torque reference for power
management.
Torque Shafts:
There are two torque shafts located in the reduction gearbox. Each shaft
links the first stage helical gear to the second stage pinion gear. As the
engine produces power, the torque shaft twists and the amount of twist
provides a means to measure engine torque.
The torque shaft consists of two concentric tubes (shafts) each carrying a
toothed wheel, both tubes are attached together at the rear end only. The
torque tube is connected at both ends and will twist when torque is
produced, while the reference tube connected only at the front end cannot
be twisted. The gap between the teeth on the torque tube and the teeth on
the reference tube will change in proportion of the produced torque.
Torque Sensors:
There are two torque sensors, one for each torque shaft, mounted on the
right and left side of the RGB. The torque sensors are magnetic pulse
pick-up type, single coil (dual coil for PW127 series) with a built in
temperature probe (resistive temperature device - RTD). Each torque
sensor protrudes into the RGB and picks up on teeth of the torque tube
and reference tube toothed wheels. Each sensor detects the phase
difference between the teeth on the torque tube and the teeth on the
reference tube. The electromagnetic pulses (sign waves), generated when
the teeth pass through the sensor’s magnetic field are transmitted to the
AFU and EEC. The left side torque sensor (No. 1) signal is transmitted to
the AFU for autofeather logic (all) and analog torque cockpit indication
(ATR 72, Jetstream ATP). The right side torque sensor (No. 2) signal is
transmitted to the EEC for power management and torque cockpit
indication. The sensors also measure the temperature of the air around the
shaft to compensate for a change in torque shaft stiffness. In addition, the
EEC derives NP from the right side torque sensor signal.
The AFU processes the No. 1 torque sensor signal for autofeather logic Provides the AFU and the EEC with the necessary correction information
and for torque indication in the cockpit as determined during engine acceptance test.
(ATR 72, Jetstream 61/ATP)
AFU: 61 classes available for Gain (slope) (jumper
Engine Electronic Control (EEC): wires)
61 classes available for BIAS (offset) (jumper
The EEC processes the No. 2 torque sensor signal for power management wires).
and for torque indication in the cockpit.
EEC: 64 classes available for Gain (slope) (resistors)
Torque Trim Bias and Gain: 64 classes available for BIAS (offset)
(Resistors).
A torque bias and gain are applied to the torque shaft input to correct for
any differences in torque shaft stiffness due to varying physical properties. Selection of the trim plug class is done at engine test and can only be
This trimming allows for a unique output for any given torque shaft. carried out by an authorized overhaul facility. At field level, a defective
During acceptance testing, the EEC torque is compared to a reference trim plug can only be replaced by one of the same class number. The
torque set on a dynamometer and the trim bias and gain resistors (or values of the trim plugs are indicated on the reduction gearbox data plate.
jumper wires) are added to the EEC (AFCU or TSC) to read the
dynamometer torque.
The ignition system consists of exciter boxes mounted on the right side of
the front inlet case and connected by high tension cables to two spark
igniter plugs located in the combustion chamber.
Ignition Exciters:
When the unit is energized, a capacitor on the high voltage side of the
output transformer is progressively charged. When sufficient energy, to
ionize a spark gap in the unit, is accumulated, the capacitor discharges
across the spark igniter.
Ignition Cables:
The two ignition cables carry the high voltage current from exciters to the
spark igniters. Each cable consist of an insulated electrical lead inside a
flexible metal braiding and is connected to the exciter and igniter by
coupling nuts.
The two air-cooled spark igniters are located at the 5 and 7 o’clock
positions on the gas generator case adjacent to the fuel manifold. Each
igniter has a central electrode enclosed in semi-conducting material. The
electrical potential developed by the ignition exciter is applied across the
gap between the central electrode and the shell (ground). As the potential
increases, a small current passes across the semi-conducting material until
the air between the electrode and the shell ionizes. At this point, high
energy discharges across the gap. The spark always occurs between the
electrode and the shell.
Lucas
Unison
Definition of Ratings
The borescope is an optical device that enables an operator to • Low pressure turbine vane ring.
perform visual inspection of the hot section and compressor • Low pressure turbine blades and segments.
areas of PW100 series turboprop engines while an engine
• First-stage power turbine disk blades.
remains installed in the airframe or a ground handling
• First-stage power turbine vane ring.
installation, as applicable.
Through the rear inlet case:
Description:
• Low pressure compressor ( or through the air inlet duct if
The borescope assembly comprises a pattern-controlled rigid
installation permits access).
guide tube, a flexible guide tube, a 5 mm diameter direct
viewing borescope, a side viewing adapter, a light source and
Through the low pressure diffuser pipe ports:
other accessories. Photographic equipment is an available
option.
• Low pressure compressor
With use of borescope, an operator may perform periodic • High pressure compressor
inspection of the areas listed in the following paragraphs
without removing the engine turbomachinery module. Through exhaust duct:
Through fuel nozzle adapter or ignitor ports: • Second-stage power turbine blades.
The Engine Control System controls the engine powerplant by supplying fuel Condition Lever (CLA)
flow, scheduled as a function of the selected PLA, engine ratings, and measured
torque and speed. The fuel flow is controlled by two integrated systems: The cockpit mounted condition lever is mechanically linked to the MFCU to
mechanical fuel system and electronic system (except PW123AF)(next chapter). operate the fuel shutoff valve. Detail of the CLA adjustment is found in the
The fuel system includes the following major components: specific Aircraft Manuals.
The cockpit mounted power lever is mechanically linked to the engine MFCU to
operate the PLA cams to facilitate manual mode control of the fuel flow to the
engine. The MFCU mounted RVDT provides an electrical signal to the EEC to
indicate PLA position. The MFCU adjustment versus specific PLA positions
are defined in the specific Aircraft Manuals. FI MIN NP
The PLA is also connected mechanically to the hydraulic actuator of the
propeller control system to provide beta scheduling and minimum pitch stop of START & FEATHER
the propeller blades (see the appropriate propeller control system manuals for
GI
further information).
MAX REVERSE FUEL OFF
Main functions:
Refer to the engine maintenance manual for listing of approved fuel and For FOKKER; fuel is returned to the fuel heater assembly inlet via a check
additives. valve.
Description: For ATP; fuel is returned to a “fuel drain tank (airframe supplied) and then goes
to the airframe tank.
From the aircraft tanks, via the airframe boost pumps, fuel is directed to the
engine filter, fuel heater, then to the fuel pump assembly. The main engine fuel
pump directs fuel to the Mechanical Fuel Control Unit (MFCU). Fuel flow is
available to the airframe to drive the airframe motive flow system as soon as the
fuel pressure exceeds 125 to 155 psig.
The MFCU, features electrical, hydraulic, pneumatic and mechanical valves and
actuators, to modulate the engine fuel flow over the entire operational envelope
of the engine. Both EEC and manual modes of operation are supported by this
unit.
The metered fuel output from the MFCU is directed to the airframe flow meter,
FCOC, flow divider and fuel nozzles. Remaining fuel flow, not used by either
the engine or the motive flow system, is returned to the fuel pump inlet.
During shut-down operation, residual fuel, from the fuel nozzles and manifolds,
is returned to the airframe fuel tank via the flow divider dump valve and an
airframe check valve for DASH-8 installation;
For CANADAIR; fuel is returned directly from the flow divider to fuel cell #4
and #5.
For ATR; fuel is returned to a “fuel drain tank” and then returns to engine fuel
pump inlet.
Purpose Operation
Bypass valve
Purpose
Description
Operation
The fuel-cooled oil cooler is a heat exchanger with two flow circuits:
engine lubricating oil and fuel. The oil circuit has two flow paths
(bypass and internal). and a valve that controls flow between the
paths. The valve remains in the open position, allowing oil to bypass
the core until the temperature reaches 60 to 71°C (140 to 160°F).
Within this temperature range bypass flow is cut off and routed
through the internal path. To ensure the cooler is not over
pressurized, the valve opens, allowing oil to bypass when the
pressure differential across the valve exceeds 40 psig.
The fuel pump is a positive displacement spur gear type consisting • 10 micron filtering capacity
of a fuel ejector (jet pump), a self-relieving inlet screen, two spur • Cleanable (electrosonic or ultrasonic cleaning)
gears, an outlet filter, a differential pressure switch and a bypass
valve. Fuel from the MFC bypass outlet passes through the jet pump,
positioned ahead of the main inlet, to maintain a constant inlet OUTLET FILTER
BYPASS VALVE
pressure. The self-relieving inlet screen, when blocked, lifts from its
DIFFERENTIAL
seat and allows fuel to enter the pump housing. Two spur gears PRESSUREı
pump fuel through the outlet filter. A bypass valve diverts fuel to the SWITCH
Pump Capacity:
• At 6% NH: ≈ 150PPH ≈ 100 PSIG BYPASS
Inlet strainer:
INLET
• 74 micron filtering capacity
FUEL EJECTOR
PORT SELF RELIVING
• Self-relieving at 1.3 PSID INLET SCREEN
Purpose:
The MFC or MFCU, features electrical, hydraulic, pneumatic and mechanical Metering valve:
valves and actuators, to modulate the engine fuel flow over the entire operational
envelope of the engine. Both EEC (automatic) and manual (backup) modes of Composed of a needle valve operating in a sleeve. Actuation of the valve
operation are supported by this unit. changes the orifice area, which regulates the flow of fuel to the engine.
Positioning of the needle valve is controlled by the bellows assembly in the
pneumatic section through a torque tube that acts as a fuel/air seal.
Description:
Minimum Pressurizing valve:
Motive flow valve:
Maintains a minimum fuel pressure (60 psid) in the MFC (MFCU) during low
The valve is spring loaded, closes and opens when the pressure of unmetered flow conditions when starting.
fuel overcomes the spring force. The valve provides fuel to operate a jet pump
located in aircraft fuel tank as soon as the fuel pressure exceeds 125 to 155 psig. Shutoff valve:
High pressure relief valve: An input shaft driven by the condition/fuel shutoff lever operates a valve that
passes metered flow to the bypass port, consequently closing the pressurizing
Consists of a relief valve, a ported sleeve and a valve spring. The relief valve valve and shutting down the engine.
operates in parallel with the differential pressure regulator to prevent excessive
buildup of fuel pressure in the main fuel control body. It opens at ≈ 1350 psig. Manifold pressure regulator:
Differential pressure regulator (bypass valve): Regulates starting fuel flow (80 to 120 PPH) as a function of compressor
discharge pressure (P3). The valve is normally open, and as P3 increases, the
Maintains a constant pressure drop ( ≈18psid) across the metering valve by valve closes.
bypassing excess fuel flow to the fuel pump. Bimetallic disks under the spring
compensate for variations in specific gravity due to fuel temperature change. An
external adjustment screw on the regulator cover is used to adjust for maximum
PD.
Torque tube: The power lever shaft incorporates two speed set cams, which move a cam lever
when the power lever is advanced. A spring connects the cam lever to the
Links the bellows assembly to the metering valve. The assembly is loaded governor lever and exerts a force on the governor lever as a function of PLA. The
upward in a close direction. governor lever is pivoted, and one end operates against an airflow restrictor to
form the governor orifice. A ball bearing on the governor lever contacts the top
Bellows assembly: of the flyweight bearing assembly. When the power lever is advanced, the cam
applies tension to the spring, which applies a force on the governor lever to close
Consists of deceleration, governor and acceleration bellows connected by a the bleed.
shaft. Inside(Px) and outside (Py) pressures cause the deceleration bellows to
expand and reduce fuel flow. An increase in Px pressure acting on the evacuated Flyweight assembly:
acceleration bellows increases fuel flow.
The flyweights are mounted on a platform on the driveshaft, and as the
During acceleration, flapper valves ,in governor section, are closed; this driveshaft revolves, centrifugal force causes the weights to pivot about their
equalizes and increases Px and Py air pressures. As Py increases, the mounting points and contact the bottom face of the bearing assembly. As the
acceleration bellows contract, opening the metering valve and increasing fuel driveshaft speed increases, increased centrifugal force causes the weights to
flow. apply an increasing force against the bearing assembly. This causes the bearing
assembly to move upward on the driveshaft and apply pressure to the ball
When governing, Py is reduced slightly below Px air pressure bearing on the governor lever arm. The governor orifice opens whenever the
to give the fuel flow required to run at the selected power. driveshaft speed increases enough to overcome the force applied by the governor
lever spring.
Stepper motor:
Orifices:
Alters the position of the valve which bleeds Py pressure to change metered fuel
flow to the engine. The torque motor is controlled by the EEC. High pressure (P3) is supplied to the MFC and metered through a fixed orifice
to produce Px pressure. Px is used to pressurize the chamber containing bellows,
Rotary variable differential transformer: and is metered through a fixed orifice to produce Py pressure. Py pressurizes the
chamber containing the governor bellows and is tapped off (then vented to
Fitted to the power lever shaft and signals power lever angle to the EEC. atmosphere) via the governor and stepper motor flapper valve orifices. In
addition, a Py tapping is connected to the overspeed governor.
Overspeed M anual
Description:
EEC (Automatic) mode is the primary mode of control operation. In this mode, 36000
modulate NH via the new cam schedule (ref.: figure on cam schedule).
24000
0 20 40 60 80 100 120
PLA (Degrees)
TYPICAL PW127/E/F MFCU CAM SCHEDULES
Purpose:
Overspeed Manual
Description
36000
In manual (backup) mode the stepper motor is fixed at its last
commanded position and the reversion solenoid mechanism closes
the EEC stepper motor controlled orifice. The PLA cam mechanism 34000
allows the PLA to change the flyweights governor bias above the
PLA versus NH cam schedule, ref. figure, to modulate Py to the fuel 32000
metering valve. Manual mode control allows for modulation of NH,
from idle, upwards to a maximum value guaranteed to give reserve 30000
power under all normal engine operating conditions. It also provides
a rising NH characteristic in reverse mode.
28000
26000
24000
0 20 40 60 80 100 120
PLA (Degrees)
TYPICAL PW127/E/F MFCU CAM SCHEDULES
Description:
Torque tube: is advanced, the cam applies tension to the spring, which applies a force on the
governor lever to close the bleed.
Links the bellows assembly to the metering valve. The assembly is loaded
upward in a close direction. Flyweight assembly:
Bellows assembly: The flyweights are mounted on a platform on the driveshaft, and as the
driveshaft revolves, centrifugal force causes the weights to pivot about their
Consists of deceleration, governor and acceleration bellows connected by a mounting points and contact the bottom face of the bearing assembly. As the
shaft. Inside(Px) and outside (Py) pressures causes the deceleration bellows to driveshaft speed increases, increased centrifugal force causes the weights to
expand and reduce fuel flow. An increase in Px pressure, acting on the apply an increasing force against the bearing assembly. This causes the bearing
evacuated acceleration bellows, increases fuel flow. assembly to move upward on the driveshaft and apply pressure to the ball
bearing on the governor lever arm. The governor orifice opens whenever the
During acceleration, flapper valves ,in governor section, are closed. This driveshaft speed increases enough to overcome the force applied by the governor
equalizes and increases Px and Py air pressures. As Py increases, the lever spring.
acceleration bellows contract, opening the metering valve and increasing fuel
flow. Orifices:
When governing, Py is reduced slightly below Px air pressure High pressure (P3) is supplied to the MFC and metered through a fixed orifice
to give the fuel flow required to run at the selected power. to produce Px pressure. Px is used to pressurize the chamber containing bellows,
and is metered through a fixed orifice to produce Py pressure. Py pressurizes the
Rotary variable differential transformer: chamber containing the governor bellows and is tapped off (then vented to
atmosphere) via the governor and stepper motor flapper valve orifices. In
Fitted to the power lever shaft and signals power lever angle to the AFCU . addition, a Py tapping is connected to the overspeed governor.
The power lever shaft incorporates two speed set cams, which move a cam lever
when the power lever is advanced. A spring connects the cam lever to the
governor lever and exerts a force on the governor lever as a function of PLA. The
governor lever is pivoted, and one end operates against an airflow restrictor to
form the governor orifice. A ball bearing on the governor lever contacts the top
of the flyweight bearing assembly. When the power lever
Description:
The cam select mechanism is used to transfer from “High” cam to a “Normal”
cam. This is to ensure that propeller speed is always above the restricted range
(ref.: Aircraft manual) on warm days. On cold days (0°C or 32°F or below), less
engine power is required to keep propeller speed above the restricted range. The
normal cam reduces gas generator speed in the idle range as compared to the
“High” cam. The cam select mechanism is selected manually in the cockpit at
the pilot’s discretion. A solenoid operated pneumatic servo mechanism is used
to select the desired cam.
When the solenoid is energized, the P3 orifice to the servo piston is closed.
Spring pressure will move the piston, which in turn, places the “Hot” day cam
on its follower.
Basic Operation
Acceleration:
As the power lever is advanced above idle, the speed scheduling
(manual mode) cam is repositioned, moving the cam follower lever
to increase the governor spring force. The governor spring then
overcomes the weights and moves the levers closing the governor
valve. Py immediately increases and causes the metering valve to
move in an opening direction, Acceleration is then a function of
increasing Px, (Px = Py). Acceleration is completed when the
centrifugal force overcomes the governor spring and opens the
governor valve.
Automatic altitude compensation is achieved with the evacuated bellows which In EEC mode (normal mode) the EEC modulates the engine fuel flow through
provides an absolute pressure reference. Compressor discharge pressure is a the MFC (MFCU) in response to the requested power setting. This is done by
function of engine speed and air density. Px is proportional to compressor means of a stepper motor and variable pneumatic orifice system that schedules
discharge pressure so it will decrease with a decrease in air density. This is fuel flow. Power setting commands from the cockpit mounted power lever is
sensed by the evacuated bellows which expand and reduce fuel flow as altitude supplied to the EEC by a Rotary Variable Differential Transducer (RVDT)
increases. which measures the power lever angle (PLA) at the MFC (MFCU). The EEC
also controls the intercompressor bleed flow via the HBOV mounted torque
Stopping the engine: motor to provide surge free operation of the engine.
The engine is stopped by moving the fuel cut-off lever from "Start" to "Cut off". Accelerations and decelerations are controlled by limiting the rate of change of
This equalizes pressure on both sides of the minimum pressurizing valve and its Nh as a function of engine power setting and inlet conditions.
spring causes it to close, cutting flow to the flow divider and nozzles.
Divides the fuel flow between primary and secondary fuel manifold Introduction of a single spool design flow divider.
during starting operation.
Purpose
Dumps fuel from the manifold when the engine is shut-down.
To reduce the amount of internal moving parts, increase clearance
Description: between hardware and increase material durability.
The flow divider and dump valve is connected to the fuel manifold
at the bottom of the gas generator case. It comprises primary and
secondary spool valves in a housing equipped with inlet and dump
ports.
Primary valve:
Secondary valve:
Dump position:
When the fuel pressure ceases, the valves close the inlet and open
the dump ports, allowing residual fuel to drain from the manifold
through the flow divider to the dump port.
Purpose: CAUTION:
The fuel manifold delivers fuel to the combustion chamber and, in the event of a • A LEAK CHECK MUST BE CARRIED OUT TO ENSURE THE
defective packing, drains fuel leakage. INTEGRITY OF THE COMPLETE MANIFOLD ASSEMBLY.
Primary manifold
Secondary manifold
Sheath:
The sheath which surrounds the nozzle conveys air, from the compressor, to cool
the nozzle and atomize the fuel.
Drain manifold:
Two of the tubes supply fuel to the adapters; the third drains fuel leakage. It
collects primary and secondary fuel manifold leakage and drain it overboard.
Purpose:
Construction:
• Tank
• Float
• Valve
• Non-return valve
• Ejector pump
Operation:
During engine operation, fuel drains from the dump valve and is
collected in the ejector tank. As the fuel level rises, the float moves
upward, raising a lever and unsealing a valve covering an orifice.
Fuel, from the mechanical fuel control, flowing through a venturi
causes a pressure drop below the orifice. Fuel pressure acting on top
of the orifice, combined with the pressure drop on the bottom, opens
a non-return valve located on the bottom of the orifice. Fuel is then
drawn from the tank through the orifice. When the tank fuel level
drops, the float moves down and the orifice is covered by the valve.
The non-return valve then closes, preventing fuel from the
mechanical fuel control from entering the tank from the orifice.
• POWER RATING
• ENGINE TRIMMING
• NP FUEL GOVERNING
• FAULT DETECTION
• FAULT INDICATION
• ADC: EEC send signals to the ADC for recording and • Torque bug (ATP & FOKKER): Signal sent to
display purposes. torque gage to show maximum allowable torque.
• Auto-ignition (ATR & ATP): The EEC provides a • Uptrim lamp: Cockpit light that identifies the engine
discrete output to the aircraft, to activate the ignition receiving an uptrim signal. (ATP: green light on torque
system, which indicates that (a potential) engine gauge).
flame-out has been detected by the EEC.
• ENGINE EC DEGRADED Lamp (FOKKER ONLY):
Relatively minor fault resulting in the fault code being
stored in the EEC.
• ENG 1 CONTROL lamp (ATP only): It indicates that
a non-critical fault has been detected by the EEC.
• Fault codes: Electronic fault codes indicating which
line replaceable unit (LRU) is suspected.
• FAULT lamp (ATR & FOKKER): Cockpit light that
identifies a fail fixed situation.
• Fault Magnetic Indicator (ATR only): Magnetic latch
in maintenance panel indicating that a non-critical
fault has been detected by the EEC.
• FROZEN lamp (ATP only): Cockpit light that
identifies a fail fixed situation.
• Servo valve (HBV): Signal sent to the servo valve of
the HBV to vary P2.4 bleed.
• Stepper motor (MFC or MFCU): Signal sent to
stepper motor to vary Py bleed.
• Torque (output): Signal sent to torque gauge to show
the amount of torque being produced by engine
• ATR: digital signal
• FOKKER and ATP: analog and digital signals.
Refer to previous page (ATR installation) for the following ECON LEVEL 1 2 3
definitions:
CLB 2% 4% 6%
Maximum Take-off Power (TO), Normal (Alternate) Take-
CRZ 4% 7% 10%
off Power (ATO), Maximum Continuous Power (MCT),
Maximum Climb Power (CLB), Maximum Cruise Power
(CRZ). Approach Speed Control (ASC):
Go-Around Power (GA): This rating is intended to be used Aircrafts equipped with PMP system could have, as an option,
on approach to landing and in the case that the landing would the approach speed controller. The system will automatically
have to be aborted. control the airspeed of the aircraft, as selected by the pilot,
during the approach phase of flight. The PMP will modify the
Flex Temperature Rating (FLEX): Through the ERSP panel PLA input to the EEC to vary the fuel flow to the engine as to
a pseudo temperature is input and the thermal limit is maintain the aircraft speed without physically moving the
calculated using the higher of the flex temperature input or the power levers.
real temperature input from the engine T1.8 sensor. This can
allow for selection of a lower thermal limit extending the life of
the engine.
TRAINING USE ONLY ENGINE ELECTRONIC CONTROL 11.16
EEC OPERATION
The rating logic determines the maximum power allowed Using the selected power limit, a power request vs.
at the take off power lever position. The rated power is power lever angle relationship is calculated. Figure
set as a function of the selected rating, the air inlet below shows a typical power request vs. PLA relationship
temperature, air inlet pressure, aircraft velocity, bleed at the typical propeller governing speeds for the
selection and the power turbine speed. engine/control system. The engine torque measured
from the speed/phase signal from the torque probe
Three (3) limits (power limit, thermal limit and torque situated on the reduction gear box of the engine is used
limit) are calculated from the rating and bleed selection. to calculate the actual power delivered. The full
The lower of the power and thermal limits is selected and authority closed loop on power loop will govern the
entered into a POWER REQUEST vs. PLA table to give engine. This loop receives the power request from the
a power schedule. The control will then close loop, rating logic and closes loop on this request power with
under normal operating conditions, on a selection the actual power delivered by the engine.
between the power schedule and the torque limit.
For faults which seriously impair accurate control of the MANUAL switch (ATP)
engine, the EEC will cease control and fail fix the OFF switch (ATR)
stepper motor. Reversion to manual mode will occur MAN switch (FOKKER)
by means of aircraft wiring interlocks when the • Switch from EEC to Manual mode.
power lever is pulled back to flight idle so that the • Transfer authority from the stepper motor to the
resulting reversion power change is small. A fault of mechanical governor.
minor consequence simply results in the operation of the • Select the manual mode cam fuel schedule.
affected function being inhibited and when appropriate, • NP fuel governing inhibited.
its output will be replaced by default values. The faults • Torque and torque bug are still displayed if fault does
are stored as fault codes (maximum of 8) in the non- not corrupt their values.
volatile memory of the EEC and are sent to Airframe. • ATP: Analog torque is displayed via AFU.
• Looses control of the Handling Bleed Valve.
Each input signal is tested for various fault conditions
such as errors, out of range conditions, or inappropriate Degraded EEC Mode Logic (ATR except PW124B and
values in comparison to other inputs (if redundant signal FOKKER)
sources exist). In this mode, The EEC maintains bleed valve operation
while the engine power is governed by Manual Mode
If both EEC fail, both engines will revert to manual mode MFC (or MFCU) operation.
automatically (no-fail-fixed) if both PLA < 59° (MFC or
MFCU).
Detect an engine power loss, signal the opposite engine Autofeather trigger (FAIL):-
to uptrim and signal airframe to feather the failed engine The autofeather system will trigger automatically if all the
propeller. following conditions are met:
• One engine torque drops below the fail threshold
Components 2709 ft.lb. (26% or 23% for PW127B).
• AFU reads torque from sensor no. 1 and manages • The other engine torque is above the arm torque level
autofeather logic. 5375 ft.lb.
• EEC receives uptrim signal from opposite engine AFU • The system is armed.
and will increase power from normal take-off to
reserve take-off. Sequence after autofeather trigger:
• 0.12 second later, the local engine is feathered.
Standby • Auto-ignition is inhibited.
• Fuel levers in OPEN. • Autofeather light goes off.
• A take-off rating is set(TO, GA or FLX) or landing • Autofeather solenoid of the opposite engine is
gear selector is down. inhibited
• Engine LIGHT goes on.
Arming
• FUEL LEVER light goes on
When the autofeathering system is standby, the AFU
gives an armed signal when: • Oil-cooler door of the opposite engine stays or goes
open.
• Both engine torque’s above 5375 ft.lb(51% or 45% for
PW127B). • Opposite engine EEC commands Uptrim
• Both PLA above take-off range • Shut-off valve of the engine closes.
• When the system is armed: Armed light goes “ON”.
AFU Test Procedure: Refer to the appropriate engine
maintenance manual.
Disarming
If one of the following conditions occurs, the system will
disarm automatically:
• Either PLA is below take-off range.
• Opposite Autofeather is triggered.
• both engine torque’s <5375 ft-lb.
• ENGINE TRIMMING
• NP FUEL GOVERNING
• FAULT DETECTION
• FAULT INDICATION
The PW123/123B/123C/123D/123E Engine Control The EEC receives signals from the engine sensors, the
System controls the engine powerplant by supplying fuel airframe Air Data Computer (ADC) and from its own built-
flow, scheduled as a function of the selected PLA, engine in pressure sensors. Redundant engine/EEC sensors
ratings and ambient conditions. The Engine Control provide ambient condition backup in the event of ADC
System, its relationship to the propeller and aircraft signal failure.
systems are illustrated in the next Figure. The engine
control system is comprised of the following major engine In EEC mode (normal mode) the EEC modulates the
mounted components, engine fuel flow through the MFC in response to the
request power setting. This is done by means of a
• a Mechanical Fuel Control (MFC)(Ref.: Chapter 10), stepper motor and variable pneumatic orifice system that
• an Engine Electronic Control (EEC), schedules fuel flow. Power setting commands from the
• Torque Signal Conditioner Unit (TSCU) cockpit mounted power lever is supplied to the EEC by a
• associated fuel pump and filter, sensors, wiring Rotary Variable Differential Transformer (RVDT),.which
harnesses, and ancillary components complete the measures the power lever angle (PLA) at the MFC. The
Engine Control System. EEC also controls the intercompressor bleed flow via the
HBOV mounted torque motor to provide surge free
operation to the engine.
The engine control system provides for various degrees • NH versus PLA between: 30 to 105.8 %
of fault tolerant operation by selecting one of three • Ground idle: 66 % ***
modes: • Flight idle: 72 % minimum to 81 % maximum at
• EEC mode altitude. ***
• Degraded mode (EEC power on)
• Manual mode (EEC power off) ***: NP fuel governing may override.
Control of the starter motor and ignition is under pilot Accelerations and decelerations are controlled by limiting
control, while starting fuel flow is accurately regulated by the rate of Nh as a function of engine power setting and
the MFC’s manifold pressure regulator. As the start inlet conditions by the EEC. The MFC maximum ratio
progresses, metered fuel from the metering valve is unit sets a maximum acceleration and deceleration rate.
supplied to the fuel nozzles to accelerate the engine. As
Nh increase beyond the point where the manifold
pressure regulator of the MFC switches state (46 to 60% EEC torque bug (For PW123C and 123D only)
Nh) the EEC takes over control of the acceleration and
brings the engine to Nh at specified idle speed. The EEC provides output signals to the cockpit torque
indicator to display the selected engine torque rating.
The selected torque rating provides a target torque to
Nh Governing which the pilot will match engine output torque during
each flight segment.
Using the pilot selected rating codes, PLA and ambient
conditions, the EEC computes the NH reference for the Rated Power Compensation
engine to deliver the requested power based on the
rated, mechanical and thermal limits of the engine. A Computed rated power is compensated for airspeed, air
nominal Nh governor schedule is defined as a temperature and altitude. The ADC is the primary
function of PLA to provide the requested power based source of ambient condition, with engine sensors
on the rated, mechanical and thermal limits of the providing back-up in the event of ADC data failure.
engine.
In the event of a critical EEC fault or sensor failure, EEC Mode Switch
the control will automatically revert to manual mode. The
EEC will cease control and fail fix the stepper motor. The • Changes EEC from normal to display mode. Torque
resulting transition will always be upward and nominally and rated torque are still displayed if fault does not
equal to the EEC uptrim. The magnitude of the uptrim jeopardize their values.
will range from 0 to 10% of power. • Transfer authority from the stepper motor to the
mechanical governor.
A fault of minor consequence simply results in the
operation of the affected function being inhibited and
when appropriate, its output will be replaced by a default
value.
• For each identified fault, a 2 digit code is stored in the • Pressing and releasing “MAINT SELECT” switch
EEC. again returns torque system to torque indicating
mode.
• A maximum of 8 faults can be stored
FAULT CLEARING (engine static only) (Refer to
• Codes are transmitted continuously in the order of airframe manual)
occurrence to the torque gage.
• Set PLA @ Flight Idle and cycle EEC mode switch.
• Fault codes can be read directly from cockpit torque
gage and point maintenance people in the right • Hold engine trim switch for 10 seconds minimum.
direction.
• Cycle EEC mode switch.
INTERROGATE (engine static only) (Note: refer to
airframe manual) • Then release engine trim switch.
• If digits “000” appears; no faults are stored in EEC. • Confirm fault clearing by re-interrogating EEC.
• Simultaneously signal the opposite engine control to Q1: Torque signal from torque sensor no. 1
increase the engine power from normal take-off to
reserve take-off, to compensate the loss of engine Torque shaft characterization plugs: A torque bias
power. and gain are applied to the torque shaft input to correct
for any differences in torque shaft stiffness due to varying
• Send a signal to the Propeller Control of the opposite physical properties.
engine (through aircraft wiring) to prevent it from also
autofeathering. TQ1: Temperature signal from torque sensor no.1
Detect an engine power loss, signal the opposite engine The autofeather system will trigger automatically if all the
to uptrim and signal airframe to feather the failed engine. following conditions are met:
• One engine torque drops below
Components • 29 % for PW123/B/E
• 34% for PW123C/D
• TSCU reads torque from sensor no.1 and manages • The other engine is above the arm torque level.
autofeather logic. • The system is armed.
• EEC receives uptrim signal from opposite engine
TSCU and increases power from normal to reserve Sequence after autofeather trigger:
take-off • Autofeather arm light extinguishes.
• Autofeather solenoid of the opposite engine is
Arming inhibited.
• Opposite engine EEC commands Uptrim.
• Autofeather selected on.
• 3 seconds after triggering, the autofeather solenoid is
• Both PLA’s above take-off range: signal from the energized.
airframe auto-feather controller (50° nominal).
• Both engine torque’s above: Conditions to cancel an autofeather within 3
• 38% for PW123/B/E seconds:
• 45% for PW123C/D
If any of these conditions are met before the delay
Disarming condition between engine fail and feather conditions has passes (3
If one of the following conditions occurs, the system will seconds), the system will revert to the disarmed
disarm automatically: condition:
• Autofeather system selected off. • Autofeather select switched off.
• One or both PLA’s below the take-off range. • Either PLA is retarded below the PLA microswitch.
• Opposite autofeather is triggered. • Torque of the failed engine increases above the fail
• Both engine torque are less than the arming level. threshold.
• Loss of 28 VDC. • The “not failed” engine torque drops below the high
torque arm torque level.
When in the take-off configuration, and the torque falls In reverse mode, the propeller speed governor and
below 25% for a period exceeding 0.5 seconds, the overspeed governor no longer provide propeller RPM
AFC supplies a drive current to the Airframe Autofeather (NP) control; blade angle is directly controlled by the
relay. This relay, in turn, energizes the feather solenoid power lever. To prevent the propeller from overspeeding
on the local propeller control unit (PCU) and causes the to 109% in reverse mode, the AFC provides an output
failed engine propeller to feather. signal to the overspeed governor which energizes the
speed reset solenoid. The speed reset limits propeller
Handling Bleed Off Valve (HBOV) control RPM to 1100 RPM (91,7%) in reverse mode.
Autofeather switch on/off: To activate the autofeather Differential inlet pressure (P1.8): The difference
system. between P0 and P TOTAL (due to ram effect of
airspeed). It is measured by a transducer installed in the
Autofeather test: When the autofeather switch is AFC.
pressed, the propeller is automatically feathered (within
1/6 second). High Pressure turbine rotor speed (NH): Electrical
signals from pulse pick-up probes installed in the
Cam solenoid switch: Selects between two NH accessory gearbox.
schedules whenever HOT and COLD day cams are
selected. These schedules are used for the operation of PLA SIGNAL: Signal from the Rotary Variable
the Handling bleed valve. Differential Transformer (RVDT) from the MFC.
CLA microswitch for Feather: Signal is produced from Total Inlet Temperature (T1.8): Electrical signal from a
a microswitch in the CLA quadrant in the feather position. “Platinum Resistance Temperature Device (RTD)”
It is used to suppress some of the action taken by the installed in the rear inlet case.
AFC when faults occur.
AFC OUTPUTS
The AFC has a sophisticated Built-In-Test feature which NOTE: The engine must be shut down and the electrical
enables it to monitor itself and its sensors. When it power on.
detects a fault in the system it will signify this by the
appropriate accommodation; HBOV inoperative lamp, 1. Position power lever at Flight Idle.
Autofeather lamp or storage of the fault code. 2. Set Fault code switch to reset and hold for 10
seconds.
The AFC can store up to 8 fault codes. Faults code 3. Flip Reset/Inhibit switch to inhibit then to reset.
appear in order of occurrence.
The Propeller Control System controls the propeller The spur gear-type oil pump supplies oil (from engine) at
speed by modulating the propeller pitch with hydraulic high pressure to the propeller control hydraulic actuator.
actuation. The propeller control system interfaces with The pump is located on the right hand mounting pad of
the Engine Control System to complete the configuration the reduction gear box accessory drive cover, with the
of the entire power plant control system. propeller overspeed governor installed on the pump. The
pump has of a spur gearshaft eccentrically located in
Note: The PCU (propeller control unit) is not supplied a gerotor-type gear (Pre-SB20731) or two spur gears
with the engine but is supplied by the airframe (Post-SB20731).
manufacturers.
The pump is rotated by the second stage reduction gear
REFER TO AIRFRAME MANUALS FOR DETAILS OF and boosts the oil pressure from the engine’s auxiliary oil
THE PROPELLER SYSTEM. tank located in the gearbox rear housing. The pump
contains a pressure relief valve to regulate output and a
THIS CHAPTER ONLY COVERS THE UNITS check valve to prevent reverse flow.
SUPPLIED BY P&WC; HIGH PRESSURE PUMP AND
OVERSPEED UNIT. Pressure relief valve controls pressure at 950 ± 50 psi.
Hydraulic Section
This operation is a backup protection to the overspeed In reverse mode, the propeller speed governor and
governor hydraulic section. overspeed governor no longer supply propeller RPM
(NP) control; blade angle is directly controlled by the
Operation power lever. To prevent the propeller from overspeeding
to 109% in reverse mode, the AFC supplies an output
If the primary overspeed protection fails, the governor signal to the overspeed governor which energizes the
flyweight force increases as NP increases and lifts the speed reset solenoid. The speed reset limits propeller
pilot valve further to open the Py air bleed. This bleeds RPM to 1100 RPM (91,7%) in reverse mode.
Py from the MFC (MFCU), causes fuel flow and power to
decrease and prevent NP from overspeeding. This
supplies the primary overspeed protection in the
propeller reverse region where the hydraulic governing
is inhibited.
Operation
PNEUMATIC SECTION
Function
Operation
Description
Operation