TFE731

Pilot
Tips
 TFE731 PILOT TIPS
TABLE OF CONTENTS
1 INTRODUCTION 1
1.1 TFE731 OPERATIONAL TIPS . . . . . . . . . . . . . . . . . . . 1
1.2 PILOT ADVISOR PROGRAM . . . . . . . . . . . . . . . . . . . 2

2 TFE731HISTORY 4
2.1 GARRETT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2 TFE FAMILY & EVOLUTION . . . . . . . . . . . . . . . . . . . 4
2.3 FLIGHT TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.4 FLIGHT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . 7

3 NOTIFICATION 8

4 TFE731 DESCRIPTION 9
4.1 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.2 TFE731 DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.3 OPERATIONAL PRINCIPLE . . . . . . . . . . . . . . . . . . . 10
4.4 CERTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.5 MAINTAINABILITY . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.6 LOW NOISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.7 EXTENDED RANGE . . . . . . . . . . . . . . . . . . . . . . . . 12
4.8 POWER MANAGEMENT . . . . . . . . . . . . . . . . . . . . . 13
4.9 SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Electronic Engine Control (EEC/DEEC) . . . . . . . . . . 14
N1 Digital Electronic Engine Control . . . . . . . . . . . 17
Engine Performance Reserve . . . . . . . . . . . . . . . . . . 19
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Engine Synchronization . . . . . . . . . . . . . . . . . . . . . .23

5 SPECIFICATIONS AND LIMITATIONS 25

5.1 WEIGHT AND DIMENSIONS . . . . . . . . . . . . . . . . . . 25
5.2 RATINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
5.3 LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

6 TFE731-2/3/4/5 OPERATING PROCEDURES 27

6.1 NORMAL PROCEDURES CHECKLIST . . . . . . . . . . . 28
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
After Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

i
 Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Descent,Approach and Landing . . . . . . . . . . . . . . . .39
Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Postflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

6.2 ABNORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . 41

N1 DEEC Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
6.3 INFLIGHT SHUT-DOWN AIRSTART PROCEDURES . . 46
6.4 FLIGHT TEST PROCEDURES . . . . . . . . . . . . . . . . . . 48
6.5 OPERATIONAL SUGGESTIONS . . . . . . . . . . . . . . . . 51
6.6 JET-CARE AND S.O.A.P. PROGRAM . . . . . . . . . . . . . 53
6.7 SERVICING INFORMATION . . . . . . . . . . . . . . . . . . 54
6.8 COLD WEATHER OPERATION . . . . . . . . . . . . . . . . 55
6.9 OPERATIONAL CHARACTERISTICS . . . . . . . . . . . . 56
Acoustic Surveys . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Characteristics of the TFE731 at Idle . . . . . . . . . . . . 57
Engine Matching . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

7 TFE731-20/40/60 INTRODUCTION 60
7.1 DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
7.2 SPECIFICATIONS & LIMITATIONS . . . . . . . . . . . . . 61
TFE731-20/20R . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
TFE731-40/40R . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
TFE731-60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
7.3 OPERATIONAL PRINCIPLE . . . . . . . . . . . . . . . . . . . 68
7.4 CERTIFICATION & POWER SETTINGS . . . . . . . . . . 68
7.8 POWER MANAGEMENT . . . . . . . . . . . . . . . . . . . . . 70
7.9 SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
Digital Electronic Engine Control . . . . . . . . . . . . . . 70
Performance Reserve Systems . . . . . . . . . . . . . . . . . 73
Synchronizer System . . . . . . . . . . . . . . . . . . . . . . . . 74
Compensation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . 78
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Vibration Monitoring System . . . . . . . . . . . . . . . . . . 80
Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

8 N1 DEEC - ENGINE CONDITION

TREND MONITORING (ECTM) 82
DESIGN AND PURPOSE . . . . . . . . . . . . . . . . . . . . . 82
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

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9 TFE731-20/40/60 OPERATING PROCEDURES 86
9.1 NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . 87
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
After Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Take Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Descent,Approach and Landing . . . . . . . . . . . . . . . 98
Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Postflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

9.2 ABNORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . 100

DEEC FAULT CLASSIFICATIONS . . . . . . . . . . . . . . 101
Manual Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 101
DEEC Fault Code 1 . . . . . . . . . . . . . . . . . . . . . . 102
DEEC Fault Code 2 . . . . . . . . . . . . . . . . . . . . . . .102
Check ECTM . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
ABNORMAL STARTS . . . . . . . . . . . . . . . . . . . . . . . 104
GROUND PROCEDURES . . . . . . . . . . . . . . . . . . . . 104
INFLIGHT PROCEDURES . . . . . . . . . . . . . . . . . . . 109
Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Abnormal Vibration . . . . . . . . . . . . . . . . . . . . . . 111
Abnormal Oil Pressure & Temperature . . . . . . . 112
OPERATIONAL PROTECTION - GROUND . . . . . . . 114
Overspeed Protection . . . . . . . . . . . . . . . . . . . . 115
Automatic Relight . . . . . . . . . . . . . . . . . . . . . . . 116
OPERATIONAL PROTECTION - INFLIGHT . . . . . . 117
Overspeed Protection . . . . . . . . . . . . . . . . . . . . 118
Automatic Relight . . . . . . . . . . . . . . . . . . . . . . . 119
9.3 INFLIGHT SHUTDOWN AND RELIGHT . . . . . . . . . . 120

10 SUPPORT, SERVICE AND TRAINING 123

10.1 COMMITMENT TO THE OPERATOR . . . . . . . . . . . . 123
10.2 AOG EMERGENCY SERVICE . . . . . . . . . . . . . . . . . . 124
10.3 PUBLICATION AVAILABILITY . . . . . . . . . . . . . . . . . 125
10.4 PILOT AND MAINTENANCE TRAINING . . . . . . . . . . 126
10.5 LET US HEAR FROM YOU . . . . . . . . . . . . . . . . . . . . 128

11 APU OPERATIONAL TIPS 129

GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141

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 INTRODUCTION
1
1.1 TFE731 OPERATIONAL TIPS
For many years, Honeywell has offered the services of Pilot
Advisors to work with training organizations, service centers,
aircraft manufacturers and owner/operators. This booklet is a
compilation of information provided during many visits and
flights with TFE731 operators worldwide.
Through its customer support organization, service centers,
transportation and engineering flight test activities, pilot-to-pilot
contacts, technical representatives, and many other sources,
Honeywell Engines gathers information on the operation of its
turbofan and turboprop engines worldwide.This information is
evaluated, and if an improvement or change in procedures is
indicated, it is recommended to the airframe manufacturer for
inclusion in the Aircraft Flight Manual or other related manuals.
The information contained in this booklet represents the
current recommendations for procedures that have been found
beneficial in providing good performance, lower cost of
ownership and safe, efficient operation. The final decision on
whether or not to utilize this supplementary information is left
to the discretion of the Aviation Manager, Chief Pilot or Pilot-in-
Command.

REMEMBER:
THE GOVERNMENT APPROVED AIRCRAFT FLIGHT
MANUAL (AFM) IS ALWAYS THE FINAL AUTHORITY FOR
OPERATION OF THE AIRCRAFT.

Additional information, suggestions and subjects for

inclusion are earnestly solicited from you.

1
1.2 PILOT ADVISOR PROGRAM
The material presented through the Pilot Advisor program is
based upon both Honeywell Engines, Systems and Services own
operational experience during engine design, manufacture and
certification testing and the in-service operational experience of
our customers.The Pilot Advisor program has, for many years, been
the focal point for the coordination and standardization of
Honeywell Engines, Systems and Services operational
recommendations.
The Pilot Advisor group is responsible for passing-on the
operational procedures and techniques that combined experience
demonstrates are safe, practical and in the best interest of overall
engine performance and cost effectiveness. This communication
process involves liaison with the various engineering disciplines
within Honeywell, with aircraft manufacturers, their associated
training organizations and, most importantly, with the aviation
community: the owners, operators and crew members who directly
utilize Honeywell's propulsion engines.
Since the Pilot Advisor program is staffed by pilots, a cockpit
perspective is maintained in all material and programs they produce
such as the TFE731 Operational Tips booklet, presentations at
operator's facilities or aviation symposiums, and recently completed
TFE731 power management videos.
Chad Haring is manager of Honeywell’s Phoenix Flight
Department and Pilot Advisor Program. Chad's flying background
includes turboprop, turbofan and helicopter over a wide variety of
civil and military assignments. In addition to managing and
coordinating the various functions of the group, Chad works with
turboprop and turbofan operators worldwide. Chad can be reached
at (602)231-2474.
Helmuth Eggeling flew fighter aircraft during his military
career, with subsequent experience in corporate, airline and
airfreight operations. Helmuth devotes a significant portion of his
time working with Honeywell’s turboprop and regional airline
customers. Helmuth's telephone number is (602)231-2697.
Burnell Rundall has a strong corporate aviation background,
including extensive operational, operational management and
2 3
technical experience in a variety of turbofan powered aircraft.
Burnie's principle area of responsibility is with Honeywells TFE731,
ATF3, and CFE738 turbofan applications. Contact Burnie at
(602)231-3321.
Each of the Pilot Advisors participates regularly as crew
members with Honeywell aerospace flight operations.
A recent addition to the operational material provided by the
Pilot Advisor program are instructional videos. In response to
requests for clarification of operational procedures, Honeywell's
Pilot Advisors have produced power management videos for the
Falcon 900, 731 Falcon 20, BAe 800, Citation VII and all TFE731-2
and -3 powered aircraft. Much of the information included in the
videos is demonstrated with actual cockpit footage and easy-to-
understand graphics. Future plans include comparable videos for all
models of TFE731 powered aircraft. These videos are provided
complementary to operators of the respective aircraft as well as
training facilities.
To discuss an operational question, to offer a comment, or to
arrange Pilot Advisor support for an operational forum, contact:
Honeywell Engines, Systems & Services
111 South 34th Street
P.O. Box 52181
Phoenix,Arizona 85072-2181
ATTN: Pilot Advisor Group
Department 33-15/103-2
Tele: (602) 231-3321 or 231-2697
FAX: (602) 231-2380
2
HISTORY
2.1 GARRETT
Creating the “Aircraft Tool & Supply Company” in Southern
California during the mid 30's, John Clifford Garrett, a pioneer in
turbo supercharging technology, envisioned his company as a
major contender in the turbine propulsion engine industry.
However, before the first production TPE331 turbo propeller
engine left the factory in 1963,“Garrett Supply”,“Airesearch” and
other branches, had diversified in aviation research,
development, and manufacturing products to satisfy increasing
demands on equipment improvement to achieve faster air
speeds, higher altitudes and more air travel comfort.
Under Cliff Garrett's leadership, the company and its
divisions are responsible for many “Firsts” in the aviation/space
industry: first all-aluminum aircraft intercooler on the B-17, first
volume production of cabin pressure regulators in 1941, first
ram air turbine for aircraft emergency power, first light aircraft
turboprop engine on the OV-10A in 1963 and MU-2 in 1964, first
gas turbine APU on passenger jets (Boeing 727), to mention only
a few examples.
The merger with the Signal Companies in 1964, followed by
the AlliedSignal merger in late 1985 placed Garrett among the
top 20 U.S. industrial companies with world-wide aerospace
product recognition.
2.2 TFE FAMILY
The TFE731 turbofan engine is currently in service on 20
civil and military airframes. As of September 2001 over 10,000
engines have been shipped with a total accumulated time in
excess of twenty five million hours.
Early engines have progressed through sea level thrust
ratings of 3,230, 3,500 and 3,700 lbs.The TFE731-5 was certified
at 4,304 lbs. for takeoff, the -5A at 4,500 lbs. and the -5B at 4,750
4 5
lbs. with significant improvements in cruise altitude thrust and
TSFC1.Variations of this engine continue to be developed to fill
specific needs in the commercial and military markets.
Historical evolution of the TFE family 2
The TFE731 was based on the core of the TSCP700,
developed for the DC-10 APU and was conceived as the first of a
family of turbofan propulsion engines.
With low specific fuel consumption, its design made the
TFE731 quiet enough to meet noise abatement standards being
incorporated in Federal regulations in the early 1970’s.
Certification of the TFE731-2, the first production model, came in
August, 1972.The Dash 2 was selected for the Dassault Falcon 10
and Gates Learjet 35 and 36, all introduced into service in 1973.
The more powerful Dash 3 was specifically designed as a
retrofit engine for the four-engine Lockheed JetStar.The TFE731-
3A/-3B soon followed with redesigned fans, slightly extended
nose cones and improved high-altitude characteristics.
Certification of the Dash 5 occurred in 1982, and one year
later the Dash 5A completed certification requirements. While
both use the same generator core as earlier versions, the Dash 5
and 5A have higher fan bypass ratios and associated improved
performance capabilities.
The -5B, certified in 1991, further improved take-off, climb
and cruise thrust as the result of increased fan flow and
component improvement. In November of the same year,
utilizing the aerodynamically efficient Dash 3A fan module
combined with the highly successful Dash 5 power section,
certification for the TFE731-4 was completed.
For power ratings, see TFE SPECS AND PERFORMANCE
DATA in Section 5.
1
See GLOSSARY
2
Excerpts from: Out of Thin Air; Garrett’s first 50 years, by William A.
Schoneberger and Robert R. H. Scholl.The Garrett Corporation, 1985.
2.3 FLIGHT TEST FACILITY
Honeywell has maintained a small fleet of test aircraft at its
Phoenix facility for many years. Currently, the two dedicated flight
test aircraft are a Falcon 20 and a Boeing 720. Honeywell has also
used prototype vehicles previously operated by aircraft
manufacturers for certification. Often they have special wiring
provisions which facilitate installation of engine test
instrumentation, recording equipment and telemetry.
2.4 FLIGHT OPERATIONS
In addition to the flight test aircraft, Honeywell operates a
variety of aircraft powered by TFE731 engines that are used for
corporate transportation. This provides an opportunity for the
company to accumulate in-service experience with TFE731
engines on a day-to-day basis. The flight crews and aircraft are
often called upon to demonstrate new engine applications and
associated equipment.

Flight test aircraft are fitted with test engines and subjected to
extensive operation through the entire flight envelope to verify
operational characteristics and performance as defined by the
engine specification.This can only be accomplished in flight, where
simultaneous pitch, roll and yaw variations can be imposed on the
engine during steady state operation and thrust lever transients.
Extensive instrumentation pickups in the test engine can sense
and transmit data through telemetry to recording equipment on the
ground. This provides more accurate data than that which can be
manually recorded from the aircraft instruments. In some cases this
procedure can detect minute engine anomalies not discernible in
the cockpit.

6 7
3 NOTIFICATION
THIS PILOT TIPS BOOKLET SERVES AS
SUPPLEMENTARY INFORMATION ONLY.
DESCRIPTIONS AND OPERATIONAL PROCEDURES
ARE GENERIC IN CHARACTER AND MAY NOT
COMPLETELY REPRESENT A SPECIFIC ENGINE
INSTALLATION. THEREFORE, THE AFM3 IS ALWAYS
THE FINAL AUTHORITY FOR OPERATION OF THE
AIRCRAFT AND THE ENGINES.
TFE731 DESCRIPTION
4
4.1 GENERAL
Conceived from a design based on the core of the TSCP700
APU used in the DC-10, the TFE731 engine was initially designed
to power the 12,000-15,000 pound class of business aircraft.
With growth potential to accommodate larger aircraft, low
specific fuel consumption and a design capable of meeting
federal noise level regulations, the TFE731 quickly became the
choice of several models of business jets. Certification of the first
production model TFE731-2 occurred in August 1972 after more
than 10,000 hours of ground and flight test. Initial thrust
certification was at 3,500 pounds.

4.2 TFE731 DESIGN

The TFE731 is a two-spool, geared front fan, medium bypass
ratio turbofan engine. The fan is driven by a planetary gearbox
from the low pressure spool which consists of a four stage axial
compressor coupled through the center shaft to a three stage
axial turbine.The high pressure spool consists of a single stage
centrifugal compressor driven by a single stage axial turbine
through the outer concentric shaft. A reverse flow annular
combustor provides heated high energy air to the turbines.The
accessory gearbox is driven by the high pressure spool through
a tower shaft.
Operational control is achieved by use of either an
electronic engine control (EEC) or digital electronic engine
control (DEEC) and a hydromechanical fuel control unit (FCU).
Optional capabilities include approved synchronizers, automatic
performance reserve (APR), manual performance reserve (MPR),
and restricted performance reserve (RPR). In addition, the
TFE731 can accept many types of thrust reverser systems.

3
See GLOSSARY

8 9
4.3 OPERATIONAL PRINCIPLE 4.4 CERTIFICATION CONSIDERATIONS
Inlet air is initially accelerated and compressed by the fan All jet engines are designed, tested and certified to operate
and is split into two streams. A large percentage of the fan air within specific and defined maximum limits. The certifying
exits into the bypass duct. The remainder is directed into the Government agencies generally recognize only two limitations:
core of the engine.This core airflow passes through a four stage Takeoff and Maximum Continuous.
low pressure axial compressor and a single stage high pressure
centrifugal compressor. Exiting the high pressure compressor
TAKEOFF . . . . . . . . . . . . . . . . . Limited to 5 minutes,
diffuser the airflow is directed into the reverse flow annular
once each flight
combustor where fuel is injected.The fuel/air mixture is ignited
and a continuous combustion is maintained. The expanding MAXIMUM CONTINUOUS . . . . Authorized for aircraft
gases are then directed through the single stage high pressure certification and for emergency
turbine and three stage low pressure turbine assembly, driving use at the discretion of the pilot,
both rotating groups, and exiting the engine through the with no time limit.4
exhaust nozzle.
Honeywell has established additional power setting
recommendations that go beyond the typical certifying agency
requirements.They are identified as Maximum Climb and
Maximum Cruise.
MAXIMUM CLIMB . . . . . . . . . . For use during the climb segment
Planetary Four Stage and acceleration to cruise mach
Reduction Low Pressure
Gears Axial Compressor number, after which maximum
Oil Cooler cruise power settings become
Fan applicable.
Bypass
Duct
MAXIMUM CRUISE. . . . . . . . . . For cruise flight with no
time limit.
The certifying agency and Honeywell intend that the engine
be operated at power settings consistent with those found in the
approved Aircraft Flight, Performance, or Operating Manuals.
Fan These recommendations, coupled with the approved maintenance
Three Stage
Low Pressure plan are necessary elements in achieving required durability from
Axial Turbine the engine.
Single Stage
High Pressure
Axial Turbine

Single Stage
Accessory High Pressure
Gearbox Centrifugal
Compressor

4
Typically this applies when an aircraft is operating with one engine
inoperative.

10 11
4.5 MAINTAINABILITY
Major Periodic Inspection intervals have increased from 750
hours on early engines to as much as 2,500 hours on later
models. Core Zone Inspections are currently established at 4,200
to 5,000 hours depending on engine model.
4.6 LOW NOISE
The absence of inlet guide vanes and the medium bypass
ratio reduce noise generation. Careful spacing of stator to rotor
blades, blade count to minimize siren effect and fan tip sound
attenuation contribute to the engine’s quiet operation. In
addition, slower air from the TFE731 fan exhaust muffles core
noise emissions. TFE731 powered aircraft meet all currently
established FAR 36 noise level requirements.
4.7 EXTENDED RANGE
The TFE731, with much lower fuel consumption compared
to first generation engines, greatly extends aircraft range. New
aircraft and those retrofitted with TFE731 engines enjoy
significant range capabilities. As illustrated, many are now
capable of non-stop intercontinental and extended length
international flights.
12
4.8 POWER MANAGEMENT
For the TFE731 engine, low pressure rotor speed (N1) has
been demonstrated to be a reliable indication of engine thrust.
Actual governing of the high pressure (N2) spool is
accomplished by cockpit power lever angle (PLA)5 input to the
electronic engine control. Since the aerodynamic coupling
between N1 and N2 is predictable and repeatable,controlling N2
therefore produces the desired N1, or engine thrust.The TFE731
engine is rated in pounds of thrust, but is monitored in terms of
N1 RPM, N2 RPM and interstage turbine temperature (ITT).
Prior to the introduction of the N1 controlled DEEC on the
TFE731, a minor N1 overshoot (1-3%) during engine acceleration
to takeoff power was typical with the N2 controlled EEC/DEEC.
The degree of overshoot is affected by control trim accuracy and
rate of power lever advancement. N1 overshoot was taken into
consideration during certification of the engine and is not a
cause for concern provided the AFM N1/N2 RPM and transient
ITT limitations are not exceeded.
Approved Aircraft Flight Manual (AFM) charts, curves, and
graphs require the use of a current and accurate outside air
temperature along with pressure altitude to determine an
accurate takeoff and initial climb N1 RPM.Two additional power
settings, Maximum Climb and Maximum Cruise, are
recommended by Honeywell for optimum balance between
performance, maintenance costs, and long-term engine life.
Maximum Climb is limited to the portion of each flight in which
the aircraft is actually climbing, while Maximum Cruise may be
maintained indefinitely. OPERATION IN EXCESS OF AFM
TRANSIENT LIMITATIONS OR POWER SETTING
RECOMMENDATIONS WILL CONTRIBUTE TO INCREASED
MAINTENANCE COSTS AS WELL AS DECREASED ENGINE
RELIABILITY.
5
Power Lever Angle (in some aircraft it is referred to as FCU angle) refers
to the actual position of the power levers in the cockpit, calibrated from
0˚(cutoff position) to 120˚(maximum power).
13
4.9 SYSTEMS
Electronic Engine Control (EEC/DEEC)
TFE731 engines utilize two related types of electronic
engine control systems.The -2 and -3 engines use an Electronic
Engine Control (EEC)6. Currently TFE731-2B, all -4, -5, -5A, and -5B
engines use a Digital Electronic Engine Control (DEEC)7 While
the EEC and DEEC differ in technical detail, both receive
identical inputs from the engine to achieve the desired control.
Those inputs include N1 RPM, N2 RPM, ITT, PT28,TT29, and PLA.
With this information the EEC/DEEC then schedules fuel flow
and bleed valve position for the desired power setting.
A recent improvement to the DEEC used on the -5B/-5BR
engine is N1 control. As previously mentioned the TFE731 has
always used N2 as the governing spool for the engine.With this
change the governing spool is N1.There are several benefits to
the new control system: 1) N1 overshoot following engine
acceleration is minimized, 2) it provides precise, repeatable N1
control for all engine operating regimes, 3) the DEEC does not
require engine “trimming”when installed. Optional APR/RPR and
engine synchronizer functions are retained. All inputs to the
control system are unchanged.
Manual Mode Operation. Should an EEC/DEEC transfer
to manual mode before takeoff, it must be repaired or
replaced before further passenger carrying flights are
conducted, unless authorized by a specific AFM supplement
or Annex. It may be possible to ferry an aircraft with only
the flight crew on board, to a facility where repair or
replacement can be made.This also must be authorized by
6
Electronic Engine Control (EEC) – analog circuitry (A new digital N1 DEEC
for -2/-3 engines was developed in 1998 and will be available for installation
when certified for specific aircraft models. See section entitled “N1 Digital
Electronic Engine Control” on pg. 17 for operational information.)
7
Digital Electronic Engine Control (DEEC) – digital circuitry.The DEEC is
actually a single channel Full Authority Digital Engine Control (FADEC)
with Hydromechanical backup.
8
PT2 - pressure altitude as sensed by the combined probe mounted in the
engine inlet.
9
Total Temperature - sensed by the combined probe in the engine inlet.
14
the AFM, and a ferry permit obtained. Should the manual
mode light (EEC/DEEC annunciator light) illuminate
inflight, follow the procedures outlined in the approved
aircraft checklist.This typically includes an attempt to reset
the computer by reducing N1 below 80%, turning the
associated EEC switch to OFF and DEEC switch to MANUAL,
and then placing the switch back in the ON or AUTO
position. If the light remains extinguished, the fault has been
cleared and operation of the engine should be normal. If the
light does not extinguish but engine operation is stable, the
preferred position for the switch is ON or AUTO. In this
position, both levels of engine overspeed protection
(mechanical flyweights and 107% N1/109% N2 ultimate
overspeed) are available. Should the engine become
unstable, the EEC/DEEC switch should then be placed in the
OFF (EEC)/ MANUAL (DEEC) position to regain manual
control of the engine. In this position only the mechanical
flyweight overspeed protection is available on EEC
equipped aircraft. On those aircraft equipped with a DEEC,
both levels of overspeed protection are still available.
Should it be necessary to place the DEEC switch in the OFF
position, the mechanical flyweight overspeed protection is
still available. It is recommended that all of the preceding
steps be attempted prior to shutting down an engine with
a manual mode light illuminated. However, as previously
mentioned, those procedures specified in the approved
AFM or checklist should be followed in the event of a
transfer to manual mode.
Should the manual mode light illuminate after takeoff and
engine operation is stable, a flight may continue to the
destination. However, there are some considerations that
should be carefully examined:
• What maintenance capabilities are available at the
destination? If none exist, consideration should be given
to returning to the point of departure or diverting to an
alternate facility with maintenance capabilities.
15
• How difficult will it be to obtain a ferry permit at the
destination? Will it be easier to transport a new EEC/DEEC
to the destination, rather than ferry the aircraft to a repair
facility?
• Engine acceleration will be slower when operating in
manual mode, especially at high altitude.
• Fuel consumption will be 3-5% higher as a result of the
bleed valve being 1/3 open in manual mode.
• Significant power lever mismatch may be experienced
when operating in manual mode.
• Reduce power below 80% N1 when switching EEC/DEEC
from ON/AUTO to OFF/MANUAL, if operationally feasible.

N1 Digital Electronic Engine Control (N1 DEEC)

CAUTION:
A new state-of-the-art N1 Digital Electronic Engine Control
REFER TO INSTRUCTIONS FOUND IN THE AFM
was developed in 1998 and will be available for installation when
SUPPLEMENT REGARDING SWITCH POSITION WHEN
certified for specific aircraft models. This unit will be a direct
OPERATING A FERRY FLIGHT WITH ONE EEC/DEEC IN
replacement for the current EEC installed on -2 and -3 powered
MANUAL MODE.
aircraft. Software design and operation is similar to that used for
the new TFE731-20/40/60 engines. Physical size of the new N1
DEEC will remain unchanged, however, there will be a significant
reduction in weight. It is designed to reduce pilot and
maintenance workload during engine operation. The DEEC
provides spool speed and temperature limiting, surge free
acceleration and deceleration, engine synchronization, automatic
performance reserve and engine condition trend monitoring
(ECTM10). Control inputs include N1 rpm, N2 rpm, ITT, PT2,TT2,
and PLA11. An additional, internally mounted, ambient pressure
sensor is mounted in the new N1 DEEC.The DEEC controls the
N1 spool and therefore significantly reduces N1 overshoot during
engine acceleration and provides precise, repeatable N1 control
for all engine operating regimes. The DEEC does not require
engine “trimming” when installed.

10
See Section 8.0 for a detailed explanation of engine condition trend
monitoring.
11
Power lever position is received from a variable potentiometer located
within the fuel control.

16 17
 A two or three position switch in the cockpit controls DC
power to the DEEC. In the normal or “AUTO”mode the DEEC has
full authority for engine operation through PLA inputs from the
pilot. In the “OFF”position, engine operation is achieved through
the PLA mechanical linkage to the fuel metering system of the
fuel control. For those aircraft equipped with a three position
switch, when the switch is placed in “MANUAL”, the DEEC has
only supervisory control primarily for the engine ultimate
overspeed protection and control system fault monitoring.
Manual Mode Operation. Should a DEEC transfer to
manual mode before takeoff, as indicated by a steady cockpit
annunciator light, the fault must be repaired or the N1 DEEC
replaced before further passenger carrying flights are
conducted, unless manual mode dispatch is authorized by a
specific AFM procedure or supplement. It may be possible to
ferry an aircraft with only the flight crew on board, to a
facility where repair or replacement can be made.This also
must be authorized by the AFM, and a ferry permit obtained.
A flight may continue to the destination if a transfer to
manual mode occurs after takeoff, however there are some
important considerations that may need careful
examination:
• What maintenance capabilities are available at the
destination? If none exist, consideration should be given to
returning to the point of departure or diverting to an
alternate facility with maintenance capabilities.
• How difficult will it be to obtain a ferry permit at the
destination? Will it be easier to transport a new DEEC to the
destination, rather than ferry the aircraft to a repair facility?
• Engine acceleration will be slower when operating in
manual mode, especially at high altitude.
• Fuel consumption will be 3-5% higher as a result of the bleed
valve being 1/3 open in manual mode.
• Significant power lever mismatch may be experienced when
operating in manual mode.
18
CAUTION:
REDUCE POWER BELOW 80% N1 WHEN SWITCHING
DEEC FROM ON/AUTO TO OFF/MANUAL, IF
OPERATIONALLY FEASIBLE.
Manual Mode Dispatch. A test of the overspeed circuit
must be accomplished if manual mode dispatch is permitted
by the AFM. This procedure can be accomplished
automatically, when on the ground, by conducting a manual
mode start12. During the start, fuel is briefly interrupted at
40% N2 and a slight droop in rpm will be observed. After
two seconds, fuel is again introduced to the engine and the
start sequence is completed. Additional requirements
specified in the AFM must be followed.
Engine Performance Reserve Systems
Various aircraft takeoff requirements have resulted in a
number of optional Performance Reserve Systems for the
TFE731-3, -4, & -5 engine families. These systems include
Automatic Performance Reserve (APR), Restricted Performance
Reserve (RPR), and Manual Performance Reserve (MPR). These
systems are designed to provide increased thrust during takeoff
conditions for specific operational situations and must be
initially armed by pilot action prior to takeoff.
NOTE:
ALL THREE OF THE AVAILABLE PERFORMANCE
RESERVE FEATURES IMPOSE A PENALTY ON THE LIFE
LIMITED COMPONENTS WITHIN THE ENGINE. THIS
PENALTY IS BASED ON ENGINE “CYCLES” AND IS FOUR
TIMES (ONE NORMAL PLUS THREE PENALTY CYCLES)
THE NORMAL ENGINE CYCLE. REFER TO SERVICE
BULLETIN TFE731-72-3001 FOR CYCLE RECORDING
PROCEDURES WHEN APR, RPR, OR MPR ARE USED.
12
For those aircraft equipped with a three position DEEC switch in the
cockpit, this procedure may be accomplished by placing the switch in
Manual mode and conducting a manual mode start. For aircraft equipped
with a two position switch, refer to the AFM or TFE731 LMM for
instructions on testing the overspeed circuit during a manual mode start.
19
ALSO, A MAINTENANCE PENALTY OF ONE ADDITIONAL
HOUR IS ADDED TO ENGINE OPERATING TIME FOR
MPR OPERATION ON CIVILIAN AIRCRAFT AND THREE
ADDITIONAL HOURS ON MILITARY AIRCRAFT WITH
TFE731-5 ENGINES.
Automatic Performance Reserve (APR). APR provides
additional thrust during emergency only (i.e., one engine
out) conditions by automatically comparing the high
pressure rotor speed (N2) of both engines. In the event of a
reduction equal to 5% N2 rpm on one engine during
takeoff, the APR system will automatically provide an
increase in thrust for the remaining engine.The increase in
takeoff thrust is achieved by increasing the high-pressure
rotor speed (N2) on -3R, -3AR, -3BR, -3CR engines
approximately 1% (22˚C) and on -4R,-5R, -5AR, and -5BR
engines approximately .75% (20˚C).APR on -4R, -5AR and -
5BR engines will provide a thrust increase only for hot day13
takeoff conditions.
The EEC/DEEC is preset for reserve power.The APR system
then supplies a bias voltage to down-trim the EEC/DEEC so
that normal engine operation is provided when the APR
signal is present. When reduction of RPM on one engine is
sensed by the APR system, the bias signal is removed and the
EEC/DEEC will advance engine RPM to the preset reserve
power condition. APR power is authorized for the full five
minute takeoff rating period. It must be disarmed to return
to normal operation. The system also has the capability of
being energized manually if normal APR operation should
malfunction. For engines equipped with DEEC P/n
2118002-9 or subsequent, a proportional increase in APR
thrust will be obtained by advancing the power lever from
40˚ PLA to maximum PLA. APR events will be logged by the
DEEC on -4R, -5R, -5AR, and -5BR engines.
13
“Hot day”refers to those operations occurring at an ambient temperature
above the flat thrust rating of the engine. The hot day schedule begins at
24˚C for -4R, 22˚C for -5AR, or 24.5˚C for -5BR engines, sea level conditions.
20
Restricted Performance Reserve (RPR).14 RPR provides
increased thrust for -5AR and -5BR models based on
ambient pressure and temperature signals for each engine.
This feature is designed to enhance hot day high altitude
takeoff characteristics only and is available for the full five
minute takeoff rating period. Full RPR thrust, approximately
150 pounds per engine, is available between 4,000 and
6,000 feet pressure altitude at temperatures above 23˚C.At
temperatures between 18.5˚C and 23˚C and pressure
altitudes between 3,000 - 4,000 or 6,000 - 7,000 feet, only a
percentage of full RPR thrust is available.
The system is armed via a cockpit switch prior to takeoff.
For RPR to operate correctly the power levers must be at
maximum PLA and the temperature and pressure altitude
within the limits of the RPR envelope. Since RPR operates
on an individual engine basis, the amount of additional
thrust may vary slightly from engine to engine depending
on the inlet temperature and pressure sensed by the DEEC.
Each RPR event will be logged in the DEEC. Deactivation of
RPR is pilot initiated in accordance with the AFM.
Manual Performance Reserve. (MPR Civilian Aircraft)
MPR provides increased thrust for the TFE731-5AR engine
based on ambient temperature.The MPR rating is available
at all altitudes and is intended to provide additional hot day
thrust for takeoff conditions only and will be available for
the full five minute takeoff rating period. MPR is activated
and deactivated via a cockpit switch.
Lubrication System
A dry sump, high pressure regulated oil system is provided
to lubricate and cool compressor and turbine bearings and the
reduction gearing. System components include an oil pump
14
RPR available on Falcon 900A & B aircraft only.
21
package containing a single stage pressure element and four Engine Synchronization
scavenge elements, oil filter with a bypass valve incorporating a The TFE731 engine rpm synchronizing system incorporates
manual or remote bypass indicator, oil pressure regulator, oil provisions for synchronizing the rotation of either the N1 (fan) or
temperature regulator, optional fuel heater, and oil cooler. N2 (gas generator) spools. Although N1 synchronization is usually
Cockpit indication systems include oil pressure, oil temperature, used, it has been found on some aircraft that synchronizing N2
and optional magnetic chip detector. instead of N1 sometimes presents cabin comfort advantages in
specific flight regimes.
Fuel System Pilots should be aware, however, that the comfort advantages of
An engine mounted two stage pump provides fuel to the synchronizing N2 must be evaluated against the possibilities of
hydromechanical section of the fuel control system at the engine parameter splits and thrust asymmetry (unbalanced flight
required pressure and flow.The low pressure element provides unless retrimmed) due to operation with unmatched N1 rpm.
fuel flow through the filter and proper inlet pressure to the fuel
For example, consider a twin engine TFE731-3 powered aircraft
pump high pressure element. The high pressure element
in a cruise configuration with matched N1 rpm:
provides the necessary fuel quantities and pressure required by
the scheduling activities of the fuel-control system. On various Left Right
aircraft optional motive flow pressure is provided to airframe N1% 95.5 95.5
injector-motive flow pumps. A filter de-icing valve mixes warm N2% 95.7 94.7
fuel from the fuel heater with boost-pump discharge flow to ITT 845 C 840 C
prevent icing of the filter element. A filter bypass valve will F/F 645 640
provide an unobstructed flow path should the fuel filter become
The above situation will result in balanced symmetric flight
clogged during flight. This condition will be indicated by a
with essentially neutral trim and stable flight characteristics.
differential pressure warning manual pop-up button on the filter
or optional cockpit warning light. By selecting N2 synchronization, the RH engine rpm, being
slave, will increase to match the LH engine N2 rpm. Using an engine
Engine operation is controlled by the remotely mounted
performance rule of thumb that 1% N2 equals approximately 2%
electronic engine control (EEC) or digital electronic engine control
N1, the following is observed:
(DEEC) and a hydromechanical fuel control unit (FCU).The FCU is
mounted on the fuel pump and provides the power-lever Left Right
connection point, the fuel shutoff function, and mechanical N1% 95.5 97.5
overspeed protection for the high pressure rotor (N2) during all N2% 95.7 95.7
engine operations. During normal engine operation the EEC/DEEC ITT 845 864
performs the functions of thrust setting, speed governing, and F/F 645 690
acceleration and deceleration limiting through electrical control Note that now an unbalanced thrust condition exists, i.e.
inputs to the FCU.In the event of electrical or EEC/DEEC failure,or depending on altitude, some trim may be necessary to return the
at the option of the pilot, the hydromechanical control will aircraft to symmetric flight. Additionally, the RH engine is now
function independently to provide for engine operation. exceeding the recommended cruise 849 C ITT, and power lever
angle on that engine (or both, if matched N2 rpm is to be
maintained) must be reduced to prevent exceeding cruise ITT limits.

22 23
 5
In summary, it should be remembered that TFE731 engines
are designed, assembled and tested so that at matched N1 rpm TFE731 SPECIFICATIONS
essentially matched thrust is delivered. As in any free turbine
engine, some variations in gas generator speed (N2) will be & PERFORMANCE DATA
necessary to achieve the rated N1, or thrust. When operating a
multi-engine aircraft at matched N1, some differences in N2 (and
5.1 WEIGHTS AND DIMENSIONS
fuel flow and ITT) can be expected.
Description: Medium bypass ratio, two-spool turbofan
engine. Incorporates a single-stage gear-
driven fan, four stage low pressure axial
compressor, single-stage high pressure
centrifugal compressor, reverse flow
annular combustor, single-stage high
pressure axial turbine, three-stage low
pressure axial turbine.

TFE731-2 through -3D family

Basic Weight: 734 to 774 lbs.
Approx. Dimensions Length 60 in.,Width 34 in., Height 39 in.
Spool Speeds FAN N1 N2
(RPM) (CCW) (CW) (CW)
-2 11,502 20,688(100%) 29,692(100%)
-2C 11,502 20,688(100%) 30,100(100%)
-3 11,676 21,000(101.5%) 29,692(100%)
-3R (APR) 11,676 21,000(101.5%) 29,989(101%)

TFE731-4 through -5B family

Basic Weight: 822 to 899 lbs.
Approx. Dimensions Length 65 in.,Width 34 in., Height 41 in.
-5A/-5B Length 91 in. with mixer nozzle installed
Spool Speeds FAN N1 N2
(RPM) (CCW) (CW) (CW)
-4 11,676 21,000(100%) 29,989(100%)
-4 APR 11,676 21,000(100%) 30,300(101%)
-5/5A 10,416 21,000(100%) 29,692(100%)
-5/5A APR/RPR 10,416 21,000(100%) 29,989(101%)
-5B 10,666 21,000(100%) 30,300(100%)
-5B APR/RPR 10,666 21,000(100%) 30,540(100.8%)

24 25
 6
5.2 RATINGS
RECOMMENDED
Performance Comparison TFE731-2/-3/-4/-5
TFE731 Model -2/2C -3/3D -3A/3C -3B/3C -4 -5 -5A -5B
OPERATING PROCEDURES
Takeoff Thrust 3500 3700 3700 3650 4080 4304 4500 4750
Sea level ISA
The procedures recommended in this section have been found
Uninstalled, lbs.
beneficial in TFE731 engine operation to assure good performance,
Thrust lbs. 755 817 838 844 929 955 986 1050 enhance engine reliability, and reduce cost of ownership.
.8M FL400 ISA
These suggestions apply generally to all TFE731 model
Bypass Ratio 2.51 2.67 2.66 2.65 2.40 3.33 3.15 3.20 applications. Due to brevity they do not specify all limits and
Sea level ISA operational considerations for specific aircraft applications.
TSFC .504 .515 .507 .507 .518 .484 .469 .470 IMPORTANT: THE GOVERNMENT APPROVED AIRCRAFT
Sea level ISA FLIGHT MANUAL MUST ALWAYS REMAIN THE FINAL
TSFC .815 .819 .809 .816 .796 .802 .771 .758 AUTHORITY FOR OPERATION OF THE AIRCRAFT.
.8M FL400 ISA
Typical Fuel Flow 615 669 678 689 715 705 760 805 TERMS USED HEREIN HAVE THE FOLLOWING DEFINITIONS:
LB/HR .8M FL400
NOTE:
AN OPERATING PROCEDURE, TECHNIQUE, ETC. WHICH
5.3 LIMITATIONS WARRANTS EMPHASIS.

Maximum Start and Takeoff Temperatures CAUTION:

Model TFE731-2 TFE731-2C_(APR) TFE731-3(3A)_(APR) OPERATING PROCEDURES, TECHNIQUES, ETC., WHICH
ITT ITT ITT COULD RESULT IN DAMAGE TO EQUIPMENT IF NOT
Start 860˚C 880˚C 907˚C CAREFULLY FOLLOWED.
Takeoff 860˚C 880˚C (907˚C) 907˚C (929˚C)

Model TFE731-3B_(APR) TFE731-3C/3D_(APR) TFE731-4_(APR)

ITT ITT ITT
Start 890˚C 910˚C 952˚C
Takeoff 890˚C (916˚C) 910˚C (929˚C) 952˚C (974˚C)

Model TFE731-5_(APR) TFE731-5A_(APR/RPR) TFE7315B_(APR/RPR)

ITT ITT ITT
Start 952˚C 952˚C 978˚C
Takeoff 952˚C (974˚C) 952˚C (974˚C) 978˚C (996˚C)

26 27
6.1 NORMAL PROCEDURES CHECKLIST • Inspect fan sound attenuator for security and condition.
• Check for loose or missing fan bypass stators.
PREFLIGHT INSPECTION

FAN BLADES AND SPINNER - CONDITION AND

CLEARED/DEFERRED - CHECKED FREE ROTATION
DISCREPANCIES
• Inspect fan blades for evidence of damage, nicks or
GPU/APU - CHECK OPERATION bent blades.16
(If use is intended) • During fan rotation listen for unusual noises or rubbing
from the compressor or turbine area. Some rattling of the
CAUTION: fan blades is normal. This is typically caused by contact
CONSULT THE AFM FOR THE APPROPRIATE GPU between the midspan dampers.
RATING REQUIREMENT.
NOTE:
RUBBING NOISES OR ROTATIONAL RESISTANCE
ENGINE INTAKE/ - REMOVED WITHIN 15 MINUTES AFTER SHUTDOWN MAY BE MORE
EXHAUST COVERS NOTICEABLE DURING THE FIRST 100-200 HOURS
AFTER MPI/CZI.
ENGINE COWLING - CONDITION AND
AND FASTENERS SECURITY
ENGINE INLET AND - CHECKED OIL QUANTITY - CHECK LEVEL AND
PT2/TT2 SENSOR AND FILLER CAP SECURITY
• Inspect for loose or missing rivets and cracks in the
inlet skin.
• The oil level must be checked within one hour after
• The inlet and cowling should be completely clear of shutdown to obtain an accurate indication. However, in
snow or ice.15 most instances, a level between 1/2 to 1 quart low may be
considered normal on a cold engine. It is recommended
• Check the PT2/TT2 sensor for security, damage, and that all
that an engine be operated at idle power 3 -5 minutes
openings are clean and clear. Damaged or blocked sensors
before adding oil to a cold engine.17
can send erroneous signals to the EEC/DEEC causing
erratic engine operation.
• Inspect inlet for indications of fluid leakage. 16
If damage is found, a qualified technician should be consulted to determine
if it is within limits to allow continued operation or if repair is required.

17
The TFE731 engine will often normally indicate a level of 1/2 to 1 quart low.
15
Check for moisture that may collect in the bottom of the inlet near the fan Each engine will typically seek its own “level,” and operate at that point
blades. During cold weather operation the possibility exists this moisture between S.O.A.P. checks. Pilots should confirm oil consumption is within
may freeze and restrict fan rotation. limits if frequent servicing is required.

28 29
 CAUTION: ENGINE START
USE CAUTION WHEN OPENING THE OIL FILLER CAP. IF
OVERSERVICED, HOT OIL COULD SPLASH FROM FILLER
NECK. BATTERY/GPU/APU - CHECK FOR
PROPER VOLTAGE
OIL/FUEL FILTER BYPASS - NORMAL NOTE:
INDICATORS USE OF A GPU/APU IS RECOMMENDED FOR ENGINE
STARTS BELOW 0˚C.20

• An extended red pin or rotated remote sensor indicates a CAUTION:

restricted filter element. Maintenance action is required.18 MANUAL MODE BATTERY STARTS ARE NOT
RECOMMENDED
FUEL/OIL DRAINS - CLEAR AND DRY ENGINE INDICATORS - PROPER
INDICATION
CAUTION:
PLUGGED OVERBOARD DRAIN LINES MAY CAUSE NOTE:
ADVERSE ENGINE OPERATION. COMPARE ANALOG TO DIGITAL INDICATION FOR
ACCURACY. DIGITAL ITT INDICATIONS SHOULD
TURBINE EXHAUST/ - CONCENTRIC, CLOSELY MATCH OAT ON FULLY COOLED ENGINES.
MIXER NOZZLE19 UNDAMAGED
EEC/DEEC - SWITCH “ON”
TURBINE BLADES - CONDITION WARNING LIGHT
FAN BYPASS DUCT - CLEAR AND DRY OUT21
THRUST REVERSER - CONDITION, FUEL SUPPLY - ADEQUATE
PROPERLY STOWED FUEL BOOST PUMP - SWITCH “ON”
EEC/DEEC (If accessible) - CONNECTORS AND WARNING LIGHT
MOUNT SECURE, OUT
FUNCTION SWITCH START SELECTOR - GROUND START
IN PROPER
POSITION
COCKPIT SWITCHES - IN AGREEMENT 20
Engines will typically start satisfactorily with batteries when OAT is below
AND INDICATORS 0˚C, but starting times may exceed the 50 second limitation (60 seconds for
-5 engines) from ignition to idle.

18
Some installations are equipped with pressure switches connected to a
cockpit light in place of the manual fuel filter bypass indicator.
19
Limits can be found in appropriate maintenance manuals specifying
allowable cracks in the mixer nozzle installed on TFE731-5A, AR/5B, BR
engines.
21
To verify operation of the EEC/DEEC warning system, some operators have
made a practice of placing the EEC/DEEC switch to OFF or MANUAL during
preflight, noting the proper warning light indication and then returning the
switch to ON/AUTO. If the EEC/DEEC is inadvertently left disconnected after
maintenance, the warning light will not illuminate when the switch is placed
in the OFF or MANUAL position.

30 31
THRUST LEVER - VERIFY IN CUTOFF ITT - OBSERVE ITT RISE
POSITION WITHIN 10 SECONDS
NOTE: MAXIMUM START ITT22
INITIAL ENGINE START SEQUENCE PLACES THE TFE731 -2 -2C -3/3A -3B -3C/3D -4 -5/5A -5B
LARGEST LOAD UPON THE ELECTRICAL POWER 860˚C 880˚C 907˚C 890˚C 910˚C 952˚C 952˚C 978˚C
SOURCE. THEREFORE, THE PILOT SHOULD NOTE
ELECTRICAL SYSTEM RESPONSE TO THE ENGINE
CAUTION:
START LOAD. IF EXCESSIVE VOLTAGE DROOP IS
TERMINATE START IF ITT RAPIDLY APPROACHES
NOTED, ACCOMPANIED BY A SLOW RATE OF
START LIMIT. INVESTIGATE FREEDOM OF
ACCELERATION, AN EARLY DECISION TO ABORT THE
ROTATION, ELECTRICAL POWER SOURCE, EEC/DEEC
START ATTEMPT CAN BE MADE.
SWITCH POSITION, AIRCRAFT POSITIONED INTO
START SWITCH - INITIATE STRONG WINDS.
• Observe 10% N2 RPM within 6 seconds.
CAUTION: OIL PRESSURE - OBSERVE OIL
IF NO INDICATION OF N1 ROTATION IS OBSERVED, PRESSURE
TERMINATE START. INVESTIGATE FAN FREEDOM OF INDICATION WITHIN
ROTATION OR RPM INDICATOR. 10 SECONDS
• Verify positive N1 RPM indication.This will typically occur NOTE:
by 12-15% N2 RPM. IN EXTREMELY COLD CONDITIONS, OIL PRESSURE
THRUST LEVER/HP CLOCK - CUTOFF TO IDLE MAY APPROACH THE UPPER RED LINE DURING
START. PRESSURE SHOULD RETURN TO NORMAL AS
FUEL ENRICHMENT (Manual) - ACTIVATE IF THE OIL TEMPERATURE INCREASES.
REQUIRED
CAUTION:
NOTE: EXCEEDING IDLE POWER WITH OIL TEMPERATURES
USE OF A GPU/APU IS RECOMMENDED FOR ENGINE BELOW 30˚C IS NOT RECOMMENDED. 23
STARTS BELOW 0˚C.20
• On those installations equipped with manual start fuel
enrichment, it is available for cold starts (below 0˚F) up to
400˚C ITT. Follow procedures as specified in AFM.
NOTE:
MANUAL START FUEL ENRICHMENT INOPERATIVE IN
22
If ITT exceeds the maximum limit during Start, refer to TFE731 Light
Maintenance Manual for engine inspection requirements.
FOLLOWING CONDITIONS:
• MANUAL MODE – ALL MODELS OF EEC/DEEC
23
Allowing the oil temperature to reach 30˚C will assure optimum engine
lubrication and fuel heater operation. However, if very low ambient
• AUTO MODE - WITH NEW N1 DEEC INSTALLED.
temperatures prevent attainment of 30˚C oil temperature, idle power may be
exceeded as required to further warm the oil to normal operating limits
before takeoff.

32 33
 STARTER AND IGNITION - OFF BY 50% N2 AFTER START

ACCELERATION TO IDLE - WITHIN AFM LIMITS

NOTE:
EEC/DEEC MANUAL MODE - TEST PER AFM
FROM LIGHT-OFF TO IDLE RPM: APPROXIMATELY 30
SECONDS IS NORMAL, 50 SECONDS MAXIMUM.
NOTE:
(60 SECONDS -4/-5)
THE ENGINE SHOULD MEET AT LEAST THE
ENGINE INSTRUMENTS - NORMAL FOLLOWING REQUIREMENTS:
WARNING LIGHTS - NORMAL 1) STABILIZED RPM BETWEEN 20%-40% N1 WITHIN
THREE SECONDS AFTER SWITCHING TO OFF OR
CAUTION:
MANUAL POSITION.
ABORT START IF ANY OF THE FOLLOWING OCCUR:
2) ENGINE RPM INCREASE OR DECREASE
1) N2 FAILS TO ROTATE CORRESPONDING TO POWER LEVER MOVEMENT.26
2) N2 FAILS TO REACH 10% IN 6 SECONDS
3) NO N1 ROTATION
4) NO ITT INDICATION 10 SECONDS AFTER POWER CAUTION:
LEVER IS ADVANCED TO IDLE. IF ANY ABNORMAL RESPONSE IS NOTED, TURN
5) N1 OR N2 STOP ACCELERATING TO IDLE EEC/DEEC ON IMMEDIATELY, SHUT DOWN ENGINE
6) ITT RAPIDLY APPROACHES MAXIMUM AND INVESTIGATE BEFORE FURTHER FLIGHT.
START LIMIT.24
7) NO OIL PRESSURE WITHIN 10 SECONDS AFTER
ITT RISE. ENGINE ANTI-ICE - TEST PER AFM
8) ANY UNUSUAL NOISE OR VIBRATION. NOTE ITT RISE
9) STARTER25 OR IGNITION FAIL TO DISENGAGE BY
APR/RPR - TEST PER AFM27
50% N2.
10) ENGINE DOES NOT REACH IDLE WITHIN 50
SECONDS AFTER ITT RISE. (60 SECONDS -4/-5)
• APR test procedures outlined in the AFM of various aircraft
may differ slightly, but a typical functional check can be
conducted as follows:
1) Both engines operating at idle rpm, both APR lights not
illuminated.

26
This test verifies proper operation, in both directions, of the
24
Shutdown engine 50˚C before maximum ITT redline to prevent hydromechanical flyweight governor in the FCU. It also confirms the P3
temperature overshoot. overboard vent line is not obstructed.
25
Starter disengagement primarily applies to those aircraft equipped with 27
See Section 4.9 SYSTEMS for a detailed explanation of the APR/RPR
separate starters rather than starter/generators. operation.

34 35
 2) Depress APR ARMED light switch. The white APR APR/RPR - ARMED29
ARMED light should illuminate.
3) Advance one power lever and check that the green APR POWER LEVERS - FULL FORWARD
light illuminates when a differential of approximately OR SET N130
5% N2 rpm is indicated. • Verify minimum target N1 achieved, monitor ITT within
4) N2 rpm should increase on the engine set at idle takeoff limit.
approximately 1% on all -3 models, and 2% on all -4 and • N1 overshoot of 1%-3% above target, 15 to 30 seconds, is
-5 models.28 typical with non-N1 DEEC installation (.25%-.75% with N1
5) Return power lever to idle. DEEC).
6) Depress APR ARMED light switch. The white APR
ARMED and green APR lights should extinguish. MAXIMUM TAKEOFF ITT
7) N2 rpm should decrease on both engines MAXIMUM 5 MINUTES PER FLIGHT
approximately 1% on all -3 models, and 2% on all -4 and TFE731 -2 -2C -3/3A -3B -3C/3D -4 -5/5A -5B
-5 models. 860˚C 880˚C 907˚C 890˚C 910˚C 952˚C 952˚C 978˚C
NOTE:
TAXI THERMODYNAMIC STABILIZATION MAY CAUSE MINOR
RPM AND ITT CHANGES DURING TAKEOFF ROLL. N1
SHOULD NOT BE ALLOWED TO DROOP BELOW TARGET
POWER LEVERS - VERIFY PROPER UNLESS A TOLERANCE IS SPECIFICALLY ALLOWED BY
(EEC/DEEC ON) RESPONSE THE AIRCRAFT MANUFACTURER. IT IS UPON THIS
MINIMUM TARGET N1 THAT REQUIRED TAKEOFF
TAKEOFF/CLIMB - COMPUTE
PERFORMANCE IS CALCULATED.
N1 SETTINGS
ENGINE INSTRUMENTS - NORMAL
• Determine by reference to AFM/APM using an accurate OAT
and Pressure Altitude. (Do not use field elevation).
Standard interpolation methods should always be used.
CLIMB
THRUST REVERSERS - TEST & STOW
NOTE:
CHECK AFM/APM FOR SPECIFIC POWER SET
TAKEOFF PROCEDURE
APR/RPR - OFF - (IF
IGNITORS - AS REQUIRED PER APPLICABLE)
AFM 29
RPR is normally armed at idle power settings, while APR should typically be
armed with both engines above 80% N1 where acceleration is generally
more symmetrical, thus avoiding inadvertent activation of APR.
28
On -5BR engines installed on the 731 Falcon 20 retrofit, the rpm increase 30
Certain installations do not use full forward power lever angle when setting
portion of the APR test will be inoperative if the power levers are advanced takeoff power. Check AFM for procedure. If conducting a reduced power
above 40˚ PLA during engine start.The DEEC switch must be placed in the takeoff, set N1 initially and recheck when accelerating through 80 KIAS.
OFF or MANUAL position to reset the rpm increase portion of the test. Never hesitate to immediately advance power levers to full takeoff power at
anytime during a reduced power takeoff.

36 37
 POWER LEVERS - SET CLIMB POWER NOTE:
AFTER COMPLETION OF THE CLIMB SEGMENT AND
• Set climb power as indicated in AFM/APM using N1 or ITT,
ACCELERATION TO CRUISE MACH NUMBER, CRUISE
whichever is most limiting. Monitor all parameters to
POWER SETTINGS BECOME APPLICABLE.
prevent exceeding power setting recommendations.
• Conservative power settings will enhance engine life and MAXIMUM CRUISE ITT - NO TIME LIMIT
reduce operating costs. TFE731 -2 -2C -3-1C & -1G -3-1D -3R-1H/-3A
795˚C 827˚C 849˚C 865˚C 865˚C
MAXIMUM CLIMB ITT31
FOR USE DURING CLIMB SEGMENT ONLY TFE731 -3B -3C/3D -4 -5/5A -5B
TFE731 -2 -2C -3-1C & -1G -3-1D -3R-1H32/-3A 865˚C 885˚C 924˚C 908˚C 927˚C
832˚C 865˚C 885˚C 885˚C 885˚C

TFE731 -3B -3C/3D -4 -5/5A -5B ENGINE INSTRUMENTS - NORMAL

890˚C 910˚C 924˚C 924˚C 968˚C
ENGINE PARAMETERS - RECORD
(STABILIZED CRUISE)
ENGINE INSTRUMENTS - NORMAL
• Record data with N1 rpm synchronized
NOTE: • Airspeed stabilized
ANTI-ICE ACTIVATION MAY REQUIRE THRUST LEVER
ADJUSTMENT. USE ONLY BELOW 10˚C AMBIENT, NOTE:
EXCEPT TO TEST (10 SECONDS MAXIMUM). WITH ALL ENGINES OPERATING AT MATCHED N1,
NORMAL PRODUCTION DIFFERENCES AND
INSTRUMENT TOLERANCES CAN RESULT IN ITT SPLITS
CRUISE OF AS MUCH AS 45˚C.33 ANY SIGNIFICANT CHANGES
FROM PREVIOUS OPERATION (STEP CHANGES)
SHOULD BE INVESTIGATED.
POWER LEVERS - SET CRUISE POWER
• Set cruise power as indicated in AFM/APM using N1 or ITT,
whichever is most limiting. Monitor all parameters to avoid DESCENT, APPROACH AND LANDING
exceeding power setting recommendations.
• Conservative power settings will enhance engine life and
POWER LEVERS - AS REQUIRED FOR
reduce operating costs.
DESCENT AND
ANTI-ICE
ENGINE INSTRUMENTS - NORMAL
31
See AFM,APM or Crew Manual for appropriate Climb ITT recommendations.

32
For TFE731-3R-1H powered aircraft, the Crew Manual Vol. II recommends
865C below FL250, allowing ITT to increase to 885C above FL250 without 33
Refer to section 6.9 for an in-depth discussion on engine matching and
advancing power levers. engine instrument tolerances.

38 39
 POWER LEVERS - AS REQUIRED FOR ENGINE INLET, - CONDITION, NO
APPROACH AND EXHAUST & MIXER NOZZLE, LEAKS, LATCHES
LANDING COWLING SECURE
REVERSERS - DEPLOY, RETURN TO OIL/FUEL FILTER - NORMAL
IDLE REVERSE BY BYPASS INDICATORS
60 KIAS OR
INLET/EXHAUST COVERS - INSTALLED
MANUFACTURER’S
RECOMMENDATION DISCREPANCIES - ENTERED IN LOG
• Write-ups for maintenance corrective action should be
clear, concise, and include ALL pertinent information.
SHUT-DOWN
• Follow-up with maintenance organization. Often
symptoms encountered during flight cannot be duplicated
POWER LEVERS - IDLE FOR 2 on the ground.
MINUTES
• Two minute engine cooling at idle includes runway roll-out
6.2 ABNORMAL PROCEDURES
and taxi time.
POWER LEVERS - CUTOFF
General
NOTE: This section contains instructions for operation of the engine
A FLASHING DEEC ANNUNCIATOR LIGHT ON DEEC under abnormal conditions. When engine operation within the
EQUIPPED AIRCRAFT (NOT APPLICABLE TO N1 specified operating limitations cannot be maintained, refer to the
DEEC)34 AFTER SHUT-DOWN INDICATES A FAULT IN Maintenance Manual for corrective action.
THE ENGINE-TO-DEEC ITT HARNESS. Engine control, operating, and indicating faults which do not
SPOOL-DOWN TIME - MONITOR require immediate maintenance and resolution prior to dispatch for
flight are identified on the aircraft Minimum Equipment List (MEL).
• Monitor spool-down time on a regular basis. If the fault is not presented in the MEL, as a general rule,
• Normal N1 = 70 to 110 seconds. N2 = 40 to 50 seconds. maintenance should be performed on the engine or associated
• Times may be affected by wind direction and speed. system to resolve the fault.
• For engine computer maintenance information, refer to
POST-FLIGHT Control System Checks procedures per the TFE731 Light
Maintenance Manual (LMM) 72-00-00,Troubleshooting section.
• For a complete description of fault codes refer to
OIL QUANTITY - CHECK appropriate section of LMM.
• For an accurate indication, oil quantity should be checked Abort All Starts When...
within one hour after engine shutdown.
• N2 fails to rotate
34
N1 DEEC equipped aircraft: Refer to N1 DEEC Fault Classification in • N2 fails to reach 10% in 6 seconds
Abnormal Procedures section.

40 41
 • No N1 rotation
• No ITT within 10 seconds after power lever advanced to
idle position
• N1 or N2 stop accelerating to idle
• ITT rapidly approaches maximum start limit
• No oil pressure within 10 seconds after ITT rise
• Any unusual noise or vibration
NOTE:
MOTORING ENGINE IN EXCESS OF APPROXIMATELY TWO
MINUTES WILL CAUSE FLOODING OF THE ACCESSORY
GEARBOX AND MAY RESULT IN OIL LEAKAGE THROUGH
OVERBOARD DRAINS. IF THIS OCCURS, RUN THE ENGINE
FOR 3 MINUTES, SHUT DOWN, AND RECHECK THE OIL LEVEL.
N1 DEEC FAULT CLASSIFICATIONS

CAUTION:
EXERCISE CAUTION WHEN OPERATING IN CLIMATES
WHERE GROUND TEMPERATURE AND MOISTURE
CONDITIONS MAY PERMIT ICE FORMATION EVEN AT
GROUND IDLE (TEMPERATURE AND DEW POINT BELOW
FREEZING, LESS THAN 5˚F SPREAD, WITH VISIBLE
MOISTURE). RIME ICE MAY ACCUMULATE ON FAN BLADES
UNDER THESE CONDITIONS IF ENGINES ARE OPERATED
AT IDLE FOR EXTENDED PERIODS AND A SLIGHT
VIBRATION MAY BE DETECTED. IF ICE ACCUMULATION IS
SUSPECTED, IT CAN BE REMOVED USING THE
FOLLOWING PROCEDURE:
- ACCELERATE N1 ABOVE 55% FOR A MINIMUM OF 30
SECONDS TO SHED ICE ACCUMULATION.
• Starter (on certain aircraft) or ignition fail to disengage by
50% N2
• Engine does not reach idle within 50 sec after ITT rise
NOTE:
THIS SECTION PERTAINS ONLY TO THOSE AIRCRAFT
EQUIPPED WITH A NEW STYLE N1 DEEC
NOTE:
THE DEEC PERFORMS FAULT DETECTION AFTER POWER-
UP. THE FAULT DETECTION CONTINUES UNTIL POWER IS
REMOVED FROM THE DEEC.
Manual Mode
Loss of essential signal or function and engine operation could
be affected. DEEC transfers to Manual Mode and illuminates engine
computer warning light in cockpit. Pilot required to adhere to N1,
N2, and ITT limits. Manual mode dispatch subject to successful
overspeed test during manual mode start and AFM approval.
• Manual mode dispatch must be approved by the AFM. Refer
to approved Minimum Equipment List (MEL) for operation
with inoperative equipment.

CAUTION: Source of Fault ECTM Code Inflight Message

MANUAL MODE BATTERY STARTS NOT RECOMMENDED N1 Speed Signal
N2 Speed Signal
TT2 Signal
CLEARING ENGINES PT2 Signal
Torque Motor (HMU)
• Allow 3 minutes for fuel to drain from the engine, or Surge Beed Valve Solenoid B
• Motor the engine with the power lever in the FUEL Manual Mode Solenoid
CUTOFF position for 15 seconds before attempting another PLA Potentiometer (HMU)
start. Observe starter time limits. Cold Junction
• Initiate normal engine start Surge Bleed Valve Solenoid A
Internal DEEC Failure
#2, 4, 5, 6 Manual mode light
#12, 14, 15, 16 Manual mode light
#34 - 38 Manual mode light
#41-43, 221-222 Manual mode light
#61,62,64,66,75 Manual mode light
#85 - 86, 94 Manual mode light
#90 - 92 Manual mode light
#210-214 Manual mode light
#105-106 Manual mode light
#80-81, 89 Manual mode light
#113,150-158, 183-190, Manual mode light
218-219, 221-222,249-251

42 43
Non-Dispatchable Faults annunciator light located in the cockpit. Fault information is
Loss of essential signal or function and engine operation could disseminated by “flashing” this light according to a predetermined
be affected. Dispatch not permitted and fault must be cleared prior sequence that represents which LRU(s) has/have failed.
to flight. The DEEC manual mode warning light will flash rapidly To accomplish this, a unique fault code is assigned for each LRU
(0.5 second ON, 0.5 second OFF) when the engine is not operating as defined below.When a fault occurs for a particular LRU, the DEEC
and power is applied to the DEEC. Faults will be stored in non- annunciator light will blink consecutively a number of times
volatile memory and can be viewed with the use of a hand held corresponding to the fault code.
terminal or laptop computer.
LRU Fault Code
Source of Fault ECTM Code Ground Message TT2 1
N1 Speed Signal #7 Rapid flashing light SBV A 2
Overspeed Solenoid (HMU) #70,71,78 Rapid flashing light SBV B 3
Manual mode solenoid #9 Rapid flashing light FCU TM 4
Exceedence #233-235 Rapid flashing light FCU PLA 5
ITT 6
FCU MM solenoid 7
Dispatchable Faults or Check ECTM FCU overspeed solenoid 8
(Engine Condition Trend Monitoring) N1 monopole 9
Loss of non-essential signal or function. No significant pilot N2 monopole 10
action or change in operating procedure required. DEEC remains N1 DEEC 11
in normal mode. Cockpit indication only when aircraft is on the “not used” 12
ground. Although DEEC remains dispatch capable, it should be Configuration ID 13
interrogated and the fault identified at the next opportunity. The Engine/system failure 14
DEEC manual mode warning light will flash slowly (0.5 second
ON, 2.0 seconds OFF) when the engine is not operating and
power is applied to the DEEC. Faults will be stored in non-volatile Displaying fault information via the DEEC annunciator light35 is
memory and can be viewed with the use of a hand held terminal only possible when the N1 DEEC is in powered manual mode
or laptop computer. (Rundall mode).To activate, the aircraft must be on the ground with
the engines shutdown and electrical power applied.
Source of Fault ECTM Code Ground Message
ITT Signal #23 - 26 Slow flashing light • Place the switch for the inoperative DEEC in the OFF position.
PS0 Signal #30-32,244-245 Slow flashing light • Depress and hold the corresponding SPR/fuel enrich switch.
Torque Motor (HMU) #65, 67 Slow flashing light • Place the DEEC switch in the ON position
ECTM #237,246-248 Slow flashing light • Continue to hold the SPR/fuel enrich switch for three to five
Climb indicator drive #102 Slow flashing light seconds and then release.The DEEC annunciator light should
flash the appropriate fault code and then illuminate steadily.
To exit powered manual mode, cycle the DEEC switch OFF and
Manual Mode Lamp Fault Annunciation
On without holding the SPR/fuel enrich switch.
In the event that ground support equipment (hand-held tester
or personal computer) is not available, the N1 DEEC has the
capability of displaying fault information by using the DEEC 35
Not applicable to TFE731-2-3B and TFE731-2C-3B installations.

44 45
6.3 ENGINE SHUT-DOWN INFLIGHT AND THRUST LEVER - CUT-OFF TO IDLE
AIRSTART PROCEDURES AT 15% N2 OR, IF
WINDMILLING
ABOVE 15% N2
NOTE: RPM, ITT RISE
REFER TO AFM FOR PROCEDURES UNIQUE TO SHOULD OCCUR
EACH AIRCRAFT
WITHIN 10 SECONDS
START FUEL ENRICHMENT - ACTUATE TO 400˚C,
SHUTDOWN AS REQUIRED FOR
ACCELERATION
SYNCHRONIZER - OFF
ELECTRICAL LOAD - REDUCE BELOW NOTE:
ENGINE OUT LIMITS MANUAL START FUEL ENRICHMENT INOPERATIVE IN
FOLLOWING CONDITIONS:
THRUST LEVER - IDLE ONE MINUTE • MANUAL MODE - ALL MODELS OF EEC/DEEC
FOR COOLING • AUTO MODE - WITH NEW N1 DEEC INSTALLED.
THRUST LEVER - CUT-OFF
CAUTION:
N1 AND N2 - OBSERVE TERMINATE START IF ANY OF THE FOLLOWING OCCUR
WINDMILLING RPM • ITT RISE DOES NOT OCCUR WITHIN 10 SEC.
AIRSTARTS • ITT RAPIDLY APPROACHES START LIMIT
• N1 OR N2 STOP INCREASING PRIOR TO REACHING
ALTITUDE - BELOW 30,000 FT IDLE
AIRSPEED - BETWEEN 100 KIAS OIL PRESSURE - CHECK INDICATION
AND .6 MACH WITHIN 10 SEC.
FUEL SUPPLY - ADEQUATE IGNITION, STARTER - OFF AT 50% N2 RPM
FUEL PUMP - ON RPM - ACCELERATE TO
IDLE
EEC/DEEC - ON, WARNING
LIGHT OUT THRUST LEVERS - AFTER ONE MINUTE
AT IDLE, SET POWER
START SELECTOR - WINDMILLING
AS DESIRED.
AIRSTART (N2 RPM
ABOVE 15%)
STARTER ASSIST - GROUND START (N2
RPM BELOW 15%,
ACTIVATE STARTER)
IGNITION - CHECK-ON

46 47
6.4 FLIGHT TEST PROCEDURE
Time should always be provided for complete and adequate
flight test after maintenance to assure all systems function properly
throughout the entire flight envelope. Recording engine parameters
is essential to maintenance troubleshooting and adjustment
procedures.The “Flight Test Card”was designed for this purpose and
the data should be relayed to maintenance for appropriate action.
As a minimum, after TFE731 maintenance, especially fuel
control and EEC/DEEC replacement or adjustment, Honeywell
recommends the following, always observing all AFM limits.
• EEC/DEEC “ON” ground starts, recording pressure altitude
and OAT, start time to idle and peak ITT.
• EEC/DEEC “ON”, “OFF” and “MANUAL” (DEEC) maximum
power checks, recording maximum N1 and ITT in both
EEC/DEEC and manual modes, always conforming to
AFM limits and procedures. Record N2, fuel flow, oil
pressure and temperature whenever possible.
power lever to maximum angle or AFM limit whichever
occurs first. Record RAT, altitude, Mach No., and all engine
parameters. Reduce to 80% N1 and turn EEC/DEEC back
“ON”. Reset N1, monitor ITT and all parameters normal.
• During descent at 15,000 feet, retard power levers to flight
idle, observe symmetrical N1 rollback and record engine
parameters at 10,000 feet.
• During taxi, record engine parameters and at shutdown, N1
roll down time.
The purpose of this flight test is to assure symmetry of N1,
power availability, satisfactory operation of the engine within all
limits and proper functioning of all propulsion related systems.At a
specific N1 rpm, other engine parameters may vary within limits,
due to engine to engine tolerances, instrument calibration and
installation differences.The cruise check taken at frequent, regular
intervals can be most helpful in monitoring engine condition,
troubleshooting and adjustment.

CAUTION:
ENGINE ACCELERATION TIME MAY BE GREATER WITH
THE EEC/DEEC “OFF”, ADDITIONAL OVERSPEED AND
OVERTEMPERATURE PROTECTION MAY NOT BE
AVAILABLE, FUEL CONSUMPTION WILL BE 3-5% HIGHER,
AND IDLE THRUST MAY BE HIGHER.
• Perform normal full power takeoff using maximum power
lever angle or set N1 as specified in AFM, observing engine
limits. Record target N1, actual N1 and ITT when engines
are stabilized.
• Climb with synchronized flight manual climb N1, recording
actual N1, and N2, fuel flow, ITT and power lever split, if
any, each 10,000 feet to maximum cruise altitude.
• Establish cruise N1 and record altitude, RAT, Mach No.,
KIAS, N1, N2, fuel flow, ITT, oil pressure and temperature,
and power lever split, if any.
• At cruise altitude, reduce power one engine at a time to
80% N1, turn EEC/DEEC “OFF” or “Manual” and readvance

48 49
 6.5 OPERATIONAL SUGGESTIONS

PILOTS MAKE THE DIFFERENCE IN ENGINE OPERATING LIFE AND

MAINTENANCE COSTS.
CONSIDERATION OF THE FOLLOWING SUGGESTIONS, NORMAL
GOOD AIRCRAFT HANDLING PRACTICES, CAREFUL ENGINE
OPERATION AND ADHERENCE TO OPERATING LIMITATIONS CAN
ENHANCE PERFORMANCE, IMPROVE ENGINE LIFE AND REDUCE
COST OF OWNERSHIP.
• A periodic review of the basics in your AFM will help
refresh you on operating techniques and enhance the
chance for trouble free operations.
• Assure good battery maintenance in accordance with the
battery manufacturer’s recommendations.
• Use of a reliable and correctly adjusted APU or GPU is
recommended when temperatures are less than 32˚F (0˚C).
• Monitor RPM acceleration and start temperatures for
consistency under similar starting conditions. If you notice
increases in temperature peaks on successive starts (even
within limits) you may have a fuel scheduling or APU/GPU
electrical problem - or a starter problem. Record changes
under similar ambient starting conditions.
• Carefully observe ITT and RPM rate of rise and limitations
during engine starts. Record any RPM or ITT overshoots
and time in excess of limits.
• Do not exceed Aircraft Flight Manual limits.

NOTE:
TIME IN EXCESS OF AIRCRAFT FLIGHT MANUAL RPM AND
ITT VALUES CREATE HIGHER STRESS LEVELS WITHIN THE
ENGINE AND CAN CONTRIBUTE TO THE PREMATURE
REPLACEMENT OF ENGINE COMPONENTS.
• Use conservative taxi speeds for better warm up to prepare
engine static and rotating assemblies for takeoff stress.
• Consider using reduced power for takeoff, if authorized
by the AFM, as appropriate for runway condition, length,
altitude and aircraft weight. A reduction of 1% N1 will
reduce ITT by approximately 12-15˚C, in sea level standard

50 51
 day conditions. If using reduced power, periodically
perform a full power takeoff as specified in AFM
supplement to confirm availability.
• Use conservative (4-8 seconds) power application on
takeoff and always monitor engine parameters for proper
response and symmetry. You’ll have better symmetrical
thrust control, acceleration, performance and reduce RPM
and temperature excursions past normal limits.
• Climb using the AFM/APM N1, or alternate reference ITT
procedure if applicable, using care not to exceed the N1 for
the OAT and altitude. Remember, the climb phase of flight
places the greatest stress on engine components.
• After acceleration to cruise mach, be conservative in cruise
power settings, staying within the recommended cruise
limits for your AFM/APM. Conservatism in climb and cruise
power settings, still assuring safe mission accomplishment,
can save in long term operational costs.
• Record all engine parameters during stabilized flight
frequently, particularly noting any changes from previous
flights, as an aid to maintenance.
• For descent, reduce power slowly to provide required rate
of descent and enough bleed air for pressurization and anti-
ice.This will avoid thermal shock to engine parts.
• Use thrust reverser deployment and reversing appropriate
to length and condition of runway. Avoid foreign object
ingestion by stowing reversers as soon as feasible.
• After landing, operate engines below 38% N1 a minimum of
two minutes prior to shutdown for thermal stabilization of
hot section components. This will aid in the reduction of
thermal distress and improve internal component cooling.
Runway rollout and taxi time may be included in the two
minute interval.
• At shutdown, periodically time the rolldown of major
rotating assemblies to establish what is normal. Record any
deviations greater than 15 seconds from normal for
investigation. N1 roll down time of 70-110 seconds is
normal for all models of the TFE731 engine, the time
varying within that range due to fan mass, wind conditions
and idle RPM. N2 rolldown generally varies between 40-50
seconds depending on accessory loading.
52
• Log engine cycles, defined typically as one cycle per
landing.36 Remember, one APR/RPR/MPR event counts as
four (4) cycles (one normal cycle plus three penalty cycles.)
• Perform a complete postflight, checking for smooth fan
rotation, oil level, oil and fuel bypass indicators normal; rear
turbine,tailpipe,mixer nozzle,and thrust reverser condition.
• Write up discrepancies for maintenance investigation and
as information for other pilots.
6.6 JET-CARE AND SOAP PROGRAM, THE
VALUE OF ENGINE MONITORING
The turbine engine can provide a history of its operating
condition that is useful in identifying developing problems. In some
circumstances it will indicate distress in advance of a malfunction.
This characteristic can be exploited through the use of two
programs currently offered by Honeywell.
A long established inspection aid for monitoring of the TFE731
engine is SOAP (Spectrometric Oil Analysis Program). Analysis of
metal particles found in the oil and oil filter at routine inspection
intervals can provide evidence of unusual wear in oil wetted parts.
It is an important element in overall engine condition monitoring.
In April 1993 Honeywell announced the introduction of the
TFE731 Jet-Care Engine Condition Trend Monitoring Program. The
service provided by Jet-Care can be a key step in providing control
over engine cost-of-ownership. For many years, airlines have
enjoyed the benefits of engine condition trend monitoring in
controlling engine cost and improving aircraft dispatch reliability.
Industry experience has shown that recording and monitoring
inflight engine performance may provide early signs of problems
that, if left uncorrected, could lead to unscheduled maintenance,
costly repairs, or canceled flights.
Typically each landing is counted as one cycle. TFE731 Service Bulletin 72-
36
3001 provides partial cycle counting procedures for touch-and-go landings or
quick turns where all engines may not be shutdown while loading/unloading
passengers.
53
 The basis for engine condition trend monitoring is the
understanding that component wear in certain areas of a TFE731
engine may cause performance shifts. Jet-Care has the ability of
detecting gradual engine performance deterioration during cold
weather operations that would cause an engine to be ITT limited as
ambient temperatures increase.
The Jet-Care system utilizes cockpit data recorded by flight
crew members while in stabilized cruise conditions, with anti-ice
off.Typically, after recording data for three flights, the information is
faxed to Jet-Care. It is important for users of Jet-Care to understand
that the effectiveness of the program, as it applies to their engines,
is dependent upon the amount of data submitted and analyzed.
Therefore, flight data should be recorded as often as it is reasonable
to do so.
Data received by Jet-Care is entered into a computer and
corrected to standard day, sea level conditions. This information is
then plotted on a continuous scale for each engine parameter. If a
trend indicates a performance shift beyond established limits,
Honeywell Engines Customer Support is immediately notified.The
operator is contacted by a Customer Support Program Manager to
discuss the performance shift and determine if maintenance action
is necessary.
For additional information regarding Jet-Care, contact the
Honeywell Customer Support office.
6.7 SERVICING INFORMATION (FUEL/OIL)
Various aviation turbine fuels are authorized, including Jet A, Jet
A-1, Jet B, JP-4, JP-5, JP-8. Engines not equipped with fuel heaters are
authorized to use aviation gasoline, not in excess of 500 gallons per
100 hours of operation.
NOTE:
CONSULT THE AIRCRAFT FLIGHT MANUAL FOR
AUTHORIZED TURBINE ENGINE LUBRICATING OIL.37
37
Approved lubricating oil may vary based on engine configuration.
54
6.8 COLD WEATHER OPERATION
Honeywell recommends the use of a well maintained, properly
adjusted ground power unit or aircraft APU when starting at
ambient temperatures below 0˚C. In conditions where an aircraft is
allowed to cold soak and an APU/GPU is not available, an attempt
should be made to keep the aircraft batteries warm by either
removing them from the aircraft or with the use of battery heating
blankets. One purpose of keeping the aircraft batteries warm is to
improve the chances of a successful APU start if the aircraft is so
equipped. It has been found that during extremely cold engine
starts using aircraft batteries only, while starting ITT may be well
below limits, starting time was double the recommended limit.
If equipment is available, heating of each engine oil tank and
accessory section for a minimum of 15 minutes can be helpful.
While this is being accomplished the pilot should, during the
course of the preflight, check the fan for freedom of rotation.The
fan may be difficult to turn initially but it should free up after several
complete rotations. In addition, the pilot should check for any
frozen precipitation in the fan duct and tailpipe.
Increased attention should be given to all limitations during the
course of an engine start in very cold conditions.It may be advisable
to allow N2 acceleration to at least 15% with a positive indication
of N1 rotation either from a ground crewman or engine indicators
before bringing the power lever from cutoff to idle.
Although fuel enrichment is automatic below 200˚C in all P/N
2101142 and 2101144 EEC and P/N 2118002 DEEC, the use of
manual enrichment at ambient temperatures of 0˚F or below is
recommended to help accelerate a cold engine smoothly to idle.
Manual enrichment should be discontinued when the ITT reaches
400˚C. Additional attention should be given to starting ITT when
manual enrichment is in use. By following these procedures and
with the use of a GPU of appropriate capacity or the aircraft APU,
engines should accelerate to idle well within the time and
temperature limits.
After engine start it is important to operate at idle until the oil
temperature reaches the AFM recommendation. This is to ensure
55
adequate lubrication of engine components as-well-as proper
operation of the fuel heater, if installed.
Prior to the first flight of the day, when conducting the manual
mode fuel control ground check, ensure that the aircraft is not on a
slippery surface, and be prepared to shutdown at any indication of
abnormal operation.
CAUTION:
EXERCISE CAUTION WHEN OPERATING IN CLIMATES
WHERE GROUND TEMPERATURE AND MOISTURE
CONDITIONS MAY PERMIT ICE FORMATION EVEN AT
GROUND IDLE (TEMPERATURE AND DEW POINT BELOW
FREEZING, LESS THAN 5˚F SPREAD, WITH VISIBLE
MOISTURE). RIME ICE MAY ACCUMULATE ON FAN BLADES
UNDER THESE CONDITIONS IF ENGINES ARE OPERATED
AT IDLE FOR EXTENDED PERIODS AND SLIGHT
VIBRATION MAY BE DETECTED. IF ICE ACCUMULATION IS
SUSPECTED, IT CAN BE REMOVED USING THE
FOLLOWING PROCEDURE:
- ACCELERATE N1 ABOVE 55% FOR A MINIMUM OF 30
SECONDS TO SHED ICE ACCUMULATION.
If cold temperatures are anticipated after shutdown,
particularly in high wind conditions, use the inlet and exhaust
covers as recommended in the Maintenance Manual to avoid
foreign object damage, excessive cold soak, fan rotation and
precipitation accumulation.
6.9 OPERATIONAL CHARACTERISTICS
ACOUSTIC SURVEYS IDENTIFY UNUSUAL SOUNDS
When pilots or passengers report unusual noises inside the
cabin, such as a low rumbling or beating sound, it should be
investigated. However not all such noises are indicative of an
engine problem.
Honeywell engineers have determined that rumbling or
growling sounds, often heard at normal operational N1 speeds
while on the ground or occasionally in descent, are sometimes due
56
to aircraft structural resonances or accessories (generator bearings
and cooling fans, etc.) and are not caused by engine problems.
Acoustic surveys may help determine the source of unusual
noises or vibration at higher engine power settings. Experience has
shown that fluid lines, fittings and accessories rubbing on the
nacelle cowlings or bulkheads can transmit noises amplified by
aircraft structure to the cabin.
Survey techniques include use of tape recordings conducted
with a condenser microphone. When the tape is played back, the
frequency and amplitude of the sounds are analyzed and compared
to normal component operating sound signals to identify the
sources of noise complaints. Engine N1 and N2 speeds are
documented at the same time the recordings are made.
Because most of the noises reported are low frequency, they
may be transmitted and amplified by various aircraft structures and
by the aircraft’s overall structural resonance.Although these noises
may be normal, Honeywell encourages careful examination to
determine the cause.
CHARACTERISTICS OF THE TFE731 AT IDLE
One of the more frequently asked questions about the TFE731
is “Why does idle rpm always vary from day-to-day?” Idle rpm is
determined by the EEC/DEEC and not by a mechanical setting in
the FCU. It is based on a predetermined idle thrust requirement that
is programmed into the EEC/DEEC.Typically, idle thrust is set at 250
pounds on a standard day at sea level. It will be somewhat less at
airports above sea level and temperatures above ISA. Mass airflow
through the engine will vary from day-to-day with changes in
temperature and pressure altitude. Sensed by the PT2TT2 probe,
this information is transmitted to the EEC/DEEC, which is also
sensing many other parameters within the engine. RPM of the
engine is then adjusted by the electronic control to provide the
required thrust.
Another question that usually follows is “Why does idle rpm
change when switching the EEC/DEEC from Auto to Manual?”
Keeping in mind the explanation above, idle rpm in manual mode
is the result of an internal fuel control cam setting that is not
57
adjustable. It provides a given fuel flow, not a specific thrust, for that
cam setting and the engine will usually accelerate or decelerate
slightly from the rpm seen in the Auto mode.The critical element a
pilot is looking for in manual mode is a stabilized idle rpm between
20%-40% N1.
A third question that may follow is “Why does idle rpm
occasionally fluctuate 2-3% with the EEC/DEEC ON?”Again, keeping
in mind the answer to the first question, the EEC/DEEC is
continually trying to maintain the required idle thrust. This can
typically be accomplished with fuel flowing through the primary
fuel nozzles only.At certain temperatures and pressure altitudes the
fuel flow required to maintain that thrust may be enough to open
the flow divider sending fuel to the secondary fuel nozzles.This may
cause the engine to accelerate above the rpm required to provide
idle thrust. The EEC/DEEC will sense this and reduce fuel flow
enough to close the flow divider causing the engine to decelerate.
The engine may then repeat this same condition. It is not harmful
to the engine and if the pilot finds this condition distracting it can
usually be remedied by advancing the power lever slightly above
idle position.
As an example:Assume two sets of instruments,calibrated at the
opposite extremes shown above were combined with two engines,
also at opposite extremes of build tolerances.Were this combination
operated at physically matched N1 rpm, the following indicated
differences could be observed.
N1 .5% (.2% -5 series engines)
N2 1.9%
ITT 44 C
F/F 105 pph
Even with the differences depicted in this hypothetical
example, all indications are still within tolerance and should be
taken into consideration when requesting maintenance. This
information combined with regular recording of inflight data will
assist operators in recognizing any significant step changes from
previous flights that should be investigated.

ENGINE MATCHING
N1, N2, or ITT splits between engines frequently cause concern
on the part of some aircraft operators. The following information
should prove helpful in determining what is “normal”or acceptable.
Tolerances in all of the associated systems, i.e. indicators, wiring and
connectors, EEC/DEEC adjustment, hydromechanical FCU, and
engine build tolerances, will affect engine match.
Basic instrument tolerances specified by Honeywell are as
follows:
N1 +/- .25% (+/-.1% -5 series engines)
N2 +/- .5%
ITT +/- 5 C (700-900 C)
F/F +/- 2%

58 59
 TFE731-20/40/60
INTRODUCTION 7
7.1 Design

The TFE731-20/-40/-60 turbofan engines, manufactured by

Honeywell, are derivative lightweight, two-spool, geared stage, front
fan, jet propulsion engines. The engines are designed and
manufactured using the latest technology advancements to
enhance performance, durability and reliability, while maintaining
common frame sizes to the TFE731-2/-3 for the -20/-40, and to the
TFE731-4/-5 for the -60. While the new engines look very similar,
both externally and internally, to previous models, they have been
optimized to improve the maintainability and reduce the
maintenance manhour/flight hour for line replaceable units (LRUs).
The 20/40/60 maintain the basic design features of a geared front
fan coupled to a four stage low pressure (LP) axial compressor
connected through a common shaft to a three stage LP turbine. The
high pressure (HP) rotor consists of a single stage high pressure
centrifugal compressor connected by common shaft to a single
stage air-cooled HP axial turbine.The HP rotor drives an accessory
gearbox through a transfer gearbox. Except for maintainability
improvements, the fuel and lubrication systems are similar to
previous models of the TFE731 engine.
Primary control is provided by an engine mounted Digital
Electronic Engine Control (DEEC) and a hydromechanical fuel
control. The DEEC provides automatic fan speed scheduling as a
function of altitude, engine inlet temperature, and customer bleed
with additional optimization provided by aircraft Mach number.
DEEC software provides smooth, surge free operation of the engine,
through monitoring and commanding the engine/control system
interfaces. During engine start the DEEC controls fuel and ignition

60
as well as providing overtemperature and hung start protection.An TFE731-20/20R Uninstalled Performance, Sea Level, Static Conditions
auto-ignition feature detects engine flame out and will activate
automatically. Additional integrated features of the DEEC are an Power Ambient Net Thrust TSFC
Engine Condition Trend Monitor which records engine life Setting Temperature (lbs) Max
parameters to provide useful information to the operator relating to Takeoff (APR) 93F (34C) 3650 n/a
engine health. Automatic Performance Reserve (APR), available on Takeoff 93F (34C) 3500 .457
the -20 & -40 engines, provides an automatic increase in thrust on
the remaining engine in the event of a loss of thrust on one engine Climb 93F (34C) 3175 .456
during takeoff. Cruise 93F (34C) 2700 .456
As in previous models of the TFE731, the hydromechanical fuel
control provides backup engine control in the event of a failure of
TFE731-20/20R LIMITATIONS
the primary DEEC system by metering fuel flow in response to
power lever inputs, through a teleflex, from the cockpit power ITT N1 N2 MIN MAX MIN MAX
lever quadrant. OIL P. OIL P. OIL T. OIL T.
Takeoff (Max) 963˚C 100 101 65psi 80psi 30˚C 127˚C
(APR 5 Min)

7.2 TFE731-20/-40/60 Engine Transient 981˚C38 100.539 102.540 100psi41 149˚C42

Specifications Takeoff (Norm) 941˚C 100 100
(5 Min)

TFE731 -20/20R Max Cont. 941˚C43

Basic Weight: 836 lbs including DEEC
Dimensions: Length 61 in,Width 34 in, Height 39 in Climb 916˚C44
Spool Speeds (RPM) FAN(CCW) N1(CW) N2(CW)
- 100% 11,667 21,000 31,173 Cruise 900˚C
- APR 11,667 21,000 31,485(101%)
Bypass Ratio 3.1 Starting 941˚C
- Total Inlet Airflow 146 lb/sec (Takeoff)
Idle 40psi 100psi 30˚C 149˚C
- Bypass Airflow 10 lb/sec
- Core Airflow 36 lb/sec
Fan Gearbox Ratio 0.555:1
Flight Envelope
- Operating Altitude -1,000 to 51,000 Feet (15,545 M)
38
25 excursions or five minutes cumulative above normal takeoff limit in any
MPI interval requires hot section inspection
- Maximum Speed .96M 39
10 seconds maximum
- Temperature Range +130˚F to -130˚F (+55˚C to -90˚C) 40
10 seconds maximum
Engine Oil Consumption Limit 41
3 minutes maximum
- 0.01 gal/hr (1qt in 25 hours) 42
2 minutes maximum at any operational altitude
Engine Vibration Limits
43
Maximum continuous rating is authorized without time limitation only for
- 1.5 ips (N1 & N2) use in aircraft certification or in emergency use.
44
After completion of the climb segment and acceleration to cruise mach
number, maximum cruise limitations become applicable.

61 62
TFE731 -40/40R TFE731-40-1C LIMITATIONS
Basic Weight: 885 lbs including DEEC
Dimensions: Length 61 in,Width 34 in, Height 39 in ITT N1 N2 MIN MAX MIN MAX
OIL P. OIL P. OIL T. OIL T.
Spool Speeds (RPM) FAN(CCW) N1(CW) N2(CW)
Takeoff (Max) 1013˚C 100 101 65psi 80psi 30˚C 127˚C
- 100% 11,667 21,000 31,173 (APR 5 Min)
- APR 11,667 21,000 31,485(101%)
Bypass Ratio 3.1 Transient 1053˚C45 100.546 102.547 100psi48 149˚C49
- Total Inlet Airflow 146 lb/sec (Takeoff) Takeoff (Norm)
- Bypass Airflow 110 lb/sec 1013˚C 100 100
(5 Min)
- Core Airflow 36 lb/sec
Max Cont. 991˚C50
Fan Gearbox Ratio 0.555:1
Flight Envelope
Climb 991˚C51
- Operating Altitude -1,000 to 51,000 Feet (15,545 M)
- Maximum Speed .96M Cruise 974˚C
- Temperature Range +130˚F to -130˚F (+55˚C to -90˚C
Engine Oil Consumption Limit Starting 991˚C
- 0.01 gal/hr (1qt in 25 hours)
Engine Vibration Limits Idle 50psi 100psi 30˚C 149˚C
- 1.5 ips (N1 & N2)

TFE731-40/40R Uninstalled Performance, Sea Level, Static Conditions

Power Ambient Net Thrust TSFC
Setting Temperature (lbs) Max
Takeoff (APR) 84F (29C) 4250 n/a

Takeoff 75F (24C) 4250 .472

Cruise FL400(ISA).8M 1010 .739

45
25 excursions or five minutes cumulative above normal takeoff limit in any
MPI interval requires hot section inspection
46
10 seconds maximum
47
10 seconds maximum
48
3 minutes maximum
49
2 minutes maximum at any operational altitude
50
Maximum continuous rating is authorized without time limitation only for
emergency use or during aircraft certification.
51
After completion of the climb segment and acceleration to cruise mach
number, maximum cruise limitations become applicable.

63 64
TFE731-40R-200G LIMITATIONS TFE731 -60
Basic Weight: 988 lbs including DEEC
ITT N1 N2 MIN MAX MIN MAX Dimensions: Length 82 in,Width 34 in, Height 39 in
OIL P. OIL P. OIL T. OIL T. Spool Speeds (RPM) FAN(CCW) N1(CW) N2(CW)
Takeoff (Max) 1013˚C 100 101 65psi 80psi 30˚C 127˚C - 100% 10,416 21,000 31,485
(APR 5 Min)
Bypass Ratio 3.9
Transient 1053˚C52 100.553 102.554 100psi55 149˚C56 - Total Inlet Airflow 187 lb/sec (Takeoff)
- Bypass Airflow 149 lb/sec
Takeoff (Norm) 991˚C 100 100
(5 Min) - Core Airflow 38 lb/sec
Fan Gearbox Ratio 0.475:1
Max Cont. 991˚C57 Flight Envelope
- Operating Altitude -1,000 to 51,000 Feet (15,545 M)
Climb 974˚C58 - Maximum Speed .96M
- Temperature Range +130F to -130F (+55C to -90C
Cruise 949˚C
Engine Oil Consumption Limit
- 0.01 gal/hr (1qt in 25 hours)
Starting 991˚C
Engine Vibration Limits
Idle 50psi 100psi 30˚C 149˚C
- 1.0 ips (N1 & N2)
- 1.1-1.5 ips caution range

TFE731-60 Uninstalled Performance, Sea Level, Static Conditions

Power Ambient Net Thrust TSFC

Setting Temperature (lbs) Max
Takeoff 89.6F (32C) 5000 .424

Cruise FL400(ISA).8M 1120 .679

52
25 excursions or five minutes cumulative above normal takeoff limit in any
MPI interval requires hot section inspection
53
10 seconds maximum
54
10 seconds maximum
55
3 minutes maximum
56
2 minutes maximum at any operational altitude
57
Maximum continuous rating is authorized without time limitation only for
emergency use or during aircraft certification.
58
After completion of the climb segment and acceleration to cruise mach
number, maximum cruise limitations become applicable.

65 66
TFE731-60 LIMITATIONS 7.3 Operational Principle

ITT N1 N2 MIN MAX MIN MAX

OIL P. OIL P. OIL T. OIL T. Inlet air is initially accelerated and compressed by the fan and
is split into two streams.A large percentage of the fan air exits into
Takeoff (Max) 1022˚C 100 101 65psi 80psi 30˚C 127˚C
(APR 5 Min) the bypass duct. The remainder is directed into the core of the
engine.This core airflow passes through a four stage low pressure
Transient 1062˚C59 100.560 102.561 100psi62 149˚C63 axial compressor and a single stage high pressure centrifugal
Takeoff (Norm) compressor. Exiting the high pressure compressor diffuser the
991˚C 100 100
(5 Min) airflow is directed into the reverse flow annular combustor where
fuel is injected. The fuel/air mixture is ignited and a continuous
Max Cont. 991˚C64
combustion is maintained. The expanding gases are then directed
through the single stage high pressure turbine and three stage low
Climb 991˚C65
pressure turbine assembly, driving both rotating groups, and exiting
Cruise 974˚C the engine through the exhaust nozzle.

Starting 994˚C 150psi-cold

7.4 Certification Considerations
Idle 50psi 100psi 30˚C 149˚C
All jet engines are designed, tested and certified to operate
within specific and defined maximum limits. The certifying
Government agencies generally recognize only two limitations:
Takeoff and Maximum Continuous.
TAKEOFF . . . . . . . . . . . . . . . . . . . .LIMITED TO 5 MINUTES
ONCE EACH FLIGHT
MAXIMUM CONTINUOUS . . . . . . .AUTHORIZED FOR AIRCRAFT
CERTIFICATION AND FOR
EMERGENCY USE AT THE
DISCRETION OF THE PILOT,
WITH NO TIME LIMIT.66
Honeywell has established additional power setting
59
25 excursions or five minutes cumulative above normal takeoff limit in any
recommendations that go beyond the typical certifying agency
MPI interval requires hot section inspection
60
10 seconds maximum requirements. They are identified as Maximum Climb and
61
10 seconds maximum Maximum Cruise.
62
3 minutes maximum
63
2 minutes maximum at any operational altitude
64
Maximum continuous rating is authorized without time limitation only for
emergency use or during aircraft certification.
65
After completion of the climb segment and acceleration to cruise mach
number, maximum cruise limitations become applicable. 66
Typically this applies when an aircraft is operating with one engine
inoperative.

67 68
MAXIMUM CLIMB . . . . . . . . . . . . . .FOR USE DURING THE CLIMB
SEGMENT AND
ACCELERATION TO
CRUISE MACH NUMBER,
AFTER WHICH MAXIMUM
CRUISE POWER SETTINGS
BECOME APPLICABLE.
MAXIMUM CRUISE . . . . . . . . . . . . .FOR CRUISE FLIGHT
WITH NO TIME LIMIT.
The certifying agency and Honeywell intend that the engine be
operated at power settings consistent with those found in the
approved Aircraft Flight, Performance, or Operating Manuals. These
recommendations, coupled with the approved maintenance
plan are necessary elements in achieving required durability
from the engine.
7.5 Maintainability
Major Periodic Inspection (MPI) and Core Zone Inspection
(CZI) intervals have been increased from those established for
previous models of TFE731 engines. At introduction the TFE731-
20/40/60 will have intervals set at 2,500 hours for MPI and 5,000
hours for CZI. In addition, all rotating components will have life
limits increased to 10,000 cycles.
7.6 Low Noise
All models and installations of the TFE731-20/40/60 comply
with current FAR 36, Stage III and ICAO noise limitations.
7.7 Extended Range
While the original versions of the TFE731 established new range
capabilities for business size aircraft, the -20/40/60 series of engines
have made even longer range aircraft available to business aircraft
operators. Improved cruise performance is derived from internal
improvements that have increased cruise thrust by 15-24% and
reduced TSFC by 7-12% when compared with -2/-3/-5 engines.
69
7.8 Power Management
For the TFE731 engine, low pressure rotor speed (N1) has been
demonstrated to be a reliable indication of engine thrust. Actual
governing of the low pressure N1 spool is accomplished by cockpit
power lever angle (PLA) input to the electronic engine control. The
TFE731 engine is rated in pounds of thrust, but is monitored in
terms of N1 rpm, N2 rpm, and interstage turbine temperature (ITT).
Approved Aircraft Flight Manual (AFM) charts, curves, and
graphs require the use of a current and accurate outside air
temperature along with pressure altitude to determine an accurate
takeoff and initial climb N1 RPM. Two additional power settings,
Maximum Climb and Maximum Cruise, are recommended by
Honeywell for optimum balance between performance,
maintenance costs, and long-term engine life. Maximum Climb is
limited to the portion of each flight in which the aircraft is actually
climbing, while Maximum Cruise may be maintained indefinitely.
NOTE:
OPERATION IN EXCESS OF AFM TRANSIENT LIMITATIONS
OR POWER SETTING RECOMMENDATIONS WILL
CONTRIBUTE TO INCREASED MAINTENANCE COSTS AS
WELL AS DECREASED ENGINE RELIABILITY.
7.9 Systems
Digital Electronic Engine Control
The TFE731-20/40/60 engines are controlled by a new state-of-
the-art engine mounted Digital Electronic Engine Control (DEEC). It
is designed to reduce pilot workload during engine operation.The
DEEC provides automatic start sequencing, spool speed and
temperature limits, surge free acceleration and deceleration,
automatic ignition, engine synchronization (-20/-40 only), automatic
performance reserve (-20/-40 only) and engine condition trend
monitoring (ECTM 67). Control inputs include N1 rpm, N2 rpm, ITT,
67
See Section 8.0 for a detailed explanation of engine condition trend
monitoring
70
PT2, TT2, and PLA68. Also added to the inputs for this DEEC are
Mach, altitude, static temperature and pressure from the Air Data
Computer via the 429 datalink.
The DEEC controls the N1 spool and therefore eliminates N1
overshoot during engine acceleration and provides precise,
repeatable N1 control for all engine operating regimes. A new
schedule, NDOT, has been added to control the rate of change of the
N1 spool during acceleration, deceleration and starting. This
schedule eliminates the specific gravity (SG) acceleration
adjustment required on earlier TFE731 engines. NDOT provides
consistent seven second accel times for takeoff and go-around.
During engine start both acceleration (NDOT) and ITT are
controlled to ensure consistent starts over a wide variation of
conditions.The schedule provides automatic starting, which allows
the power lever to be moved to the idle detent before activating the
starter. Certain applications continue to use the same procedure for
starting as found on previous models of TFE731 engines where the
power lever is advanced from cutoff to idle when 10-15%N2 and
positive N1 rotation is observed. Hung start protection is also
provided by the schedule. No fuel will be introduced to the engine
if the DEEC does not sense N1 rotation during start, or if high ITT
and low N1 rpm are sensed with N2 spool speed above 30%, fuel is
cutoff to the engine.The schedule also provides fuel enrichment for
cold weather operation. The DEEC does not require engine
“trimming” when installed.
A three position switch in the cockpit controls DC power to the
DEEC. In the normal or “AUTO”mode the DEEC has full authority for
engine operation through PLA inputs from the pilot. In “MANUAL”
mode, the DEEC has only supervisory control primarily for the
engine ultimate overspeed protection and control system fault
monitoring. In the “OFF” position engine operation is achieved
through the PLA mechanical linkage to the fuel metering system of
the fuel control.
Should a DEEC transfer to manual mode before takeoff, as
indicated by a steady or rapidly flashing cockpit annunciator light,
it must be repaired or replaced before further passenger carrying
68
Power lever position is received from either a variable potentiometer located
within the fuel control or a rotary variable differential transformers (RVDT)
located in the throttle quadrant.
71
flights are conducted, unless manual mode dispatch is authorized
by a specific AFM procedure or supplement. It may be possible to
ferry an aircraft with only the flight crew on board, to a facility
where repair or replacement can be made. This also must be
authorized by the AFM, and a ferry permit obtained. However, a
flight may continue to the destination if a transfer to manual mode
is experienced after takeoff. There are some considerations that
should be carefully examined:
• What maintenance capabilities are available at the
destination? If none exist, consideration should be given to
returning to the point of departure or diverting to an
alternate facility with maintenance capabilities.
• How difficult will it be to obtain a ferry permit at the
destination? Will it be easier to transport a new DEEC to the
destination, rather than ferry the aircraft to a repair facility?
• Engine acceleration will be slower when operating in
manual mode, especially at high altitude.
• Fuel consumption will be 3-5% higher as a result of the
bleed valve being 1/3 open in manual mode.
• Significant power lever mismatch may be experienced
when operating in manual mode.
CAUTION:
REDUCE POWER BELOW 80% N1 WHEN SWITCHING
DEEC FROM ON/AUTO TO OFF/MANUAL, IF
OPERATIONALLY FEASIBLE.
Manual mode dispatch
If manual mode dispatch is permitted by the AFM a test of
the overspeed circuit must be accomplished. This procedure is
accomplished automatically by conducting a manual mode start.
During the start, fuel is briefly interrupted at 40% N2 and a
slight droop in rpm will be observed. When this droop is
detected, ignition and fuel are again introduced to the engine to
complete the start.Additional requirements specified in the AFM
must be followed.
72
Engine Performance Reserve Systems TFE731-20R APR RATING
Various aircraft takeoff requirements have resulted in the
implementation of an Automatic Performance Reserve System for
the TFE731-20/-40 engine family. This system is designed to
provide increased thrust during takeoff conditions for specific
operational situations and may require initial arming by pilot
action prior to takeoff.

NOTE:
THE AUTOMATIC PERFORMANCE RESERVE FEATURE
IMPOSES A PENALTY ON THE LIFE LIMITED COMPONENTS
WITHIN THE ENGINE. THIS PENALTY IS BASED ON
ENGINE “CYCLES” AND IS FOUR TIMES (ONE NORMAL
PLUS THREE PENALTY CYCLES) THE NORMAL ENGINE
CYCLE. REFER TO SERVICE BULLETIN TFE72-5101 OR
CHAPTER 5 OF THE LIGHT MAINTENANCE MANUAL FOR
CYCLE RECORDING PROCEDURES WHEN APR, RPR, or
MPR ARE USED. ALSO, A MAINTENANCE PENALTY OF ONE
ADDITIONAL HOUR IS ADDED TO ENGINE OPERATING
TIME FOR MPR OPERATION.

Automatic Performance Reserve (APR)

APR provides additional thrust during emergency only (i.e.,one
engine out) conditions by automatically comparing the high
pressure rotor speed (N2) of both engines. In the event of a
reduction equal to 15% N2 rpm on one engine during takeoff, the
APR system will automatically provide an increase of 1.9% N1 on
the remaining engine at ambient temperatures above 76F (24C) for
the -40 engine.The increase in takeoff thrust is achieved only for hot
Synchronizer System
day69 takeoff conditions.
Two Engine Aircraft - The synchronizer control system is
When a reduction of RPM on one engine is sensed by the APR incorporated in the DEEC software. The complete system
system, the bias signal is applied and the DEEC will advance engine consists of the DEEC, engine wiring harness, data crosslink
RPM to the preset reserve power condition. APR power is communication lines, and a cockpit switch. On two engine
authorized for the full five minute takeoff rating period. It must be aircraft, the left engine is typically identified as the master
disarmed to return to normal operation. The system also has the engine. The synchronizer will function from flight idle to the
capability of being energized manually if normal APR operation maximum power rating as long as the engines are operating
should malfunction.APR events will be logged by the DEEC. within the system authority limits of + or - 5% N1 during
69
“Hot day” refers to those operations occurring at an ambient temperature midrange operation. However, authority limits are changed to
above the flat thrust rating of the engine.The hot day schedule begins at 76˚F
(24˚C) for -40R, and 93˚F (34˚C) for -20R engines, sea level conditions.

73 74
 0% at takeoff PLA, and -2% to +5% at flight idle. During N2 sync
operation the N2 speeds rather than N1 are compared, but the
sync trim is applied to the N1 power set point.
For aircraft equipped with electronic cockpit indicator displays
the N1 indicator normally displays physical N1 rpm plus N1
compensation (see following section for N1 compensation
explanation). With N1 sync selected ON, the master engine
DEEC calculates the average N1 compensation for all engines.
This value is then applied to the cockpit indication system,
therefore all N1indicators will match.
For aircraft not equipped with electronic engine displays,
during sync OFF operation the N1 indicators will display
physical N1 plus N1 compensation (see following section for
N1 compensation explanation). When N1 sync is selected
ON, with matching compensators on all engines70, all N1
indicators will match. However, it should be noted that with
different compensation values on each engine, different N1
values will be displayed on the cockpit indicators when the
engines are synchronized.
Three Engine Aircraft - Various methods of engaging N1
synchronization are used to control operation of the system.
However, once engaged by the cockpit switch, a signal is
transmitted to the center (master) engine DEEC and the side
engine N1 speeds are slaved to the center engine.The following
conditions must be met on all engines before synchronization
is engaged: (1) PLA must be less than 98˚ or the Maximum
Cruise setting (N1 sync is not available above the Maximum
Cruise power setting), (2) side engines within 5% of the center
engine N1, (3) DEEC’s must be in AUTO mode, (4) the thrust
reverser must not be deployed.When any engine does not meet
the above conditions, the synchronization function will
immediately disengage. Maximum trim authority for the slave
engines is + or - 5 %. N2 synchronization is not available with
this system.
70
N1 compensation is not removed from the cockpit indication during sync
ON operation of the TFE731-20/40/60 engines. Previous models of TFE731-4/-
5/-5A/-5B engines removed all compensation from the N1 indicators during
sync ON operation.
75
For aircraft equipped with electronic cockpit indicator displays
the N1 indicator normally displays physical N1 rpm plus N1
compensation (see following section for N1 compensation
explanation). With N1 sync selected ON, the master engine
DEEC calculates the average N1 compensation for all engines.
This value is then applied to the cockpit indication system,
therefore all N1indicators will match.
Mach Number Hold - Another feature available to
TFE731-40-1C powered aircraft, in conjunction with the
synchronization system is Mach Number Hold. When Mach
Hold is engaged the master engine will adjust N1 speeds to hold
the mach number at the time of engagement. The N1 sync
function will be automatically engaged at the same time if not
already in use. The Mach Number Hold function may be
engaged when the following conditions are met: (1) All engines
must meet those requirements necessary to engage
synchronization, (2) altitude must be above 20,000', (3) PLA
between Maximum Cruise and 40˚ PLA, (4) mach number
between .5 and .85.
When the Mach Number Hold function is activated, the master
engine will lock in the current mach number from the Air Data
Computer input and will round that number to the second
decimal point.The master engine will adjust the N1 setpoint to
hold that mach number. The slave engines will follow the
master engine via the synchronization function.The maximum
trim authority for mach hold is + or - 5% N1.
The synchronization and autothrottle functions applied to the
TFE731-60-1C are controlled by airframe designed and specified
systems. Refer to the appropriate airframe supplied manuals for
operational instructions. Engine inputs are provided through
servomotors connected to each power lever and trim values
applied to each DEEC through the Arinc429 digital bus.
N1 Compensation
The TFE731-20/40/60 uses fan speed (N1) as the cockpit
indication of thrust level, but experience has shown that new
production engines may exceed factory thrust specifications at
takeoff power settings.While no engine will be shipped out of the
76
factory that is producing less than required takeoff trust, it is also
necessary to ensure new engines are not placed into service with
thrust levels exceeding factory specifications. The N1
compensation system is designed to correct overthrust variations.
The compensator is a fixed resistor and is installed to bias the N1
indicator to read rated rpm when specified thrust is achieved.The
effect of this resistor is to reduce physical engine rpm a prescribed
amount while at the same time maintaining a cockpit N1 indication
higher than actual engine rpm. For example, on a specific engine it
is determined that N1 must be reduced 1% to bring takeoff thrust
within test stand limits. A 1% compensator is installed in the
indication system. In all future conditions for this engine, when
takeoff power is set at the N1 value determined for the
temperature and pressure altitude of the day (98% for example),
while the cockpit N1 gage will indicate 98%, actual engine rpm will
be 1% less or 97%.
The N1 monopole and compensator are engine mounted.
Signals from the N1 monopole may be sent either directly to the
cockpit indicator or via the digital bus from the DEEC while the
compensation value is always transmitted from the DEEC to the
cockpit indicator via the digital bus. The signal is appropriately
biased and displayed on the cockpit indicator. On certain aircraft,
the N1 compensation values are averaged by the DEEC and
retransmitted to the cockpit for engine synchronization purposes.
For proper power setting procedures it is important that pilots
understand how to apply the values determined in the takeoff,
climb and cruise N1 charts for their specific aircraft. All N1 values
found in the Aircraft Flight Manual and Performance Manual for
TFE731-20/40/60 powered aircraft are based on compensated N1
indications. Since compensation is not removed with engine sync
ON or OFF, all power settings will be as specified in the manuals. It
will not be necessary to add or subtract the compensation values
with engine sync turned ON or OFF. By following these procedures
pilots will be assured of obtaining the required thrust while
subjecting the engine to the lowest possible ITT.
For TFE731-20/40/60 powered aircraft, the maximum
compensation permitted is 1.7% N1.
77
Lubrication System
A dry sump, high pressure regulated oil system is provided to
lubricate and cool compressor and turbine bearings and the
reduction gearing. System components include: oil storage tank, a
redesigned oil pump that includes two pressure elements and five
scavenge elements, oil filter with an electrical bypass switch, newly
designed oil pressure regulator, air/oil cooler, oil temperature
regulator, newly designed fuel heater/oil cooler, flow reduction
valve, magnetic chip detector, and breather pressurization valve.
Cockpit indication systems include oil pressure, oil temperature, oil
filter bypass, and magnetic chip detector.
The oil system capacity is slightly reduced from previous models.
System servicing requirements remain the same. For the most
accurate indication of oil quantity, it should be checked within one
hour after shutdown. Refer to the AFM for a listing of approved oils.
The oil flow reduction valve (ORV), new to the TFE731 engine,
bypasses a portion of the fan gearbox oil flow at high altitude.As a
result, oil pressures and temperatures may vary during climb and
cruise. Two versions of the ORV have been produced for the
TFE731-20/40/60 engine models.
• Aneroid operated ORV: Opens during climb and closes
during descent at altitudes between 30,000’- 35,000’.
Slightly different oil pressures and temperatures may be
noted for each engine since it is possible that each ORV
may not actuate at the same altitude.
• High pressure compressor air (P3) operated ORV: Oil flow
is gradually reduced during climb and increased during
descent using P3 air sensing at the ORV. For ISA conditions,
oil flow reduction will transition from 100% flow to 68%
flow between 15,000’ and 40,000’. Changes in oil pressure
and temperature will be very gradual.
Fuel System
A newly designed, engine mounted, two stage pump provides
fuel to the hydromechanical section of the fuel control system at
the required pressure and flow.The low pressure element provides
fuel flow through the filter and proper inlet pressure to the fuel
pump high pressure element. The high pressure element provides
the necessary fuel quantities and pressure required by the
78
scheduling activities of the fuel-control system. If required, optional
motive flow pressure from a pump mounted externally to the main
fuel pump is available to airframe injector-motive flow pumps.
Output from the low pressure element of the fuel pump is directed
to the Fuel Heater/Oil Cooler where it is warmed to prevent icing
of the fuel filter element. A filter bypass valve will provide an
unobstructed flow path should the fuel filter become clogged
during flight. This condition will be indicated by a differential
pressure cockpit warning light.
Engine operation is controlled by the engine mounted digital
electronic engine control (DEEC) and a hydromechanical fuel control
unit (FCU).The FCU is mounted on the fuel pump and provides the
power-lever connection point, the fuel shutoff function, and
mechanical overspeed protection for the high pressure rotor (N2)
during all engine operations. During normal engine operation the
DEEC performs the functions of thrust setting, speed governing, and
acceleration and deceleration limiting through electrical control
inputs to the FCU. In the event of electrical or DEEC failure, or at the
option of the pilot, the hydromechanical control will function
independently to provide for engine operation.
Ignition System
The engine ignition system includes the ignition exciter, two ignitor
plugs and two high voltage shielded output cables. The DEEC
powers the ignition system for three modes of operation:
Normal engine start - During normal engine start the DEEC
commands ignition on at 6.8% N2 speed and turns ignition off at
45% N2.
Uncommanded deceleration - The ignition system is commanded on
if N1 is below the PLA set point and N2 is not accelerating.
Excessive deceleration - The ignition system is commanded on for
at least one second if the physical deceleration of the engine
exceeds the commanded deceleration by PLA.This mode protects
the engine in case of flameout.71
71
Automatic ignition will cease to be commanded, when the aircraft is on the
ground, if N1 falls below approximately 20%. On those aircraft that utilize
automatic starting capability, the power lever must be cycled to cut-off and
back to idle before attempting a restart after a flameout or failed start.
79
The ignition system is also capable of continuous operation when
required and can be activated by the ignition switch in the cockpit.
Engine Vibration System
An engine vibration monitoring system is available. The
vibration sensor is typically mounted in the borescope port located
on the engine front frame. A single cockpit indicator displays
engine vibration levels. Indicators are calibrated green from 0 to
1.5 ips and yellow above 1.5.Typical vibration levels will be 0.1 to
.5 ips. Maximum vibration levels will typically occur in the 80-90%
N1 range.
Engine Fault Monitoring
The DEEC is capable of detecting and annunciating internal
electrical failures through a built-in test feature. In addition, the
DEEC can monitor control system components and data links.
Faults are categorized into DEEC Fault 1 (non-critical) and DEEC
Fault 2 (critical), depending on the impact to engine operation.
• DEEC Fault code 1 indicates a loss of non-essential signal
or function. No significant pilot action or change to
operating procedure is required. The DEEC remains in
normal mode and is generally dispatch capable but should
be interrogated for stored faults at the next opportunity.
• DEEC Fault code 2 indicates a loss of essential signal or
function and engine operation could be impacted. This
code is considered a major DEEC fault and should be
repaired prior to dispatch.
Identified faults will be stored in non-volatile memory of the
Engine Condition Trend Monitoring (ECTM) portion of the DEEC
with a time stamp added. The stored fault codes are available via
hand-held tester, computer download, or cockpit display.
For aircraft equipped with electronic engine displays, the fault
code will be displayed in the cockpit. For aircraft without
electronic engine displays, upon shutdown the manual mode light
will flash at different rates to indicate the level of DEEC fault. DEEC
Fault code 1 will cause the manual mode light to flash slowly (0.5
80
 8
seconds ON, 2 seconds OFF). DEEC Fault code 2 will cause a rapid
flash of the manual mode light: (0.5 seconds ON, 0.5 seconds OFF).
Faults will be displayed when N2 drops below 50% at engine N1 DEEC ENGINE CONDITION
shutdown. A cockpit annunciation will advise when the fault
memory is full.
TREND MONITORING

Design and Purpose

The Honeywell Engine Condition Trend Monitoring System
(ECTMPlus) consists of a Digital Electronic Engine Control (DEEC)
with embedded trend monitoring software, a personal computer
with TFE731 Data Downloader (DD) software and access to a
central data processing center for advanced trending features. For a
complete description of the system design, function, and
downloading procedures, refer to Honeywell ECTMPlus Users
Manual, Report #21-9505 or consult the Help file in the personal
computer ECTMPlus software.
Engine trend monitoring has long been recognized as a means
of improving dispatch rates, increasing engine inspection intervals,
and reducing cost of ownership. For this purpose Honeywell has
developed a system to complement the TFE731family of engines
that is sophisticated in its capabilities while being user friendly in
its operation.
The DEEC continuously monitors the necessary parameters and
events during engine operation and periodically stores the required
information in memory located within the DEEC. At specified
intervals, the data stored within the DEEC memory is downloaded
using a personal computer and TFE731 Data Downloader software.
Raw data may be viewed on the personal computer by the aircraft
operator after downloading is complete. Much of the raw data is
directly applicable to day-to-day aircraft maintenance and operation.
However, for complete evaluation, the data must be electronically
transmitted to Jet-Care where it is corrected to standard day, sea
level conditions for engine trend monitoring. Periodic reports will
be provided by Jet-Care for use by the operator, as well as
Honeywell for engine evaluation and MSP administration.

81 82

Description
The Honeywell ECTMPlus continuously monitors the necessary
engine parameters and events and periodically stores them in data
bins located within the DEEC.These data bins are then down loaded
for evaluation of engine usage, updating of the engine logbook and
determination of required maintenance actions.
The ECTM software is capable of determining many operational
statistics during the data storage and translation process. The
following features can be provided by ECTMPlus:
A. Engine Usage Statistics
• Engine usage statistics
• Engine performance trend monitoring
• N1/N2 rolldown trend
• Life cycle counts
B. Engine Maintenance and Troubleshooting
• Fault history, starts, transfers to manual mode
• Engine event record
• Engine exceedance monitoring of N1, N2, and ITT
C. Engine Operational Information
• N1/N2 major speed bins
• N1/N2 thrust reverser major speed bins
• N1/N2 minor speed profiles
• ITT peak and average temperature profiles
• ITT minor temperature profiles
• Power Lever Angle (PLA) profile
• Incident recorder
D. Other ECTM Features
• Engine statistics tracking
• Data integrity provisions
• Aircraft maintenance page (optional)
• Pilot operated event switch (optional)
On-going review of the periodic reports provided by ECTMPlus
and Jet-Care will provide an aircraft operator with several planning
and troubleshooting tools.These tools will aid in the planning and
scheduling of engine maintenance inspections, the evaluation of
vital engine and aircraft operational statistics, the troubleshooting of
83
engine anomalies and the capturing of actual engine exceedance
values for proper logbook entries and follow-up maintenance.
Regular reporting of ECTM data will be required for engine
operators using the Honeywell Maintenance Service Plan (MSP). AE
recommends data downloading every three flights for optimum
performance trend data, but every ten flights or 25 flight hours may
be more practical for day to day hangar operations.
The performance trend monitoring feature automatically
captures two flight conditions during aircraft operation and stores
them within the ECTM data bins. Performance data points are taken
immediately after takeoff and during initial steady state cruise when
operating within the following parameters:
• N1 rpm constant within + or - 2.5%
• ITT constant within + or - 10˚C
• PLA between Minimum Cruise and Maximum Cruise
• Above conditions maintained for 3 - 5 minutes
Sufficient capacity exists within the DEEC memory to store data
for 50 flights. The ECTM system will notify the operator that
valuable data may be lost if a download is not carried out prior to
further engine operation by illuminating a slow flashing DEEC light
after engine shutdown.
CAUTION:
THE DATA PROVIDED AFTER DOWNLOAD IS FOR
REFERENCE ONLY AND AS PRESENTED, IS NOT SUITABLE
FOR DIRECT EVALUATION OF CURRENT ENGINE
PERFORMANCE. PERFORMANCE TRENDING CAN ONLY BE
ACCOMPLISHED AT A JET-CARE PROCESSING FACILITY.
When downloading is completed, the data should be forwarded
to Jet-Care as soon as possible to ensure timely evaluation of engine
performance. Jet-Care evaluates and trends the performance
snapshot data via proprietary methods which normalize out such
factors as altitude, mach number, ambient temperature and other
factors. This allows for smooth trend characterization, facilitating
better and more accurate trending evaluation. Preventative actions
84
can be taken based on this data evaluation of the takeoff and cruise
data preventing serious engine damage, additional maintenance
costs, and aircraft down time. Jet-Care will continue to provide
monthly performance trend reports as well as summation and
analysis of the additional engine diagnostic information that is
contained within the ECTM system.
RECOMMENDED
TFE731-20/-40/-60
OPERATING PROCEDURES
9
The ECTM software also has the capability of storing data The procedures recommended in this section have been found
associated with two discrete events. Both fast scan and slow scan beneficial in TFE731 engine operation to assure good performance,
data will be collected during the two events. enhance engine reliability, and reduce cost of ownership.

• The “Slow scan data record”parameters are captured during These suggestions apply generally to all TFE731-20/40/60 model
a five minute snapshot of time at the rate of once every five applications, but do not specify all limits and operational
seconds when triggered.The last four minutes of operation considerations for specific aircraft applications.
before and one minute after the time of trigger comprise
IMPORTANT:
the five minutes.
THE GOVERNMENT APPROVED AIRCRAFT FLIGHT
• The “Fast scan data record” parameters are captured for a
MANUAL MUST ALWAYS REMAIN THE FINAL AUTHORITY
period of 30 seconds of time at a rate of 10 scans per
FOR OPERATION OF THE AIRCRAFT.
second. The last 20 seconds of operation before and 10
seconds after the time of trigger comprise the 30 seconds.
TERMS USED HEREIN HAVE THE FOLLOWING DEFINITIONS:
Once an event record has been triggered and the subsequent
data recorded, it will be stored in non-volatile memory.The data will
be cleared after successful data downloading is completed.After an
NOTE:
event is recorded, a download requirement will be indicated in the
AN OPERATING PROCEDURE, TECHNIQUE, ETC. WHICH
cockpit by either a rapid or slow flashing DEEC annunciator light.
WARRANTS EMPHASIS.
The following items will cause an event to be recorded:
• A DEEC transfer to manual mode
• An uncommanded engine shutdown occurs CAUTION:
• A type two exceedance occurs.72 OPERATING PROCEDURES, TECHNIQUES, ETC., WHICH
COULD RESULT IN DAMAGE TO EQUIPMENT IF NOT
CAREFULLY FOLLOWED.

72
A type two exceedance requires special overspeed or over temperature
maintenance actions. Refer to the TFE731 LMM for details. Recording of the
peak value and duration in the logbook for both type one and type two
exceedances is required.

85 86
9.1 NORMAL PROCEDURES CHECKLIST of the fan blades is normal. This is typically caused by
contact between the midspan dampers.
PREFLIGHT INSPECTION
NOTE:
RUBBING NOISES OR ROTATIONAL RESISTANCE
CLEARED/DEFERRED - CHECKED
WITHIN 15 MINUTES AFTER SHUTDOWN MAY BE MORE
DISCREPANCIES NOTICEABLE DURING THE FIRST 100 - 200 HOURS
GPU/APU (If use is intended) - CHECK OPERATION AFTER MPI/CZI.

CAUTION:
OIL QUANTITY - CHECK LEVEL
CONSULT THE AFM FOR THE APPROPRIATE GPU
AND FILLER CAP AND SECURITY
RATING REQUIREMENT.

ENGINE INTAKE/ - REMOVED • The oil level must be checked within one hour after
EXHAUST COVERS shutdown to obtain an accurate indication. However, in
most instances, a level between 1/2 to 1 quart low may be
ENGINE COWLING - CONDITION AND considered normal on a cold engine. It is recommended
AND FASTENERS SECURITY that an engine be operated at idle power 5 minutes before
ENGINE INLET AND - CHECKED adding oil to a cold engine.75
PT2/TT2 SENSOR
CAUTION:
• Inspect for loose or missing rivets and cracks in the inlet skin. USE CAUTION WHEN OPENING THE OIL FILLER CAP. IF
• The inlet and cowling should be completely clear of snow OVERSERVICED, HOT OIL COULD SPLASH FROM
or ice.73 FILLER NECK.
• Check the PT2/TT2 sensor for security, damage, and that all
openings are clean and clear. Damaged or blocked sensors FUEL/OIL DRAINS - CLEAR AND DRY
can send erroneous signals to the DEEC causing erratic
engine operation.
CAUTION:
• Inspect inlet for indications of fluid leakage.
PLUGGED OVERBOARD DRAIN LINES MAY CAUSE
• Inspect fan sound attenuator for security of fasteners.
ADVERSE ENGINE OPERATION.
• Check for loose or missing fan bypass stators.
TURBINE EXHAUST/ - CONCENTRIC
FAN BLADES AND SPINNER - CONDITION AND
MIXER NOZZLE 76 UNDAMAGED
FREE ROTATION
• Inspect fan blades for evidence of damage, nicks or bent
74
If damage is found, a qualified technician should be consulted to determine
if it is within limits to allow continued operation or repair is required.
blades.74 During fan rotation listen for unusual noises or 75
The TFE731 engine will often normally indicate a level of 1/2 to 1 quart low.
rubbing from the compressor or turbine area. Some rattling Each engine will typically seek its own “level”, and operate at that point
between SOAP checks. Pilots should confirm oil consumption is within limits
73
Check for moisture that may collect in the bottom of the inlet near the fan if frequent servicing is required.
blades. During cold weather operation the possibility exists this moisture may 76
Limits can be found in appropriate maintenance manuals specifying
freeze and restrict fan rotation. allowable cracks in the mixer nozzle installed on TFE731-60 engines.

87 88
 TURBINE BLADES - CONDITION FUEL SUPPLY - ADEQUATE
FAN BYPASS DUCT - CLEAR AND DRY
FUEL BOOST PUMP - SWITCH “ON”
THRUST REVERSER - CONDITION, (AS REQUIRED) WARNING LIGHT
PROPERLY STOWED OUT.
COCKPIT SWITCHES - IN AGREEMENT START SELECTOR - GROUND START
AND INDICATORS
POWER LEVER - VERIFY IN CORRECT
POSITION
ENGINE START
• Those aircraft using the automatic start feature should
place the power lever in the IDLE position prior to
BATTERY/GPU/APU- CHECK FOR PROPER VOLTAGE
initiating engine start. If the aircraft does not use the
automatic start feature, the power lever should be in
NOTE:
CUTOFF prior to initiating engine start.
USE OF A GPU/APU IS RECOMMENDED FOR ENGINE
STARTS BELOW 0˚C.77
NOTE:
INITIAL ENGINE START SEQUENCE PLACES THE
CAUTION:
LARGEST LOAD UPON THE ELECTRICAL POWER
MANUAL MODE BATTERY STARTS ARE NOT
SOURCE. THEREFORE, THE PILOT SHOULD NOTE
RECOMMENDED
ELECTRICAL SYSTEM RESPONSE TO THE ENGINE
START LOAD. IF EXCESSIVE VOLTAGE DROOP IS
ENGINE INDICATORS - PROPER
NOTED, ACCOMPANIED BY A SLOW RATE OF
INDICATION ACCELERATION, AN EARLY DECISION TO ABORT THE
START ATTEMPT CAN BE MADE.
NOTE:
COMPARE ANALOG TO DIGITAL INDICATION FOR
ACCURACY. DIGITAL ITT INDICATIONS SHOULD POWER LEVER - CUTOFF TO IDLE
CLOSELY MATCH OAT ON FULLY COOLED ENGINES. (Automatic Start)
START SWITCH - INITIATE
DEEC - SWITCH “ON”,
WARNING LIGHT
• During automatic start, ignition will be commanded ON at
OUT.78 6.8% N2, fuel will be introduced when positive N1 is sensed
by the DEEC at approximately 11-12% N2. Ignition will be
77
Engines will typically start satisfactorily with batteries when OAT is below
0˚C,but starting times may exceed the 60 second limitation from ignition to idle.
78
To verify operation of the DEEC warning system, some operators have made
a practice of placing the DEEC switch to OFF or MANUAL during preflight,
noting the proper warning light indication and then returning the switch to
ON/AUTO. If the DEEC is inadvertently left disconnected after maintenance,
the warning light will not illuminate when the switch is placed in OFF or
MANUAL position.

89 90
 automatically terminated when engine rpm reaches 70% of OIL PRESSURE - OBSERVE OIL
N1 idle (approximately 22% N1) and starter disengagement PRESSURE
occurs at 45% N2. The DEEC provides start abort logic to INDICATION
protect the engine from the lack of N1 rotation, or a hot or WITHIN 10
hung start. SECONDS
• Observe 10% N2 RPM within 6 seconds.
NOTE:
CAUTION: IN EXTREMELY COLD CONDITIONS, OIL PRESSURE
IF NO INDICATION OF N1 ROTATION IS OBSERVED, MAY APPROACH THE UPPER RED LINE DURING
TERMINATE START. INVESTIGATE FAN FREEDOM OF START. PRESSURE SHOULD RETURN TO NORMAL AS
ROTATION OR RPM INDICATOR. THE OIL TEMPERATURE INCREASES.

• Verify positive N1 RPM indication.This will typically occur

by 12-15% N2 RPM. CAUTION:
EXCEEDING IDLE POWER WITH OIL TEMPERATURES
BELOW 30˚C IS NOT RECOMMENDED.80
POWER LEVER - CUTOFF TO IDLE
(Non-automatic Start) STARTER AND IGNITION - IGNITION OFF BY
IGNITION - CHECK, ON APPROX. 22% N1,
STARTER OFF AT
ITT - OBSERVE ITT RISE 45% N2
WITHIN 10
SECONDS ACCELERATION TO IDLE - WITHIN AFM LIMITS

NOTE:
MAXIMUM START ITT79 FROM LIGHT-OFF TO IDLE RPM: APPROXIMATELY 30
TFE731 -20/20R -40/40R -60 SECONDS IS NORMAL, 60 SECONDS MAXIMUM.
941˚C 991˚C 994˚C

ENGINE INSTRUMENTS - NORMAL

CAUTION:
TERMINATE START IF ITT RAPIDLY APPROACHES WARNING LIGHTS - NORMAL
START LIMIT. INVESTIGATE FREEDOM OF ROTATION,
ELECTRICAL POWER SOURCE, DEEC SWITCH POSITION,
AIRCRAFT POSITIONED INTO STRONG WINDS.

79
If ITT exceeds the maximum limit during start, refer to TFE731 Light
Maintenance Manual for engine inspection requirements.
80
Allowing the oil temperature to reach 30˚C will assure optimum engine
lubrication and fuel heater operation. However, if very low ambient
temperatures prevent attainment of 30˚C oil temperature, idle power may be
exceeded, while monitoring oil pressure, as required to further warm the oil to
normal operating limits before takeoff.Takeoff should not be initiated with oil
temperature below 30˚C.

91 92
CAUTION: AFTER START
ABORT START IF ANY OF THE FOLLOWING OCCUR:
1) N2 FAILS TO ROTATE DEEC MANUAL MODE - TEST PER AFM
2) N2 FAILS TO REACH 10% IN 6 SECONDS
3) NO N1 ROTATION NOTE:
THE ENGINE SHOULD MEET AT LEAST THE
4) NO ITT INDICATION 10 SECONDS AFTER POWER FOLLOWING REQUIREMENTS:
LEVER IS ADVANCED TO IDLE OR INDICATION OF 1) WITH POWER LEVER AT IDLE, RPM SHOULD
IGNITORS ON. STABILIZE BETWEEN 20%-40% N1 WITHIN
5) N1 OR N2 STOP ACCELERATING TO IDLE THREE SECONDS AFTER SWITCHING TO
OFF OR MANUAL POSITION.
6) ITT RAPIDLY APPROACHES MAXIMUM 2) ENGINE RPM INCREASE OR DECREASE
START LIMIT.81 CORRESPONDING TO POWER LEVER MOVEMENT.83
7) NO OIL PRESSURE WITHIN 10 SECONDS AFTER
ITT RISE.
CAUTION:
8) ANY UNUSUAL NOISE OR VIBRATION. IF ANY ABNORMAL RESPONSE IS NOTED, TURN DEEC
9) STARTER82 OR IGNITION FAIL TO DISENGAGE BY ON IMMEDIATELY, SHUT DOWN ENGINE AND
50% N2. INVESTIGATE BEFORE FURTHER FLIGHT.

10) ENGINE DOES NOT REACH IDLE WITHIN 60 ENGINE ANTI-ICE - TEST PER AFM
SECONDS AFTER ITT RISE. NOTE ITT RISE
APR (-20R/-40R ONLY) - TEST PER AFM84

• APR test procedures outlined in the AFM of various aircraft

may differ slightly, but a typical functional check can be
conducted as follows:
1) Both engines operating at idle rpm, both APR lights not
illuminated.
2) Depress APR ARMED light switch. The white APR
ARMED light should illuminate.
3) Advance one power lever and check that the green APR
light illuminates when a differential of approximately
15% N2 rpm is indicated.

83
This test verifies proper operation, in both directions, of the hydromechanical
81
Shutdown engine 50˚C before maximum ITT redline to prevent temperature
flyweight governor in the FCU. It also confirms the P3 overboard vent line is
overshoot.
not obstructed.
82
Starter disengagement primarily applies to those aircraft equipped with 84
See section 1.9 SYSTEMS for a detailed explanation of the APR operation
separate starters rather than starter/generators.

93 94
 4) N1 rpm should increase on the engine set at idle MAXIMUM TAKEOFF ITT – APR ACTIVATED
approximately 1.9%. MAXIMUM 5 MINUTES - ONCE PER FLIGHT
5) Return power lever to idle. TFE731 -20R -40R
6) Depress APR ARMED light switch. The white APR 963˚C 1013˚C
ARMED and green APR lights should extinguish.
7) N1 rpm should decrease on both engines
approximately 1.9%. NORMAL TAKEOFF ITT
MAXIMUM 5 MINUTES - ONCE PER FLIGHT
TFE731 -20/20R -40-1R -40R-200G -60
TAXI 941˚C 1013˚C 991˚C 1022˚C

POWER LEVERS (DEEC ON) - VERIFY PROPER

MAXIMUM CONTINUOUS
RESPONSE
ONE ENGINE INOPERATIVE
TAKEOFF/CLIMB - COMPUTE TFE731 -20/20R -40/40R -60
N1 SETTINGS 916˚C 991˚C 991˚C
• Determine by reference to AFM/APM using an accurate
OAT and Pressure Altitude. (Do not use field elevation). NOTE:
Standard interpolation methods should always be used. THERMODYNAMIC STABILIZATION MAY CAUSE MINOR
THRUST REVERSERS - TEST & STOW RPM AND ITT CHANGES DURING TAKEOFF ROLL. N1
SHOULD NOT BE ALLOWED TO DROOP BELOW TARGET
UNLESS A TOLERANCE IS SPECIFICALLY ALLOWED BY
TAKEOFF
THE AIRCRAFT MANUFACTURER. IT IS UPON THIS
MINIMUM TARGET N1 THAT REQUIRED TAKEOFF
IGNITORS - AS REQUIRED PER PERFORMANCE IS CALCULATED.
AFM
POWER LEVERS - FULL FORWARD OR ENGINE INSTRUMENTS - NORMAL
TAKEOFF POSITION
• Verify target N1, monitor ITT within takeoff limit. CLIMB
APR - ARMED 85

NOTE:
CHECK AFM/APM FOR SPECIFIC POWER SET
PROCEDURE
APR/RPR - OFF - (IF
APPLICABLE)
POWER LEVERS - SET CLIMB POWER
85
APR should typically be armed with both engines above 80% N1 where
acceleration is generally more symmetrical, thus avoiding inadvertent
activation of APR.

95 96
• Set climb power as indicated in AFM/APM using N1. NOTE:
Monitor all parameters to prevent exceeding power setting AFTER COMPLETION OF THE CLIMB SEGMENT AND
recommendations. ACCELERATION TO CRUISE MACH NUMBER, CRUISE
• Conservative power settings will enhance engine life and POWER SETTINGS BECOME APPLICABLE.
reduce operating costs.
NOTE:
WITH ALL ENGINES OPERATING AT MATCHED N1,
MAXIMUM CLIMB ITT – FOR USE DURING CLIMB NORMAL TOLERANCES CAN RESULT IN ITT SPLITS OF
SEGMENT ONLY AS MUCH AS 45˚C.86 ANY SIGNIFICANT CHANGES
TFE731 -20/20R -40-1C -40R-200G -60 FROM PREVIOUS OPERATION (STEP CHANGES)
916˚C 991˚C 974˚C 991˚C SHOULD BE INVESTIGATED.

ENGINE INSTRUMENTS - NORMAL DESCENT, APPROACH AND LANDING

POWER LEVERS - AS REQUIRED FOR

NOTE:
DESCENT AND
ENGINE ANTI-ICE ACTIVATION WILL AUTOMATICALLY
DECREASE N1 BY 2.4%. USE ONLY BELOW 10˚C
ANTI-ICE
AMBIENT, EXCEPT TO TEST (10 SECONDS MAXIMUM). ENGINE INSTRUMENTS - NORMAL
POWER LEVERS - AS REQUIRED FOR
CRUISE APPROACH AND
LANDING
POWER LEVERS - SET CRUISE
POWER REVERSERS - DEPLOY, RETURN TO
IDLE REVERSE BY
60 KIAS OR
MAXIMUM CRUISE ITT – NO TIME LIMIT MANUFACTURER’S
TFE731 -20/20R -40-1C -40R-200G -60 RECOMMENDATION
900˚C 974˚C 949˚C 949˚C

SHUT-DOWN
ENGINE INSTRUMENTS - NORMAL
POWER LEVERS - IDLE FOR 2
• Set cruise power as indicated in AFM/APM using N1 or ITT. MINUTES
Monitor all parameters to avoid exceeding power setting • Two minute engine cooling at idle includes runway roll-out
recommendations. and taxi time.
• Conservative power settings will enhance engine life and
reduce operating costs. POWER LEVERS - CUTOFF

86
Refer to section 6.9 for an in-depth discussion on engine matching and
engine instrument tolerances.

97 98
NOTE:
FOR AIRCRAFT WITHOUT ELECTRONIC ENGINE
DISPLAY PANELS, MONITOR DEEC MANUAL MODE
ANNUNCIATOR LIGHT ON SHUT-DOWN. IF FLASHING,
A DEEC FAULT HAS BEEN DETECTED.
SPOOL-DOWN TIME - MONITOR
• Monitor spool-down time on a regular basis.
• Normal N1 = 70 to 110 seconds. N2 = 40 to 50 seconds.
• Times may be affected by wind direction and speed.
POST-FLIGHT
OIL QUANTITY - CHECK
• For an accurate indication, oil quantity should be checked
within one hour after engine shutdown.
9.2 ABNORMAL PROCEDURES
General
This section contains instructions for operation of the engine
under abnormal conditions. When engine operation within the
specified operating limitations cannot be maintained, refer to the
Maintenance Manual for corrective action.
Engine control, operating, and indicating faults which do not
require immediate maintenance and resolution prior to dispatch for
flight are identified on the aircraft Minimum Equipment List (MEL).
If the fault is not presented in the MEL, as a general rule,
maintenance should be performed on the engine or associated
system to resolve the fault.
• For engine computer maintenance information, refer to
Control System Checks procedures per the TFE731
Light Maintenance Manual (LMM) 72-00-00,
Troubleshooting section.
• For a complete description of fault codes refer to
appropriate section of LMM.

ENGINE INLET, EXHAUST, - CONDITION, NO

MIXER NOZZLE, COWLING FLUID LEAKS,
LATCHES SECURE
INLET/EXHAUST COVERS - INSTALLED
DISCREPANCIES - ENTERED IN LOG

• Write-ups for maintenance corrective action should be

clear, concise, and include ALL pertinent information.
• Follow-up with maintenance organization. Often
symptoms encountered during flight cannot be duplicated
on the ground.

99 100
 DEEC FAULT CLASSIFICATIONS Non-Dispatchable Faults
Loss of essential signal or function. Pilot advised to turn OFF
NOTE: power to DEEC. Fault must be cleared prior to flight. Faults will be
THE DEEC PERFORMS FAULT DETECTION AFTER annunciated on the cockpit electronic engine display panels both
POWER-UP. THE FAULT DETECTION CONTINUES UNTIL inflight and when on the ground. For aircraft equipped only with
POWER IS REMOVED FROM THE DEEC. annunciator panels, the DEEC manual mode warning light will flash
rapidly (0.5 second ON, 0.5 second OFF) when the engine is not
operating and power is applied to the DEEC. Faults will be stored in
Manual Mode non-volatile memory and can be viewed with the use of a hand held
Loss of essential signal or function and engine operation could terminal or laptop computer.
be affected. DEEC trips to Manual Mode and illuminates engine
computer warning light in cockpit. Pilot required to adhere to N1,
Source of Fault ECTM Code Inflight Message
N2, and ITT limits. Manual mode dispatch subject to successful
overspeed test during manual mode start and AFM approval. Surge Bleed Valve #83 Class 1 & Check ECTM
Solenoid A
• Manual mode dispatch must be approved by the Aircraft
Flight Manual. Refer to approved Minimum Equipment List Surge Bleed Valve #88 Class 1 & Check ECTM
(MEL) for operation with inoperative equipment. Solenoid B
Manual Mode Solenoid #93 Class 1 & Check ECTM
Source of Fault ECTM Code Inflight Message
N1 Speed Signal #1, 4, 5, 6 Manual mode & Check ECTM Non-Dispatchable Faults
N2 Speed Signal #11, 14, 15, 16 Manual mode & Check ECTM Loss of essential signal or function and engine operation could
be affected. Fault must be cleared prior to flight. Faults will be
TT2 Signal #34 - 39 Manual mode & Check ECTM annunciated on the cockpit electronic engine display panels both
PT2 Signal #41-43, 221-224 Manual mode & Check ECTM inflight and when on the ground. For aircraft equipped only with
annunciator panels, the DEEC manual mode warning light will flash
Torque Motor (HMU) #59-64, 66, 68, Manual mode & Check ECTM rapidly (0.5 second ON, 0.5 second OFF) when the engine is not
69,74, 75 operating and power is applied to the DEEC. Faults will be stored in
Surge Beed Valve #85 - 87 Manual mode & Check ECTM non-volatile memory and can be viewed with the use of a hand held
(Solenoid B) terminal or laptop computer.

Manual Mode Solenoid #90 - 92 Manual mode & Check ECTM

Source of Fault ECTM Code Inflight Message
Internal DEEC Failure #113,150-156, Manual mode & Check ECTM
184-190,219 N1 Speed Signal #7 Class 2 & Check ECTM

PLA Potentiometer #210 Manual mode & Check ECTM Overspeed Solenoid #70,71,76,77,78 Class 2 & Check ECTM
(HMU) (HMU)
Overspeed Detection #170 - 174 Class 2 & Check ECTM
Overspeed Activation #240 Class 2 & Check ECTM

101 102
Check Faults & Check ECTM - Dispatchable ABNORMAL STARTS
Loss of non-essential signal or function. No significant pilot
action or change in operating procedure required. DEEC remains in CAUTION:
normal mode. Although DEEC remains dispatch capable, it should ABORT START IF ANY OF THE FOLLOWING OCCUR:
be interrogated and the fault identified at the next opportunity.
Faults will be displayed on cockpit electronic engine display panels 1) N2 FAILS TO ROTATE
only when the aircraft is on the ground. For aircraft equipped with 2) N2 FAILS TO REACH 10% IN 6 SECONDS
annunciator panels only, the DEEC manual mode warning light will
flash slowly (0.5 second ON, 2.0 seconds OFF) when the engine is 3) NO N1 ROTATION
not operating and power is applied to the DEEC. Faults will be 4) NO ITT INDICATION 10 SECONDS AFTER POWER
stored in non-volatile memory and can be viewed with the use of a LEVER IS ADVANCED TO IDLE.
hand held terminal or laptop computer.
5) N1 OR N2 STOP ACCELERATING TO IDLE

Source of Fault ECTM Code Inflight Message 6) ITT RAPIDLY APPROACHES MAXIMUM
START LIMIT.87
N1 Speed Signal #3, 8 Check ECTM
7) NO OIL PRESSURE WITHIN 10 SECONDS AFTER
N2 Speed Signal #13 Check ECTM ITT RISE.
ITT Signal #23 - 26 Check ECTM 8) ANY UNUSUAL NOISE OR VIBRATION.
Torque Motor (HMU) #65, 67 Check ECTM 9) STARTER88 OR IGNITION FAIL TO DISENGAGE BY
Surge Bleed Valve- #80 - 82 Check ECTM 50% N2.
Solenoid A 10) ENGINE DOES NOT REACH IDLE WITHIN 60
ITT #105, 106 Check ECTM SECONDS AFTER ITT RISE.

N1 Compensation #110 - 112 Check ECTM GROUND PROCEDURES

Discrete Inputs (WOW) #114 Check ECTM
Auto-Start-Abort
Ignition Relay #129 - 131 Check ECTM
Auto-Start-Abort logic within the DEEC provides automatic
Manual Mode Lamp #145 - 148 Check ECTM engine shutdown to protect against a locked N1, hot or hung start.
ARINC 429 #192, 193 Check ECTM This feature is disabled under any one of the following conditions:

ADC Data (Mach Fault) #225 Check ECTM • DEEC is in Manual mode
• Aircraft is not on the ground
ECTM #233-239, 242 Check ECTM • N1 is above 21%, N2 is above 45%
• Power lever is in cutoff

87
Shutdown engine 50˚C before maximum ITT redline to prevent temperature
overshoot.
88
Starter disengagement primarily applies to those aircraft equipped with
separate starters rather than starter/generators.

103 104
A. No N1 Rotation - During initial start procedure, no N1
rotation is sensed
DEEC logic prevents fuel flow to the engine until N1
rotation is sensed.
• If N1 rotation logic fails, abort start immediately per AFM.
B. Locked N1 - During a start attempt N1 fails to rotate
Locked N1 protection logic terminates fuel and ignition
when all of the following conditions are met:
• N1 is less than 1%
• ITT is above 400C
• N2 is above 30%
C. Hung Start - During a start attempt N2 ceases acceleration
at a sub-idle speed.
Hung Start protection logic terminates fuel and ignition if a
hung start condition exists. A hung start is declared if N2
speed is not accelerating for a period of two seconds
between lightoff N2 speed and Ground Idle speed. Hung
start protection must be unlatched or cleared by placing
the power lever in the cutoff position.
If automatic Hung Start protection fails, abort the start
immediately per the Aircraft Flight Manual and determine
the cause of starting abnormality. Observe the starter limits.
D. Hot Start - During a start attempt, interturbine temperature
(ITT) achieves one of the following thresholds:
TFE731-20/20R
Hot start protection logic terminates fuel if:
• ITT exceeds 928C for 0.6 sec and 902C for 1.5 sec
OR
• ITT is above 902C for 6.0 sec.
105
TFE731-40/40R & -60
Hot start protection logic terminates fuel if:
• ITT exceeds 978C for 0.6 sec and 952C for 1.5 sec
OR
• ITT is above 952C for 6.0 sec.
If automatic Hot Start protection fails, abort the start
immediately per the Aircraft Flight Manual and determine
cause of the starting abnormality.Notify maintenance if starting
ITT limits have been exceeded. Observe the starter limits.
CAUTION:
DO NOT EXCEED STARTER DUTY CYCLE.
Engine Fails To Light Off - No ITT increase
During start with ignition ON and fuel flow available the
engine fails to lightoff.
(1) Abort the start per the Airplane Flight Manual.
(2) Clear engines
• Allow 3 minutes for fuel to drain from the engine, or
• Motor the engine with the power lever in the FUEL
CUTOFF position for 15 seconds before attempting
another start. Observe starter time limits.
• Initiate normal engine start
NOTE:
MOTORING ENGINE IN EXCESS OF APPROXIMATELY A
TWO MINUTE DURATION WILL CAUSE FLOODING OF
THE ACCESSORY GEARBOX AND MAY RESULT IN OIL
LEAKAGE THROUGH OVERBOARD DRAINS. IF THIS
OCCURS, RUN THE ENGINE FOR THREE MINUTES,
SHUT DOWN, AND RECHECK THE OIL LEVEL.
106
 (3) Refer to MEL. If alternate source of ignition is available
and MEL supports dispatch, try again using alternate
ignition source.
Engine Indicator Failure - Engine is functioning normally
and indicator is determined to be inoperative
(1) Refer to associated system indication, i.e. oil pressure,
low oil pressure light, oil temperature, fuel flow, FMS
fuel flow, etc.
(2) Refer to Minimum Equipment List (MEL) for
dispatch approval.
Unusual Engine Noise/Sound During Start - As engine
accelerates during start unusual engine noise/sound is audible.
(1) Continue start sequence observing all starting
limitations. If any other starting abnormalities or limits
are exceeded shutdown the engine.
(2) At Ground Idle monitor engine indications. If unusual
noise/sound persists, shutdown the engine. Otherwise
continue normal operation and inform maintenance of
starting experience.
Unusual Engine Noise During Ground Operation - During
operation at Ground Idle unusual noises are audible.
(1) Shutdown the engine per Aircraft Flight Manual.
Notify maintenance.
Uncommanded Engine Acceleration - Engine accelerates to
higher thrust than selected by the power lever.
(1) Retard power lever. Attempt to achieve stable engine
operation within the normal operating limits.
(2) If unable to control power, shutdown the engine per
Aircraft Flight Manual. Check ECTM for any engine
limit exceedence.
107
Stalls, Erratic Engine Operation - Vibration, overspeed, or
overtemperature.
(1) Retard power lever.Attempt to restore stable operation
within steady-state limits.
(2) Add HP bleed to clear stall on surging engine or close
bleed on non-surging engine.
(3) If condition persists after reducing power, shutdown
the engine per Aircraft Flight Manual. Check ECTM for
any engine limit exceedence.
Thrust Reverser Unlocked - During ground operation the
thrust reverser unlocked caution is annunciated in the cockpit.
(1) If cause of unlocked condition cannot be determined
and rectified, shutdown the engine per Aircraft Flight
Manual and notify maintenance.
Engine Oil and Fuel System Warnings In the Cockpit -
During ground operation oil pressure, fuel pressure, fuel filter
blockage, chip detector warning lights are illuminated
Refer to the Minimum Equipment List (MEL)
(1) Stabilized oil pressure of less than 50 psi is indicated
on oil pressure gage and low oil pressure warning light
is illuminated.
• Perform engine shutdown per AFM.
(2) Oil pressure of less than 65 psi is indicated on oil
pressure gage and low oil pressure light not illuminated.
• Monitor low oil pressure warning light and oil
temperature on cockpit gage and continue engine
operation per limitations.
(3) Normal oil pressure indicated on oil pressure gage and
low oil pressure warning light illuminated.
• Monitor oil pressure and temperature on cockpit
gages and continue engine operation per limitations.
108
 (4) High oil pressure indicated on oil pressure gage. until an operating limitation is exceeded or the thrust level at
which the engine must be operated for safe flight is unstable
• Adjust engine power setting to bring oil pressure
and/or uncontrollable.
within operating limits (99 psi or less) and monitor
oil temperature. Engine Failure - Indications are increasing ITT, engine
parameter fluctuations, unusual noise and vibrations, aircraft
(5) Oil Pressure fluctuation - Confirm oil pressure and
yaw, and decreased oil pressure or fuel flow. Indication time
temperature are within limits. Continue operation and
prior to engine failure will vary significantly and is dependent
monitor engine parameters. Consult Light Maintenance
upon the failure mode which exists.
Manual for corrective action upon landing.
(1) Identify failed engine.
(6) Fuel Filter blockage (Filter light “ON”) - If associated
with fuel temperature too low, consider the possibility (2) Retard the thrust lever immediately.
of ice blockage in filter.Additional time to bring engine
(3) Shutdown the engine in accordance with the Aircraft
and oil temperature to normal operating levels may be
Flight Manual.
necessary. Determine cause and correct.
Engine Flameout - (Auto-relight failed or inoperative) Engine
(7) Chip Detector - A chip detector system is installed for
parameters decrease (fuel flow, N2, N1, and ITT) to a fuel off
the purpose of providing cockpit indication of
condition without exceeding any maximum limitations. N2
magnetic particles in the engine lubrication system.
windmilling rpm may be indicated.
Cockpit annunciation varies with aircraft installation.
Refer to the AFM and LMM for engine operating and (1) Identify failed engine.
repair procedures.
(2) Retard the thrust lever immediately.
(3) Shutdown the engine in accordance with the Aircraft
INFLIGHT PROCEDURES Flight Manual.
(4) If cause of engine flameout can be determined, and
Once airborne or committed to flight, engine control, engine operating limits have not been exceeded,
operating and indicating abnormalities must be addressed in perform restart per the Aircraft Flight Manual
accordance with the abnormal/emergency procedures provided by procedure when practical.
the airframe manufacturer.
Compressor Stall - An engine condition which may result in
an ITT increase, N2 hangup, N2 decrease, or noise. Continued
NOTE:
operation in this condition could result in structural damage
THE PROCEDURES RECOMMENDED BY THE AIRCRAFT
within the compressor and/or the turbine.
MANUFACTURER WILL IN ALL INSTANCES SUPERCEDE
THE BRIEF DISCUSSION OF ABNORMAL/EMERGENCY CAUTION:
ENGINE OPERATION PRESENTED IN THIS DOCUMENT. IF N2 HAS DECREASED BELOW IDLE SPEED DO NOT
Report abnormal operation to maintenance personnel.This will ACTIVATE THE IGNITION SYSTEM DURING STALL
permit any exceedences to be verified by interrogating the ECTM. EVENTS AS HOT SUBIDLE RELIGHTS MAY DO FURTHER
DAMAGE TO THE ENGINE PREVENTING A POSSIBLE
As a general rule if an engine can be controlled and stabilized
SUCCESSFUL RELIGHT.
at an acceptable level, engine operation should be continued

109 110
NOTE: Non-Icing Conditions
IF SELF-RECOVERING ENGINE STALLS ARE
(1) Operational conditions permitting, adjust thrust to
SUSPECTED USE SLOW, SMOOTH THRUST LEVER
maintain vibration level within normal operating range.
MOVEMENTS WHEN CHANGING THRUST LEVELS.
Continue engine operation and notify maintenance
INCREASING ENGINE AIR BLEED MAY ALSO INCREASE
describing amount and duration of operation above
COMPRESSOR STALL MARGIN. ACTIVATION OF THE
normal vibration levels. Monitor other engine
AIRCRAFT CONTINUOUS IGNITION SYSTEM (IF AUTO-
instruments, especially ITT, for abnormal indications,
RELIGHT IS INOPERATIVE) MAY ALSO FACILITATE
which if present, would warrant an engine shutdown.
SELF-RECOVERY AS LONG AS N2 REMAINS ABOVE
IDLE SPEED. Abnormal Oil Pressure - Indicated by abnormally low or high
indications on the oil pressure gage and/or other cockpit
(1) Retard the thrust lever to attempt to reestablish stable
notification devices.
engine operation. Increasing engine air bleed may assist
stabilization. If ITT limits are exceeded, shutdown (1) Stabilized oil pressure of less than 50 psi is indicated
engine per the Aircraft Flight Manual procedures. If on oil pressure gage and low oil pressure warning light
restart is considered, ensure aircraft is within engine is illuminated.
airstart envelope, and follow AFM air start procedures.
• Perform engine shutdown per AFM.
Abnormal Vibrations - Under normal operating conditions, (2) Oil pressure of less than 65 psi is indicated on oil
vibration indications will be less than:
pressure gage and low oil pressure light not illuminated.
N1 .5 IPS
• Monitor low oil pressure warning light and oil
N2 .5 IPS temperature on cockpit gage and continue engine
operation per limitations.
Vibration levels above the normal levels are most likely
experienced in icing conditions as ice accumulates on the fan (3) Normal oil pressure indicated on oil pressure gage and
blades and/or spinner causing rotor unbalance. If vibrations low oil pressure warning light illuminated.
above normal levels are experienced, accomplish the following
• Monitor oil pressure and temperature on cockpit
most appropriate procedure:
gages and continue engine operation per limitations.
Icing Conditions (Vibration related to icing conditions)
(4) High oil pressure indicated on oil pressure gage.
(1) If conditions permit, increase thrust to at least 55% N1
• Adjust engine power setting to bring oil pressure
to shed accumulated ice and thereby minimize
within operating limits (99 psi or less) and monitor
vibrations. Do not exceed Maximum Continuous
oil temperature.
power. Monitor other engine instruments (especially
ITT) for abnormal indications, which if present, would
warrant an engine shutdown. Abnormal Oil Temperature
(2) If vibrations do not decrease to normal levels, continue (1) High oil temperature
engine operation at as high an N1 as conditions permit • Seek flight regime or power setting at which
to minimize vibrations. temperature limits can be maintained.

111 112
Abnormal Fuel Flow Indications - Abnormally low, high, or OPERATIONAL PROTECTION - GROUND
fluctuating fuel flow indications.
(1) If all other engine parameters are normal and thrust Overspeed Protection
output matches the opposite engine it can be assumed The engine is protected from severe overspeed damage by two
that the problem is in the indicating system. Continue independent means:
normal operation and notify maintenance. Refer to
aircraft MEL for dispatch criteria. CAUTION:
DO NOT ATTEMPT A RESTART AFTER AN OVERSPEED
(2) If fuel flow is abnormal and engine thrust is affected, SHUTDOWN. REFER TO ENGINE MAINTENANCE MANUAL.
attempt to adjust thrust to achieve stable engine
operation. If stable engine operation cannot be Mechanical Overspeed Protection
achieved by adjusting thrust, shutdown the engine
(1) With the DEEC switch selected to the ON position, an
per AFM.
electrical signal to the manual mode control resets the
Thrust reverser deployment - Indicated by aircraft caution manual mode governor to 105% N2. The manual mode
light annunciation, airplane buffet, yaw and, on certain governor then becomes a 105% overspeed governor.Should
aircraft installations, automatic thrust lever retard to IDLE. engine rpm achieve 105% N2, the governor will limit fuel
flow and not allow the engine to exceed the 105%
(1) Adjust thrust on unaffected engine to maintain desired
governed speed.
flight path.
(2) Retard affected engine to IDLE, if thrust has not
automatically retarded, and activate the thrust reverser
emergency stow switch/light.
(3) If reverser fails to stow as indicated by aircraft
buffet and uncommanded lateral deviation,
shutdown the affected engine per the Aircraft Flight
Manual procedures.

113 114
Ultimate Overspeed Protection
(2) The DEEC incorporates an ultimate overspeed function that
continuously monitors N1 and N2 rpm. If the spool speed
is equal to or greater than the overspeed threshold of 107%
N1 or 109% N2, the overspeed solenoid is energized. This
action will interrupt fuel flow to the engine, causing it to
shutdown. The solenoid does not latch in the energized
position. When engine rpm drops below the overspeed
threshold, the solenoid is deenergized and fuel is again
available to the engine.This system is deactivated when the
DEEC switch is placed in the OFF position. As a result, if a
DEEC trips to manual mode (engine computer light ON)
and cannot be reset, pilots are encouraged to operate the
engine with the DEEC switch in the ON or MANUAL
position, if stable engine operation is possible.
Automatic Relight
The DEEC continuously compares the actual N1 to scheduled
N1 and will command ignition ON automatically under the
following conditions:
(1) Actual N1 rpm is lower than the N1 setpoint (PLA), and N2
is not accelerating.
OR
(2) The actual decel rate is faster than the decel schedule in the
DEEC software (flameout).
• The power lever must be cycled to the cutoff position
before a restart is attempted after a flameout or a failed start.
NOTE:
AUTOMATIC RELIGHT WILL NO LONGER BE
COMMANDED ON IF ENGINE RPM FALLS BELOW
APPROXIMATELY 21% N1.

115 116
 OPERATIONAL PROTECTION - INFLIGHT
(2) The DEEC incorporates an ultimate overspeed function that
Overspeed Protection
The engine is protected from severe overspeed damage by two
independent means:
CAUTION:
DO NOT ATTEMPT A RESTART AFTER AN OVERSPEED
SHUTDOWN. REFER TO ENGINE MAINTENANCE MANUAL.
Mechanical Overspeed Protection
(1) With the DEEC switch selected to the ON position, an
electrical signal to the manual mode control resets the
manual mode governor to 105% N2. The manual mode
governor then becomes a 105% overspeed governor.Should
engine rpm achieve 105% N2, the governor will limit fuel
flow and not allow the engine to exceed the 105%
governed speed.
117
Ultimate Overspeed Protection
continuously monitors N1 and N2 rpm. If the spool speed
is equal to or greater than the overspeed threshold of 107%
N1 or 109% N2, the overspeed solenoid is energized. This
action will interrupt fuel flow to the engine, causing a-
shutdown. The solenoid does not latch in the energized
position. When engine rpm drops below the overspeed
threshold, the solenoid is deenergized and fuel is again
available to the engine.This system is deactivated when the
DEEC switch is placed in the OFF position. As a result, if a
DEEC trips to manual mode (engine computer light ON)
and cannot be reset, pilots are encouraged to operate the
engine with the DEEC switch in the ON or MANUAL
position, if stable engine operation is possible.
118
Automatic Relight 9.3 ENGINE SHUTDOWN INFLIGHT AND
The DEEC continuously compares the actual N1 to scheduled AIRSTART PROCEDURES
N1 and will command ignition ON automatically under the
following conditions:
NOTE:
(1) Actual N1 rpm is lower than the N1 setpoint (PLA), and N2 REFER TO AFM FOR PROCEDURES UNIQUE TO
is not accelerating. EACH AIRCRAFT
OR
(2) The actual decel rate is faster than the decel schedule in the SHUTDOWN
DEEC software (flameout).
SYNCHRONIZER - OFF
• The power lever must be cycled to the cutoff position
before a restart is attempted after a flameout or a failed start. ELECTRICAL LOAD - REDUCE BELOW
ENGINE OUT LIMITS
NOTE:
AUTOMATIC RELIGHT WILL BE COMMANDED ON, POWER LEVER - IDLE ONE MINUTE
INFLIGHT, AT ANYTIME ONE OR BOTH OF THE ABOVE FOR COOLING
CONDITIONS EXIST. IT WILL NOT BE DEACTIVATED
POWER LEVER - CUT-OFF
UNTIL ENGINE RPM FALLS BELOW 1.5% N2.
N1 AND N2 - OBSERVE
WINDMILLING RPM

AIRSTARTS

ALTITUDE - BELOW 30,000 FT

AIRSPEED - BETWEEN 100 KIAS
AND .6 MACH
FUEL SUPPLY - ADEQUATE
FUEL PUMP - ON
DEEC - SWITCH ON,
WARNING LIGHT OUT

CAUTION:
MANUAL MODE BATTERY STARTS NOT RECOMMENDED

119 120
 START SELECTOR - WINDMILLING POWER LEVER - CUTOFF TO IDLE
AIRSTART (N2 RPM (Non-Automatic Start)
ABOVE 15%)
IGNITION - CHECK, ON
- STARTER ASSIST -
GROUND START (N2 ITT - OBSERVE ITT RISE
RPM BELOW 15%, WITHIN 10 SECONDS
ACTIVATE STARTER)
MAXIMUM START ITT90
POWER LEVER - CUTOFF TO IDLE TFE731 -20/20R -40/40R -60
(Automatic Start)
941˚C 991˚C 994˚C
START SWITCH - INITIATE

OIL PRESSURE - CHECK INDICATION

• During automatic start, ignition will be commanded ON at WITHIN 10 SECONDS
6.8% N2, fuel will be introduced when positive N1 is indicated IGNITION, STARTER - OFF AT 45% N2 RPM
at approximately 11-12% N2. Ignition will be automatically
terminated when engine rpm reaches 70% of N1 idle RPM - ACCELERATE
(approximately 22% N1) and starter disengagement occurs at TO IDLE
45% N2. The DEEC provides start abort logic to protect the
POWER LEVERS - AFTER ONE MINUTE
engine from the lack of N1 rotation, or a hot or hung start.
AT IDLE, SET POWER
• Observe 10% N2 RPM within 6 seconds. AS DESIRED

CAUTION:
ABORT START IF ANY OF THE FOLLOWING OCCUR:
1) ITT RISE DOES NOT OCCUR WITHIN 10 SECONDS
2) N1 OR N2 STOP ACCELERATING TO IDLE
3) ITT RAPIDLY APPROACHES MAXIMUM START LIMIT.89
4) NO OIL PRESSURE WITHIN 10 SECONDS AFTER ITT RISE.

• Verify positive N1 RPM indication. This will typically

occur by 12-15% N2 RPM.

Shutdown engine 50˚C before maximum ITT redline to prevent temperature

89 90
If ITT exceeds the maximum limit during Start, refer to the TFE731 Light
overshoot. Maintenance Manual for engine inspection requirements.

121 122
10
HONEYWELL ENGINES
SUPPORT, SERVICE,
AND TRAINING
10.1 COMMITMENT TO THE HONEYWELL
OPERATOR
As part of Honeywell’s total commitment to complete customer
satisfaction, Honeywell Engines (AE) is committed to service and
support business aviation and regional airlines. AE is dedicated to
providing a quick and consummate response to TFE731 operators
on a worldwide basis, with all of the maintenance, repair, overhaul
and customer support resources necessary to meet the needs of the
AE operator.
AE Field Service Engineers are a vital communications link
between the factory-based Customer Support Department and the
worldwide network of Authorized Service Centers. Through Field
Service Engineers, technical information from the factory is passed
immediately to the service centers and includes training of the
technical staff in any advanced techniques that decrease
maintenance downtime and improve the performance of the
Honeywell product. As a result, operators can be secure in the
knowledge that the latest in technical capability is always available
at the local Authorized Service Center of their choice.
The Service and Support function of Honeywell is a complete
support organization for Garrett TFE731 operators. The
comprehensive capabilities include maintenance, field service,
overhaul and repair, parts provisioning, technical manuals, service
bulletins, and technical training. An extensive Repair and Overhaul
operation is located at the AE Phoenix,Arizona, headquarters. Here,
the Propulsion Overhaul Engineering team develops the
maintenance and ownership cost-reducing repair programs
available at hangar facilities as well as the network of authorized
Service Centers the world over.
123
Also based in Phoenix, Arizona, are Honeywell’s Global
Customer Support and Parts Distribution operations. Customer
Support provides the TFE731 operator with all the technical and
administrative assistance necessary to help minimize downtime,
primarily through Field Service Engineering and Ground Support
Equipment groups. Technical services, such as technical manuals,
training and program support are also provided. Customer Support
also sanctions the network of Authorized Service Centers
throughout the world.While this sizable network is listed in current
brochures, the number and locations are subject to periodic change
in order to better meet the needs of operators.
The Distribution Center monitors and maintains proper parts
inventories at all AE Authorized Service Centers. A computerized
inventory control and forecasting system manages this
distribution and stocking of new and repaired rotable parts. In
addition, international parts depots have been established at
Raunheim, Germany; Singapore; and at Honeywell Aerospace Pty.
Limited in Sydney,Australia.
10.2 AOG EMERGENCY SERVICE
The first source of assistance should always be your local Field
Service Engineer or the nearest Authorized Service Center.
However, Honeywell provides emergency customer support for all
TFE731 operators worldwide. When emergency support is
required, operators may call Honeywell Engines’ headquarters in
Phoenix, Arizona.This service can be reached at:
DOMESTIC
1-(800)-421-2133
INTERNATIONAL
1-(602)-231-5287
FAX
1-(602)-365-3343
124
Product Improvement
Honeywell continues to develop and provide product im-
provements to enhance engine reliability and cost effectiveness.
When programs to incorporate these improvements during inspec-
tions are established, they may result in extended inspection
frequency and reduced downtime for future maintenance. All
Garrett TFE731 engines are subject to a similar pattern of
improvement as analytical inspections, time accrual and service
experience warrant such upgrades.
10.3 PUBLICATION AVAILABILITY
C O N T A C T Newsletter
The CONTACT newsletter contains news, information and pi-
lot/maintenance tips; The CONTACT “Turbofan Engine Edition” is
published quarterly (MAR-JUN-SEP-DEC).
The purpose of CONTACT is to keep Honeywell customers,
operators and Service Centers informed in the following areas:
• Status of ongoing programs concerning Honeywell
equipment; including evaluation, improvement, and
modification programs.
• Engine operating tips for pilots.
• Tips for personnel tasked with Honeywell equipment
maintenance.
• Honeywell equipment systems information.
• Status of technical publications and Bulletins.
For free copies, phone or fax request to:
Honeywell Engines, Systems & Services
Customer Support
Tel: (602) 231-3321
FAX: (602) 231-5283
125
10.4 PILOT AND MAINTENANCE TRAINING
Recognizing the vital importance of well trained pilots and
maintenance personnel to satisfactory TFE731 operation,
Honeywell provides comprehensive TFE731 training programs to
meet the needs of both service agencies and owner/operators.
Technical training programs are designed to provide familiarity with
the mechanical features of the TFE731 and all necessary
maintenance and operational procedures. Classes are held on a
regularly scheduled basis and consist of several maintenance
courses and a pilot familiarization course.
Line Maintenance
The line maintenance course is structured around the tasks
required on the flight line and defined in the maintenance manual.
Course content involves both classroom lecture and practical
activity. Course material includes troubleshooting theory, engine
construction and systems operation. Engine malfunctions are
analyzed, isolated, and corrective action determined according to
maintenance data.
The practical use of applicable tools and test equipment limits
the number of students accommodated in each class. Therefore,
customers are urged to anticipate their training requirements and
contact Technical Training as far in advance as possible for
allocation of training slots. Classes are normally filled to capacity 90
days prior to commencement.
Line maintenance training is required for Honeywell authorized
service center personnel and is recommended for all others who
perform or supervise maintenance on the TFE731 engine.
Intermediate Maintenance
The intermediate maintenance course is available to original
equipment manufacturers, Honeywell authorized major service
centers and operators who possess or have ordered the necessary
special tools and test equipment.A prerequisite to attend this course
is a certificate of completion from the line maintenance course.
126
 This course is heavily task oriented. Minimal classroom lecture
periods allow for maximum exposure to “hands on”learning.We are
able to accommodate only six students in each class.Therefore, all
customers are urged to anticipate their training requirements and
contact Technical Training as far in advance as possible for
allocation for training slots. Classes are normally filled to capacity 90
days prior to commencement.
Pilot Familiarization
Pilots need to be knowledgeable of engine operation to obtain
the best service possible, to recognize and determine severity of
engine malfunctions and decide on proper operational action.This
training is primarily the responsibility of the airframe manufacturer.
Honeywell offers a short course for pilots who desire a more
complete understanding of the TFE731 engine. Course material
includes discussion of engine limits, operational characteristics,
systems, identification and corrective action for various possible
malfunctions and a brief discussion of inspection requirements.
Transportation and Location
Most Phoenix area hotels provide limousine service to and from
the airport. Some hotels provide transportation to and from the
training school. The training school provides necessary transpor-
tation to remote run sites or manufacturing and overhaul facilities
as required during the conduct of the class. To obtain further
information students may call 365-2833 after 0730 on the first day
of class or may contact the hotel desk for directions.
The technical training school is located at 1944 Sky Harbor
Circle, Phoenix,Arizona. (Approximately one mile from Sky Harbor
Airport.) Classes commence daily at 0800.
Grades and Evaluation
It is not the intent of the technical training school to evaluate an
attendee’s level of proficiency or knowledge for the purpose of
certifying attainment of a specific minimum acceptable level.However,
records are maintained of final examination grades.The training school
will furnish a confidential report of grades attained by students upon
written request by their company on letterhead stationary.
127
Course Outline and Schedule
Honeywell TFE731 engine course outline and schedules are
contained in the technical training school’s course catalog issued
annually. Registration for a given year generally begins in September
of the preceding year. Please contact the training school registrar at
(602) 365-2833 for scheduling information, course availability and
hotel information or write to
Honeywell Engines, Systems & Services
Attn: Registrar,Technical Training
Department 64-05/2101-2H
1944 Sky Harbor Circle
P.O. Box 29003
Phoenix,Arizona 85038-9003
Phone: (602) 365-2833 or (602) 365-2667
FAX Number (602) 365-2832.
On-Site Training
Training classes are available for your personnel at your facility.
A course can be tailored to meet your specific needs; however, a
lead time of 120 days is required for scheduling purposes. Charges
will be quoted individually depending on course length and
content. For further information and scheduling contact the
Technical Training manager at (602)-365-2678.
10.5 LET US HEAR FROM YOU
Good two-way communication is the key to answering ques-
tions, solving problems, improving procedures and performance.
Your comments and feedback are an important part of our
continual product improvement process. Feel free to contact
Honeywell regarding any product we manufacture.
128
 APU OPERATIONAL TIPS
11
11.1 GTCP 30-92/92C, GTCP 36-100,
GTCP 36-150

All models of the above listed auxiliary power units (APU) are
capable of providing both pneumatic and electrical power to an
aircraft Simultaneously or independently.An APU electronic control
monitors and provides the majority of the control functions of the
engine. Automatic shutdown features will vary among models and
installations. Some or all of the following automatic shutdown
features are available, depending upon model and installation:
- Overspeed
- Overtemperature
- Overcurrent
- Low oil pressure
- Loss of EGT
- Loss of RPM
- High oil temperature

A wide variety of APU control panels are used in various

aircraft for starting, stopping and operation of the electrical and
pneumatic systems. The following operational recommendations
apply to all models.

REMEMBER:
THE GOVERNMENT APPROVED AIRCRAFT FLIGHT
MANUAL SUPPLEMENT IS ALWAYS THE FINAL AUTHORITY
FOR OPERATION OF THE APU.

130
 PREFLIGHT • Allow model 36-100 and 36-150 to operate at no-load governed
speed for one minute (minimum) prior to application of a
bleed-air load.
APU INTAKE AND - REMOVED • Allow model 30-92/92C to operate at no-load governed
EXHAUST COVERS speed for two minutes (minimum) prior to application of a
FLUID DRAINS - CHECKED bleed-air load

OIL QUANTITY - CHECKED

NOTE:
STARTING AND OPERATION THE LIFE OF THE HOT SECTION COMPONENTS WILL BE
EXTENDED BY OPERATING THE APU AT NO-LOAD
ELECTRICAL POWER - ADEQUATE FOR GOVERNED SPEED FOR THE SPECIFIED TIME PERIOD
START PRIOR TO APPLICATION OF A BLEED-AIR LOAD.

CAUTION: ELECTRICAL LOAD - MONITOR

DO NOT OPERATE APU WHILE AIRCRAFT DE-ICING IS IN
PROGRESS. INGESTION OF COMBUSTIBLE DE-ICING BLEED AIR - AS REQUIRED
FLUIDS MAY RESULT IN AN UNCONTROLLED OVERSPEED.
• Ensure APU operates at or below maximum exhaust gas
FIRE WARNING SYSTEM - TEST temperature limit during bleed-air load operation.
MASTER SWITCH - ON
SHUTDOWN
STARTER - ENGAGE
APU PARAMETERS - MONITOR
NOTE:
MODELS 36-100 AND 36-150 MAY BE SHUT DOWN AT THE
• If operation limits are exceeded, or if seizing, unusual noise, EXISTING LOAD CONDITION.91
smoke, fuel or oil leakage, or other obvious malfunction is MODEL 30-92/92C MUST BE OPERATED IN A NO-LOAD
observed, shut down engine immediately and correct the cause CONDITION FOR TWO MINUTES (MINIMUM) PRIOR
of malfunction. TO SHUTDOWN

CAUTION:
AVOID CYCLING MASTER POWER DURING APU
ROLLDOWN. THE EFFECTS OF CYCLING THE MASTER
POWER ABOVE 10 PERCENT RPM WILL CAUSE A
PREMATURE ECU RESET, THUS GENERATING A LOW
ENERGY RESTART, THE RESULT BEING HIGH EGT
INDICATION AND TORCHING FROM THE APU TAILPIPE.
APU STOP SWITCH - DEPRESS
91
It is not necessary to cool the turbine area by turning off bleed air extraction
prior to shutdown.The APU design has eliminated any bearings in the turbine
area or hot section that require cooling and therefore shutting down at the
existing load condition prevents an additional thermal cycle on the hot section
components.

131 132
• An alternate shutdown may be accomplished by placing the
APU MASTER switch to OFF, which removes electrical power GLOSSARY
from the ECU causing the engine to shut down.
The following is a list of technical and
APU BLEED AIR SWITCH - OFF operational terms, acronyms, and abbreviations
APU GENERATOR - OFF with explanations in alphabetical order.
SWITCH (AS REQUIRED)
APU MASTER SWITCH - OFF AFM (Aircraft Flight Manual) The most commonly used term descri-
bing an officially approved pilot handbook for a specific aircraft
make/model. Other associated manuals include the Crew Manual,
APM (Aircraft Performance Manual), POH (Pilot’s Operating Hand-
book), and POM (Pilot’s Operating Manual).

AGL Height in feet Above Ground Level.

Air, ambient The atmospheric air surrounding all sides of the

aircraft or engine.

Airflow stations Numbered locations along the engine’s airflow

path for easy identification of engine parameters.

Annular combustor A cylindrical one piece combustion chamber.

Atomizer A device that produces rapid evaporation of the fuel for

combustion.

Automatic Performance Reserve (APR) In the event of an

engine failure or loss of thrust, APR automatically increases power
on the good engine (see system description, 4.9).

Axial Flow Motion along a real or imaginary straight line upon

which an object rotates.

Axial flow compressor Compressor airflow parallel to the axis of

the engine.

Blade A rotating airfoil in a compressor or in a turbine.

Blowout Flameout due to either excessively rich or lean fuel/

air mixture.

Bypass ratio The ratio of airflow, exiting the fan, routed through
the bypass duct vs. through the core of the engine.

133 134
CAUTION: Operating procedure techniques,etc.which could result
in damage to equipment if not carefully followed.
Centrifugal flow compressor An impeller shaped device which
draws in air at its center and hurls the air outward at a high veloci-
ty into a diffuser.
Clearing the engine (Motoring) Removing unburned fuel from
the combustion chamber by rotating the engine with the starter motor.
Clearing the area Visually scanning the airspace to reduce the
potential for a mid-air collision.
Combustor The section of an engine in which atomized fuel is
combined with compressed air and burned to create thermal energy.
Compressor A device, driven by a turbine, that creates pneumatic
energy by drawing in ambient air and compressing it.
Compressor stage Set of impellers or rotor blades. The TFE731
has a four stage low pressure compressor and a single high pressure
compressor.
Compressor stall A condition usually limited to an axial-flow
compressor in which smooth airflow is disrupted, resulting in a rise
of EGT/ITT, RPM fluctuation, and/or flameout accompanied by
physical engine damage.
Compressor surge (see compressor stall)
Critical speed The speed(s) at which a rotating component is
most sensitive to the onset of dynamic instability.
Density Altitude Equals Pressure Altitude corrected for non-
standard temperature.
Diffuser The part of a compressor where divergent vanes slow the
high velocity air and thus convert it to high pneumatic pressure.
Digital Electronic Engine Control (DEEC) Electronically
controls engine power and speed using digital circuits. (See system
description, 4.9)
135
Droop A decrease in speed, voltage, air pressure, etc. which results
when a load is applied.
Electronic Engine Control (EEC) Electronically controls engine
power and speed using analog circuits.(see system description,4.9).
Engine cycle For the TFE731 each landing is to be counted as one
cycle.A partial cycle counting procedure is available for touch and
go landings or quick turns. See Service Bulletin TFE731-72-3001 for
details.A ground run only would not constitute an engine cycle.
Engine stations (see Airflow Stations)
False start An aborted engine start.
Flame out An unintentional extinction of combustion due to a
blowout (too rich) or die-out (too lean).
Flat rating An airframe thrust limit,governed by airframe structural
integrity and aircraft controllability (Vmc, etc.).
Fuel Control Unit (FCU) The main fuel metering device which
receives input signals from the power lever, EEC/DEEC, compressor
RPM, and P3 discharge pressure.
FOD (Foreign Object Damage) Compressor damage from inges-
tion of foreign objects into the engine.
Fuel flow The rate at which fuel is consumed by the engine in
pounds per hour (pph).
High bypass Turbofan engines with fan ratios of 4:1 or higher
(very high bypass ratios range from 10:1 to 30:1).
Horsepower The force required to raise 550 pounds at the rate of
one foot per second.
Hot start An engine start that results in the exceedance of
specified temperature limits.
Hung start A condition of abnormal or stagnant engine
acceleration after normal ignition.
136
Hydromechanical Mechanical method of controlling fuel flow by
the fuel control to the engine.
Idle The lowest continuous engine operating speed authorized.
Ignitor plug An electrical sparking device used to start the
burning of the fuel-air mixture in a combustor.
ITT (Interstage Turbine Temperature) Temperature of hot
gases in the interstage transition duct between the high and low
pressure turbines. Referred to as T5.
Jet pump A fuel pump that uses “Motive Flow”to transfer fuel from
one tank to another or supply fuel under pressure to the engine
driven pump.
Labyrinth seal A high speed seal which produces interlocking
passages to discourage the flow of air or oil from one area to another.
Lean blow-out Occurs when the amount of fuel in the air-fuel
mixture is being reduced until combustion is no longer supported.
Light-off The moment when ignition starts combustion, indicated
by an increase in turbine temperature (EGT/ITT rise).
Low bypass Classification within the turbofan engine group
which indicates that both the compressor and the fan have a mass
airflow of equal values (1:1).
Margin Engines are certified at a specific thrust at a specific
maximum turbine temperature. Whenever that specific thrust can
be attained at less than maximum turbine temperature, the engine
has “margin”; (see also “Flat rating”).
Mass A basic property of matter. Mass is referred to as weight when
in the field of gravity such as that of the earth. For aeronautical
computations, the standard unit of mass is the slug. Weight / g =
slugs (Weight / 32.17).
Mass Flow Airflow measured in slugs/second.
Medium bypass Turbine engines with a mass airflow ratio of
about 2 or 3:1.
137
Mixer nozzle An exhaust nozzle used on the TFE731-5A & 5B
engine that forces the mixing of high speed turbine exhaust
with low-speed fan bypass air, lowering noise and increasing thrust.
Motive Flow Boosted fuel pressure tapped off the engine-driven
fuel pump which, when forced through a venturi type orifice,
creates a siphoning effect; thus, motive fuel can be used to transfer
fuel from one tank to another tank or supply an engine.
MPR Manual performance reserve, selected by a cockpit switch.
N1 The term used to identify the low pressure spool of the
TFE731 engine.
N2 The term used to identify the high pressure spool of the
TFE731 engine.
NOTE: An operational procedure, technique, etc. which is
considered essential to emphasize.
Nozzle, fuel A fuel nozzle is a device which directs atomized fuel
into a combustion chamber.
Overspeed A specific speed (RPM) which is in excess of the
maximum allowable engine RPM limits.
Overtemperature Any time ITT exceeds the maximum allow-
able limits.
Power Lever The cockpit lever which connects to the Fuel
Control Unit (FCU).
Pressure Altitude (PA) PA is obtained by setting the altimeter to
standard barometric pressure (29.92 inches or 1013.25 mb).
Probe A sensing device that extends into the airstream or gas stream
for the purpose of measuring temperature, pressure, or velocity.
PT2 Pressure measurement station in the engine inlet.
Ram pressure rise Pressure rise in the inlet which follows
increasing forward speed of the aircraft.
138
Rich blow-out Refers to an interruption of combustion as a result Turbojet A thrust producing turbine engine that develops
of not enough air in ratio to Wf (fuel flow). propulsive power by reaction to the flow of hot gases.

Roll-down (Spool-down) Refers to the engine’s RPM decreasing
after engine shutdown.
RPR Restricted Performance Reserve. Selected by a cockpit switch,
activation based on pressure altitude and temperature.
Scavenge pump A pump used to remove oil from bearing pockets,
or voids, after the oil has been used for lubricating and/or cooling.
Shroud A cover or housing used to aid in confining an air or gas
flow to a desired path.
SOAP Spectrometric Oil Analysis Program. A method of analyzing
oil filter content.
Spool-down (see Roll-down)
Turbofan Engines that produce thrust by the use of a large
diameter fan driven by a turbojet core.Turbofans are generally
divided into three classifications: Low Bypass, Medium Bypass, and
High Bypass.
Turboprop An application of the gas turbine engine with a propeller.
Turboshaft A gas turbine engine that delivers power through a
shaft to operate something other than a propeller; for example: a
turboshaft provides power for a helicopter.
Two-spool A turbine engine with two rotating spools. Typically
consisting of a low pressure compressor/turbine assembly and a
high pressure compressor/turbine assembly.

Start Pressure Regulator (SPR) A “pressure regulated” manual

fuel enrichment system, used to extend the start fuel enrichment
schedule. Automatic and manual enrichment inoperative when
EEC/DEEC in manual mode. See AFM for recommended procedure.

Slug Standard unit of mass flow used in aeronautical computations.

(See Mass).

Thermal efficiency Fuel energy available as opposed to work

produced; usually expressed as a percentage.

Torque A turning or twisting force.

Thrust The forward force resulting from the reaction of escaping

gases produced in jet propulsion.

TSFC Thrust Specific Fuel Consumption. Measurement of amount

of fuel (by weight) to develop one pound of thrust.

TT2 Temperature measurement station in the engine inlet.

Turbine Inlet Temperature (TIT) Temperature of hot gases just

prior to turbine entry (T4).

139 140
 INDEX
A TEST . . . . . . . . . . . . . . . . .35, 94
ABNORMAL PROCEDURES .41, 100
ABNORMAL STARTS . . . . . . .104
ABNORMAL PROCEDURES–
GROUND
AUTO-START ABORT . . . . . . .104
COMPRESSOR STALLS . .108, 135
DEEC FAULT CODE 2 . . . .43, 101
ENGINE FAILS TO LIGHT OFF .106
ENGINE INDICATOR FAILURE .107
ENGINE OIL AND FUEL SYSTEM
WARNINGS . . . . . . . . . . . .108
MANUAL MODE . . . . . . . .14, 101
THRUST REVERSER
UNLOCKED . . . . . . . . . . . .108
UNCOMMANDED
ACCELERATION . . . . . . . . .107
UNUSUAL ENGINE NOISE
DURING START . . . . . . . . .107
ABNORMAL PROCEDURES–
INFLIGHT . . . . . . . . . . . . . . .109
COMPRESSOR STALL . . .110, 135
DEEC FAULT CODE 2 . . . .43, 101
ENGINE FAILURE . . . . . . . . . .110
ENGINE FLAMEOUT . . . .110, 136
FUEL FLOW HIGH OR LOW . .113
MANUAL MODE . . . . . . . .14, 101
OIL PRESSURE LOW OR HIGH .112
OIL TEMPERATURE HIGH . . .112
THRUST REVERSER
DEPLOYMENT . . . . . . . . . .113
VIBRATION . . . . . . . . . . . . . .111
ABORT START . . . . . . . . .34, 41,104
ACOUSTIC SURVEYS . . . . . . . . . .56
ADDRESS
CONTACT NEWSLETTER . . . .125
PILOT ADVISORS . . . . . . . . . . . .2
TECHNICAL TRAINING . . . . .126
AFTER START . . . . . . . . . . . . .35, 94
AIRCRAFT FLIGHT MANUAL . .1, 134
AIRSTARTS . . . . . . . . . . . . . .46, 120
AOG EMERGENCY SERVICE . . .124
APR/RPR
DESCRIPTION . . . . . . . . .20, 134
141
AUTO START ABORT . . . . . . . . .104
AUTO-START ABORT
HOT START . . . . . . . . . . . . . .105
HUNG START . . . . . . . . . . . .105
LOCKED N1 . . . . . . . . . . . . .105
C ENGINE CONDITION TREND
CERTIFICATION . . . . . . . . . .11, 68
CHECKLIST . . . . . . . . . . . . . .28, 87
AFTER START . . . . . . . . . . .35, 94
CLIMB . . . . . . . . . . . . . . . .37, 96
CRUISE . . . . . . . . . . . . . . . .38, 97
DESCENT,APPROACH &
LANDING . . . . . . . . . . . .39, 98
ENGINE START . . . . . . . . .31, 89
POST-FLIGHT . . . . . . . . . . .40, 99
PREFLIGHT . . . . . . . . . . . .28, 87
SHUT-DOWN . . . . . . . . . . .40, 98
TAKEOFF . . . . . . . . . . . . . .36, 95
TAXI . . . . . . . . . . . . . . . . . .36, 95
CLEARING ENGINES . . . . . .42, 135
CLIMB . . . . . . . . . . . . . . . . . .37, 96
N1 . . . . . . . . . . . . . . .38, 48, 97
COLD WEATHER OPERATION . . .53
COMMITMENT . . . . . . . . . . . . .123
CONTACT NEWSLETTER
DESCRIPTION . . . . . . . . . . . .125
FREE COPIES . . . . . . . . . . . . .125
TURBOFAN ENGINE EDITION .125
COST OF OWNERSHIP . . . . . . . .53
COURSE OUTLINE AND
SCHEDULE . . . . . . . . . . . . . . .128
CRUISE . . . . . . . . . . . . . . . . .38, 97
CUSTOMER SUPPORT . . . . . . . .124
D I
DIGITAL ELECTRONIC ENGINE
CONTROL (DEEC) . . . . . .70, 135
DEEC FAULT
CLASSIFICATIONS . . . . . .43, 101
CHECK ECTM . . . . . . . . .44, 103
DEEC FAULT CODE 2 . . . .45, 103
MANUAL MODE . . . . . . . .44, 101
DESCENT,APPROACH &
LANDING . . . . . . . . . . . . . .39, 98
DESIGN . . . . . . . . . . . . . . . . . .9, 60
E COMPUTERIZED . . . . . . . . . .124
ELECTRONIC ENGINE CONTROL
EEC/DEEC
DESCRIPTION . . . . . . .14, 136
MANUAL MODE TEST . . .35, 94
MONITORING . . . . . . . . . .53, 82
ENGINE COOLING . . . . . . . .40, 98
ENGINE CYCLE COUNTING
APR/RPR/MPR . . . . . . . . . . . . .53
DESCRIPTION . . . . . . . . . . . .136
NORMAL . . . . . . . . . . . . . . . . .53
ENGINE MATCHING . . . . . . . . . .58
ENGINE MONITORING . . . . . . . .53
JET-CARE . . . . . . . . . . . . . . . . .53
SOAP . . . . . . . . . . . . . . . .53, 139
ENGINE START . . . . . . . . . . .31, 89
F OIL/FUEL FILTER BYPASS
FIELD SERVICE ENGINEERS . . .124
FLIGHT TEST PROCEDURE . . . . .48
FUEL ENRICHMENT . . . . . . . . . .32
G CRUISE . . . . . . . . . . . . . . . .38, 97
GARRETT
AVIATION SERVICES . . . . . . .123
GLOSSARY . . . . . . . . . . . . . . . .134
H SHUT-DOWN . . . . . . . . . . .40, 98
HISTORY
GARRETT . . . . . . . . . . . . . . . . .4
HOT START . . . . . . . . . . . . . . . .136
IDLE RPM
EEC/DEEC ON . . . . . . . . . . . . .57
FLUCTUATING . . . . . . . . . . . .58
MANUAL MODE . . . . . . . . . . . .58
INFLIGHT SHUTDOWN
142
AND AIRSTART . . . . . . . . .46, 120
AIRSTART . . . . . . . . . . . . .46, 120
SHUTDOWN . . . . . . . . . .46, 120
INTRODUCTION . . . . . . . . . . .1, 60
INVENTORY CONTROL
L
LIMITATIONS . . . . . . . . . . . . . . .26
CRUISE ITT . . . . . . . . . . . .38, 97
START ITT . . . . . . . . . . . . .33, 91
TAKEOFF ITT . . . . . . . . . . .37, 96
TFE731-20/20R . . . . . . . . . . . .61
N
N1 DEEC . . . . . . . . . . . . . . .17, 138
N1 OVERSHOOT . . . . . . . . . . . . .37
NOISE LIMITATIONS . . . . . . .12, 69
NOTIFICATION . . . . . . . . . . . . . . .8
O
OIL QUANTITY . . . . . . . . . . .29, 88
INDICATORS . . . . . . . .30, 41, 53
OPERATING PROCEDURES . .27, 86
AFTER START . . . . . . . . . . .35, 94
CLIMB . . . . . . . . . . . . . . . .37, 96
DESCENT,APPROACH,
LANDING . . . . . . . . . . . .39, 98
ENGINE START . . . . . . . . .31, 89
POST-FLIGHT . . . . . . . . . . .40, 99
PREFLIGHT . . . . . . . . . . . .28, 87
TAKEOFF . . . . . . . . . . . . . .36, 95
TAXI . . . . . . . . . . . . . . . . . .36, 95
OPERATIONAL PROTECTION–
GROUND . . . . . . . . . . . . . . . .114
AUTOMATIC RELIGHT . . . .116
MECHANICAL OVERSPEED
PROTECTION . . . . . . . . .114
ULTIMATE OVERSPEED
PROTECTION . . . . . . . . .115
OPERATIONAL PROTECTION–
INFLIGHT . . . . . . . . . . . . . . .117
AUTOMATIC RELIGHT . . . .119
 MECHANICAL OVERSPEED
PROTECTION . . . . . . . . .117
ULTIMATE OVERSPEED
PROTECTION . . . . . . . . .118
OPERATIONAL SUGGESTIONS . .51
OUT OF THIN AIR
GARRETT’S FIRST 50 YEARS . . .5
P PERFORMANCE RESERVE
PARTS INVENTORIES
SYSTEMS DISTRIBUTION
CENTERS . . . . . . . . . . . . . .124
PERFORMANCE RESERVE
APR/RPR/MPR . . . . . . . . . . . . .20
PILOT ADVISOR PROGRAM . . . . .2
POST-FLIGHT . . . . . . . . . . . . .40, 99
POWER MANAGEMENT . . . . .13, 70
PREFLIGHT . . . . . . . . . . . . . .28, 87
PRODUCT IMPROVEMENT . . . .125
PUBLICATIONS . . . . . . . . . . . . .125
R DESIGN . . . . . . . . . . . . . . . .9, 60
ROTATIONAL RESISTANCE . .29, 88
S TRAINING
SERVICING INFORMATION
FUELS . . . . . . . . . . . . . . . . . . .54
LUBRICANTS . . . . . . . . . . . . . .54
SHUT-DOWN . . . . . . . . . . . . .40, 98
SHUT-DOWN INFLIGHT . . . .46, 120
SPECIFICATIONS . . . . . . . . . .25, 61
TFE731-20/20R . . . . . . . . . . . .61
TFE731-40/40R . . . . . . . . . . . .63
TFE731-60 . . . . . . . . . . . . . . . .66
SPOOL-DOWN TIME . . . . . . .40, 99
SYSTEMS . . . . . . . . . . . . . . . .14, 70
AUTOMATIC PERFORMANCE
RESERVE (APR) . . . .20, 73, 134
DIGITAL ELECTRONIC ENGINE
CONTROL (DEEC) . .14, 70, 135
EEC/DEEC . . . . . . . . . . . . . . . .14
143
ENGINE FAULT MONITORING .80
ENGINE VIBRATION . . . . . . . .80
FUEL . . . . . . . . . . . . . . . . .22, 78
IGNITION . . . . . . . . . . . . . . . .79
LUBRICATION . . . . . . . . . .21, 78
MANUAL PERFORMANCE
RESERVE (MPR) . . . . . .21, 138
N1 COMPENSATION . . . . . . . .76
SYSTEMS . . . . . . . . . . . .19, 73
RESTRICTRED PERFORMANCE
RESERVE (RPR) . . . . . . .21, 139
SYNCHRONIZATION . . . . . . . .23
SYNCHRONIZER . . . . . . . . . . .74
T
TAKEOFF . . . . . . . . . . . . . . . .36, 95
TARGET N1 . . . . . . . . . . . . . .36, 95
TAXI . . . . . . . . . . . . . . . . . . . .36, 95
TFE731
DESCRIPTION . . . . . . . . . . . . . .9
EVOLUTION . . . . . . . . . . . . . . .5
FAMILY . . . . . . . . . . . . . . . . . . .4
TRAINING PROGRAMS . . . . .126
INTERMEDIATE
MAINTENANCE . . . . . . . . .126
LINE MAINTENANCE . . . . . . .126
LOCATION . . . . . . . . . . . . . .127
ON-SITE . . . . . . . . . . . . . . . . .128
PILOT AND MAINTENANCE .126
PILOT FAMILIARIZATION . . .127
W
WEIGHTS AND DIMENSIONS . . .25