Training Manual - 10W12 M250 SII-Desbloqueado

GTP 8262
EXPORT CONTROLLED
Rolls-Royce
Model 250
Series II Engine Training Manual
WARNING
This document may contain information subject to the International
Traffic in Arms Regulation (ITAR) or the Export Administration
Regulation (EAR) of 1979. This information may not be exported,
released, or disclosed to foreign nationals without first complying with the
export license requirements of the International Traffic in Arms
Regulation (ITAR) and/or the Export Administration Regulation (EAR). A
violation of the ITAR or EAR may be subject to a penalty of up to 10
years imprisonment and a fine of $100,000 under U.S.C. 2778 or Section
2410 of the Export Administration Act of 1979. Include this notice with
any reproduction portion of this document.
PROPRIETARY NOTICE
This technical data and the information embodied herein is the property of and
proprietary to Rolls-Royce Corporation, and shall not, without prior written permission
of Rolls-Royce Corporation, be disclosed in whole or in part to third parties. This
legend shall be included on any reproduction of this data in whole or in part.
10W12
Revision No. 5
©2007 Rolls-Royce Corporation

EXPORT CONTROLLED
250-C20B Training Manual
TABLE OF CONTENTS
SUBJECT PAGE SUBJECT PAGE

INTRODUCTION 1 COMPRESSOR BLEED AIR AND ANTI-ICING
FUNDAMENTALS MODEL 250 SERIES SYSTEMS 109
TURBOSHAFT ENGINE 9 FUEL SYSTEM SCHEMATIC 115
HELICOPTER COMPONENTS 19 FUEL PUMP - FUEL FILTER - FUEL NOZZLE 121
FLIGHT AND ENGINE CONTROLS 21 FUEL CONTROL BENDIX SYSTEM 127
MODEL 250 SERIES TURBOSHAFT ENGINE ELECTRICAL COMPONENTS 155
OPERATION IN A HELICOPTER 23
LIST OF COMMON ABBREVIATIONS 25
ACCESSORIES LOCATION 27
COMPRESSOR ASSEMBLY 43
COMBUSTION ASSEMBLY 55
GAS PRODUCER TURBINE ASSEMBLY 59
POWER TURBINE ASSEMBLY 69
ACCESSORY GEARBOX ASSEMBLY 81
TORQUEMETER 95
LUBRICATION SYSTEM 99
This manual is for training purposes only. The training guide material is not to be used as a
supplement to, or in lieu of, any maintenance publications for the subject engine.
EXPORT CONTROLLED i
NOTE
In addition to general engine information, the introduction also includes a brief description of the major
engine sections and their functions, engine systems, and the fundamentals of gas turbine engines.
More detailed information is found in the following sections.
EXPORT CONTROLLED ii
INTRODUCTION COMPRESSOR STAGE:
The Rolls-Royce Model 250 series turboshaft engine is an Consists of a rotor and a stator. The rotor blades accelerate
internal combustion gas turbine engine featuring a free power the air into the stator vanes. The vanes decrease the
turbine. The engine consists of a combination axial-centrifugal velocity and increase the static pressure of the air.
compressor; a single can type combustor; a turbine assembly
TURBINE STAGE:
which incorporates a two-stage gas producer turbine, a two-
stage power turbine and an exhaust collector; and an accessory Consists of a stator and a rotor. The stator vanes accelerate
gearbox which incorporates a gas producer gear train and a the exhausting gases into the rotor blades, and the blades
power turbine gear train. absorb energy from the gases.
The following definitions apply to this engine: COMPRESSOR AND TURBINE STAGES NUMBERING:
FRONT: Numbered in the direction of airflow. The compressor axial
The compressor end of the engine. stages are numbered 1 through 6, with the 1st stage at the
REAR: front and the 6th stage at the rear. The turbine rotor stages
are numbered 1 through 4, with the 1st stage at the rear and
The combustion end of the engine. the 4th stage at the front.
TOP: MAIN BEARINGS NUMBERING:
The exhaust gases outlet side of the engine. Numbered 1 through 8 in a front to rear direction.
BOTTOM: Compressor rotor bearings are Nos. 1 and 2; the spur
adapter gear shaft bearing is No. 2-1/2; helical power train
Determined by scavenge oil outlet fittings and burner drain drive (pinion) gear bearings are Nos. 3 and 4; power turbine
plug. rotor bearings are Nos. 5 and 6; and gas producer turbine
RIGHT AND LEFT: rotor bearings are Nos. 7 and 8. There are nine main
bearings.
Determined by standing at the rear of the engine and facing
forward. Major Assemblies of the Engine are as follows:
DIRECTION OF ROTATION: 1. Compressor Assembly
Determined when standing at the rear of the engine and 2. Combustion Assembly
facing forward. The gas producer turbine and power turbine 3. Turbine Assembly
rotors rotate in a clockwise direction. 4. Accessory Gearbox Assembly
ACCESSORIES ROTATION:
Determined by facing the accessory mounting pad.
EXPORT CONTROLLED 1
COLD SECTION: The compressor rotor assembly is a combination axial-
centrifugal type with six axial stages and one centrifugal stage.
Consists of the compressor and accessory gearbox The axial stages are precision-cast combination wheel and
assemblies. blade assemblies, and the centrifugal stage consists of a
HOT SECTION: precision-cast impeller. The wheel and blade assemblies and
the impeller are made from stainless steel. The compressor
Consists of the combustion and turbine assemblies. rotor front (No 1) bearing is housed in the compressor front
Compressor Assembly support, and the compressor rotor rear (No. 2) bearing is
The compressor assembly consists of a compressor front housed in the compressor rear diffuser. The No. 2 bearing
support assembly, compressor rotor assembly, compressor serves as the thrust bearing for the compressor rotor assembly.
case assembly, and compressor diffuser assembly. The compressor case assembly consists of an upper case half
The compressor front support, fabricated from stainless steel, and a lower case half. These half cases, fabricated from
has seven hollow radial struts brazed to a double wall outer skin stainless steel, have flanges at the front, rear, and horizontal
and a double wall hub. The struts are designed to direct and splitlines. The compressor front support is secured to the front
distribute air into the compressor rotor in an efficient manner. flange, and the compressor front diffuser is secured to the rear
Operation of the engine in icing conditions can result in flange. The upper and lower cases are retained together at their
undesirable ice formations on the compressor front support. splitline flanges. The constant diameter compressor case
Therefore, the engine is equipped with a hot air type anti-icing assembly houses and retains the cantilever-designed
system. If icing conditions are encountered, the pilot turns on compressor vane assemblies. The stainless steel vanes are
the anti-icing system, and hot compressor discharge air is brazed to their respective outer bands, and the outer bands are
directed to two ports on the compressor front support. Hot air spot welded to the compressor case halves. Thermal-setting
flows between the walls of the outer skin into the hollow radial plastic is centrifugally cast to the inside surface of the case
struts, through the struts, and between the walls of the hub. halves and vane outer bands. To have good compressor
Anti-icing air is exhausted out of slots on the trailing edges of efficiency, it is necessary to have minimum clearance between
the struts and out of holes in the hub. The flow of the hot anti- the rotor blade tips and case. The use of plastic in the case
icing air keeps the temperature of the compressor front support provides for minimum rotor blade tip clearance. If the blade tips
above the freezing point of water and, thus, the engine is anti- contact the plastic, the plastic will be abraded or worn away
iced. The compressor rotor front (No. 1) bearing is housed and without damage to either the case or the blades. In order for the
supported in the compressor front support. Pressure oil for engine to have good acceleration characteristics, it is necessary
lubrication is delivered to the No. 1 bearing through a tube in the to bleed air off of the compressor at lower compressor pressure
upper strut of the compressor front support. Oil is scavenged ratios. The compressor case assembly has provisions for
from the compressor front support through a tube in the bottom mounting a bleed air control valve which bleeds air off the 5th
strut. A spring-loaded carbon rubbing type seal is used to stage of the compressor during starting and all engine operation
prevent oil leakage from the compressor front support. at low pressure ratios.
EXPORT CONTROLLED 2
The compressor diffuser assembly consists of stainless steel Combustion Assembly
front and rear diffusers, a diffuser scroll, and a diffuser vane
The combustion assembly is comprised of the combustion outer
assembly. The compressor rotor impeller is housed within the
case and a combustion liner. The combustion outer case is a
diffuser assembly. For good efficiency, there must be minimum
fabricated stainless steel part with tapped bosses for mounting a
impeller front face clearance. Therefore, aluminum is sprayed
burner drain valve, a fuel nozzle, and a spark igniter. Two
on the contoured front diffuser. If the impeller should contact the
burner drain valve bosses are provided. The burner drain valve
front diffuser, the aluminum will be abraded or worn away
threads into the boss nearest the gravitational bottom, and the
without damage to either the front diffuser or impeller. The
other boss is plugged. The fuel nozzle and spark igniter boss
diffuser vane assembly has vanes which direct air from the
are on the rear side of the combustion outer casing. The fuel
impeller into the diffuser scroll. The scroll collects the air and
nozzle threads into the boss and extends into the center of the
delivers it to two elbows. Each elbow contains stainless steel
combustion liner dome. The spark igniter threads into the boss
turning vanes which redirect the airflow from an outward to a
and extends into the combustion liner dome. The fuel nozzle
rearward direction. Compressor discharge air tubes deliver
positions and supports the aft end of the combustion liner, and
compressed air from the outlet of the elbows to the combustion
the spark igniter locates the combustion liner in a circumferential
outer case. There are two labyrinth type seals in the compressor
position. The combustion outer casing is flanged on the front for
rotor rear (No. 2) bearing area. The sealing knives of these
mounting of the combustion assembly to the gas producer
labyrinth seals are located on the rear side of the impeller. The
turbine support. The combustion liner must provide for rapid
stationary part of the labyrinth seals is aluminum graphite
mixing of fuel and air, and it must control the flame length and
sprayed into the rear diffuser. One of these labyrinth seals position such that flame does not contact any metallic surface.
serves as an air seal which minimizes the leakage of
compressor discharge air. The air, which leaks past the air seal, Turbine Assembly
enters a cavity formed by the impeller and rear diffuser. This The turbine assembly of the engine is that part of the engine
cavity is vented from the engine through a restricted passage which incorporates the components necessary for the
such that the cavity pressure is somewhat above engine development of power and the exhausting of gases. The turbine
compartment pressure. A small amount of air flows rearward assembly has a two-stage gas producer turbine and a two-stage
from this cavity through the other labyrinth seal and into the power turbine. Power to drive the compressor rotor is furnished
interior of the accessory gearbox. Thus, this labyrinth seal by the gas producer turbine rotor through a direct drive. The
serves as an oil seal for the No. 2 bearing because the air flow power turbine rotor converts the remaining gas energy into
through the seal prevents oil leakage. The rear diffuser slip fits power which is delivered to the power output pads of the
into an opening of the accessory gearbox, and it is retained to engine. Exhausting gases from the power turbine are directed
the accessory gearbox by five bolts. The diffuser scroll has five into the exhaust collector support which provides for exhaust
ports from which air can be bled or compressor discharge air flow through two elliptical ducts at the top of the engine. These
pressure sensed. Two of these ports are customer bleed air ducts are 40 degrees on either side of the top vertical centerline.
ports, and the remaining ports are utilized by the anti-icing air
valve, fuel control system pressure sensing, and compressor The turbine assembly consists of the gas producer turbine
bleed air control valve pressure sensing. support assembly, gas producer turbine rotor assembly, power
EXPORT CONTROLLED 3
turbine support assembly, power turbine rotor assembly, and which lubricates the No. 5 bearing, drains into the accessory
the exhaust collector support assembly. gearbox sump.
The gas producer turbine consists of the 1st and 2nd turbine Labyrinth type and minimum leakage face type oil seals are
stages, and the power turbine consists of the 3rd and 4th utilized in the turbine assembly. Because of their simplicity,
turbine stages. The gas producer and power turbine rotors are labyrinth seals are used where a quantity of oil does not
not mechanically coupled, but they are gas coupled, in that the accumulate. A face type seal has been used only in that area
exhausting gases must flow through the four turbine stages. The where an accumulation of static oil may exist due to the engine
power turbine is a free turbine, since it is free to rotate at a attitude. The No. 5 bearing oil seal is a face type seal which
different speed than the gas producer turbine rotor. The free consists of a mating ring seal that rotates and a stationary
power turbine design has the following advantages: bellows oil seal. The bellows "spring" loads the sealing surface
1. Added operational flexibility, for there is the freedom of against the mating ring seal. The Nos. 6, 7, and 8 bearing oil
independent selection of gas producer rotor and power seals are labyrinth type seals.
turbine rotor speeds. The 1st, 2nd, 3rd, and 4th stage turbine nozzles are housed and
retained in the gas producer turbine support, power turbine
2. Improvement of overall engine performance, because each support, and aft end of the exhaust collector support. The
turbine can be designed for maximum efficiency at its turbine nozzles serve as the stators for the turbine assembly.
primary operating speed. The turbine nozzles increase the velocity of the exhausting
3. Facilitates engine starts in that the starter does not have to gases and direct the gases at the proper angle onto the turbine
crank the power turbine and helicopter rotor system. rotor blades of their respective stages.
Each turbine rotor assembly must be radially supported and The accessory gearbox assembly has five studs used for the
axially retained. The gas producer turbine rotor rear No. 8 support and retention of the exhaust collector support. The
bearing, which serves as a thrust bearing, is housed in the gas power turbine support is flange-mounted to the exhaust collector
producer turbine support. The power turbine support houses the support. The gas producer turbine support is flange-mounted to
gas producer rotor front No. 7 bearing and the power turbine the power turbine support. The vertical firewall, a stainless steel
rotor rear No. 6 bearing. These two bearings are for radial stamping, is positioned between the accessory gearbox
support only. The power turbine rotor front No. 5 bearing, which assembly and the exhaust collector support. The horizontal
serves as a thrust bearing, is housed in the exhaust collector firewall shield, a stainless steel stamping, is positioned beneath
support. the turbine assembly. The vertical firewall and horizontal firewall
The gas producer turbine support has provisions for the delivery shield serve as a barrier between the hot and cold sections of
of oil to the No. 8 bearing, and the power turbine support has the engine.
provisions for delivery of oil to the No. 7 and No. 6 bearings. Accessory Gearbox Assembly
The accessory gearbox has provisions for the delivery of oil to The accessory gearbox is the primary structural member of the
the No. 5 bearing. The gas producer turbine and power turbine engine. It provides mounting and support for the compressor
supports each have a sump from which oil is scavenged. Oil, and turbine assemblies. The gearbox housing, which is the most
EXPORT CONTROLLED 4
rigid structural member of the engine, has four engine mounting helicopter manufacturer can extract power from either or both
pads. The side pads must be utilized, and the helicopter pads.
manufacturer has his choice of using either the top or bottom The accessory gearbox has a main oil pressure sensing port, a
pad. The accessory gearbox contains most of the lubrication torque pressure sensing port, an oil inlet port, a scavenge oil
system components and incorporates two separate gear trains. return port, oil tank vent port, and an overboard vent port. The
The purpose of the power turbine gear train is to reduce the helicopter manufacturer provides the oil tank, oil cooler, and all
engine speed from 33,290 rpm at the power turbine rotor to lines which connect the engine lubrication system to the
6,016 rpm at the power output pads. The power turbine gear helicopter oil supply system and indicating system. The oil tank
train incorporates a torquemeter to measure engine output is vented to the interior of the gearbox, and the gearbox is
torque. The power turbine tachometer generator and power vented overboard.
turbine governor are driven by the power turbine gear train. The
gas producer gear train provides drive for the oil pumps, fuel The torquemeter, within the accessory gearbox, is in the power
pump, gas producer fuel control, gas producer tachometer turbine gear train. The power turbine gear train has helical gears
generator, and starter-generator. The accessory gearbox which produce an axial thrust on the torquemeter whenever
assembly has a spare accessory mounting pad. If an accessory torque is delivered to the power output gear. The axial thrust is
is mounted on this spare pad, it would be driven by the gas directly proportional to the torque transmitted through the helical
producer gear train. During starting, the starter-generator cranks gears. Pressure oil, delivered to the torquemeter, is metered as
the engine through the gas producer gear train. required by the torquemeter to counterbalance the axial thrust.
Thus, torquemeter pressure is directly proportional to the output
The accessory gearbox housing and cover are magnesium alloy torque. The accessory gearbox has a torquemeter pressure
castings which house the bearings used to support the power port. The helicopter manufacturer provides the line which
turbine and gas producer gear trains. The oil pump assembly, connects this port to the helicopter-furnished torque indication
which incorporates a pressure element and four scavenge system.
elements, is mounted within the gearbox on the housing. An oil
filter assembly is mounted on and extends into the top of the Lubrication System
housing. Oil tubes, along with drilled passages in the gearbox The lubrication system is a circulating dry sump type with an
housing and cover, transport pressure oil and scavenge oil as external oil tank and oil cooler both mounted and furnished by
required by the lubrication system. Pressure oil is filtered and the helicopter manufacturer. This system is designed to furnish
then delivered to oil transfer ports and to oil nozzles within the adequate lubrication, scavenging, and cooling as needed for
gearbox. Scavenge elements of the oil pump assembly bearings, splines, and gears regardless of helicopter attitude or
scavenge oil from the compressor front support, gas producer altitude. Oil jet lubrication is provided to all compressor, gas
turbine support, power turbine support, and gearbox sumps. producer turbine, and power turbine rotor bearings, and to
The accessory gearbox provides mounting pads for the bearings and gear meshes of the power turbine gear train with
accessories driven by the power turbine and gas producer gear the exception of the power output shaft bearings. The power
trains. The accessory gearbox has two power output pads: one output shaft bearings and all other gears and bearings are
on the front and the other on the rear side of the gearbox. The lubricated by oil mist.
EXPORT CONTROLLED 5
A spur gear type oil pump assembly, consisting of one pressure into the seven hollow radial struts. The hot air flowing through
element and four scavenge elements, is mounted within the the radial struts exhausts either out of small slots in the trailing
accessory gearbox. An oil filter housing assembly, consisting of edge of the struts or out the double wall bullet-nose hub of the
an oil filter, filter bypass valve, and pressure regulating valve, is compressor front support.
located in the upper right-hand side of the accessory gearbox. A Compressor Bleed Air System
check valve is located in the oil filter outlet passage to prevent
oil from the aircraft oil system from draining into the engine. The compressor bleed air system is an entirely automatic
system. It bleeds air from the 5th stage of the compressor
Oil from the tank is delivered to the pressure pump which during engine starting, acceleration, and at low compressor
pumps oil through the oil filter and then to various points within pressure ratio operation. This system includes a bleed air
the engine for lubrication. The check valve is open when the control valve attached to the compressor case and the
engine is running, and closed when the engine is not in necessary plumbing between the diffuser scroll and the bleed
operation. The system oil pressure is regulated to 115 to 130 air control valve.
psig by the pressure regulating valve. The oil pressure is
regulated to this relatively high value in order to balance high The bleed air control valve is a modulating pneumatic control. It
axial gear thrust in the torquemeter. This high thrust value is bleeds 5th stage pressure over a specific range of the ratio of
necessary to minimize friction effects and provide accurate compressor discharge pressure to ambient pressure. This valve
measurement of torque. bleeds 5th stage pressure at low pressure ratios to unload the
compressor in order to prevent compressor stall and surge.
Anti-icing System
Ignition System
Operation of the engine during icing conditions could result in
ice formations on the compressor front support. If ice were Ignition is only required during the starting cycle since the
allowed to build up, air flow to the engine would be affected and combustion process is continuous. Once Ignition takes place,
engine performance decreased. Therefore, the engine has an the flame in the combustion liner acts as the ignition agent for
anti-icing system to prevent ice formation on the compressor the fuel-air mixture.
front support. The ignition system is composed of three basic components: a
The anti-icing system includes an anti-icing valve mounted at low tension capacitor discharge ignition exciter assembly, a
the 12-o'clock position on the front face of the diffuser scroll, two spark igniter lead, and a shunted surface gap spark igniter. This
stainless steel lines between the anti-icing valve and the system is powered by the helicopter 28 volt d-c electrical
compressor front support, and passages within the compressor system, but it will function from 14 to 29 volt d-c input. All
front support. Anti-icing system operation must be selected by components are engine-mounted, connected, and function as
the pilot. an integral part of the engine.
When the system is in operation, compressor discharge air, Temperature Measurement System
which has been heated due to compression, will flow through An equal resistance branch thermocouple harness assembly
the anti-icing valve and tubes to the compressor front support with four integral probes is used to sense the temperature of the
passages. Hot air flows between the double wall outer shell and
EXPORT CONTROLLED 6
gases on the outlet side of the gas producer turbine rotor. Each 3. Meter fuel as a function of gas producer rpm (N1) during
thermocouple probe consists of a single element, Chromel- starting and ground idle operation - gas producer fuel control
Alumel assembly with a bare wire junction. A d-c voltage, which pointer at 30 degrees.
is directly proportional to the gas temperature it senses, is
generated by each thermocouple. The thermocouples are 4. Meter fuel as a function of power turbine rpm (N2) when gas
connected in parallel and provide an average of the four producer fuel control pointer is at 90 degrees.
voltages representative of the turbine outlet temperature (TOT) 5. Meter fuel as a function of N1 and N2 during the time the gas
for cockpit temperature indication. producer fuel control pointer is positioned from 30 and 90
Fuel System degrees.
The fuel system includes the following, and their locations are 6. Meter fuel such that the selected N2 will be maintained when
indicated: the gas producer fuel control pointer is at 90 degrees.
Fuel Pump and Filter Assembly – Bottom rear side of the 7. Provide the means of limiting N1 to approximately 104%
accessory gearbox assembly. when the gas producer fuel control pointer is at 90 degrees.
This protection is needed only in the event of power turbine
Gas Producer Fuel Control – Right rear side of accessory
governor malfunction.
gearbox assembly
8. Provide a means of stopping fuel flow to the engine.
Power Turbine Governor – Left rear side of accessory
gearbox assembly Single Element Fuel Pump & Filter Assembly
Fuel Nozzle - Center rear side of combustion outer casing The fuel pump and filter assembly incorporates a single gear-
type pumping element, a filter, and a bypass valve. In the event
Burner Drain Valve – Gravitational bottom of combustion of unusual fuel contamination, the filter bypass valve opens to
outer casing permit continued fuel flow to the pumping element. When the
The engine operates on commercially available jet fuels or engine is in operation, the gas producer fuel control bypasses
approved alternates. Refer to applicable manuals on this engine fuel back to the pump assembly.
for a listing of approved fuels or alternates. The fuel system Gas Producer Fuel Control & Power Turbine Governor
must deliver metered fuel to the fuel nozzle, as required, to
meet all possible conditions of engine operation either on the The gas producer fuel control and the power turbine governor
ground or in flight. This imposes a number of requirements on provide for a fuel metering system. This system senses gas
the fuel system. The fuel system must: producer rpm (N1), power turbine rpm (N2), compressor
discharge pressure, and twist grip (G.P. Fuel Control Lever)
1. Have the capability of starting the engine under all ambient position to regulate and maintain fuel flow between established
conditions. values. The system meets the following requirements:
2. Meter fuel to prevent compressor stall and surge. 1. Provides speed governing of the power turbine rotor.
EXPORT CONTROLLED 7
2. Provides overspeed protection for the gas producer rotor predetermined value. This valve remains closed during all
system. engine operation. At engine shutdown, a spring opens this
valve, thus preventing any accumulation of fuel in the
3. Provides overspeed protection for the power turbine rotor
combustion outer casing. The valve is primarily required to drain
system. liquid fuel in the event of a false start, where fuel is introduced
4. Regulates engine functions during starting, acceleration, and combustion does not occur.
governing, deceleration, and shutdown.
Accumulator & Double Check Valve
These units are used only with the Bendix Fuel System and they
are located in the pneumatic line between the power turbine
governor and the governor reset section of the gas producer
fuel control. They are incorporated to dampen torsional
vibrations encountered in helicopter rotor systems and thus are
unique to each engine/helicopter installation. Consult the
operation and maintenance manual for proper configuration for
your helicopter.
Fuel Nozzle
The fuel nozzle has a single entry and a dual outlet orifice. This
nozzle provides a finely atomized spray of fuel at all flow
conditions required by the engine. It is designed to provide an
optimum spray angle for starting the engine, plus even
distribution of fuel into the combustion liner. The nozzle is
equipped with a filter to minimize the possibility of
contamination. The metering valve is designed to prevent
dribbling of fuel after shutdown. At the tip of the nozzle, an air
shroud surrounds the dual orifices. The air shroud contains a
number of holes through which air is directed at high velocity,
thus minimizing the possible formation of carbon around the
orifices.
Burner Drain Valve
The burner drain valve located on the bottom of the combustion
outer casing is spring-loaded to the open position. This valve is
closed when the combustion chamber pressure exceeds a
EXPORT CONTROLLED 8
FUNDAMENTALS OF THE MODEL 250 SERIES be designed such that ice formations cannot result in complete
TURBOSHAFT ENGINE blockage of airflow to the compressor. The intake section must
also incorporate some means of preventing the entry of foreign
This engine is an internal combustion engine and, therefore, has objects which could damage the engine. The compressor front
the requirement for intake, compression, combustion, and support has seven radial struts which serve as entrance guide
exhaust. However, there is no cycle such as in the internal vanes to direct air onto the 1st stage compressor blades.
combustion reciprocating engine which depends on a power
stroke for the absorption of energy from the gases of Compressor Section
combustion for the development of shaft horsepower. In the The compressor section produces an air pressure and
turbine engine, the cycle is continuous, with the combustion temperature rise. The air temperature and air pressure increase
process being continuous. The absorption of energy from the as the air passes through the compressor. The compressor is
gases of combustion and the development of shaft horsepower comprised of six axial stages and one centrifugal stage. The 1st
are accomplished in the engine by means of four turbine stages stage compressor rotor blades accelerate the air rearward into
which are located between the combustion and exhaust the 1st stage vane assemblies. The 1st stage vane assemblies
sections. The turbines provide the means of extracting gas slow the air and direct it into the 2nd stage compressor rotor
energy and converting it into mechanical energy in the form of blades. The 2nd stage compressor rotor blades accelerate the
shaft horsepower. Therefore, this engine is classified as a gas air rearward into the 2nd stage vane assemblies, and so on
turbine engine, and it must have the following operational through the compressor rotor blades and vanes until air enters
sections for producing power: the impeller.
1. Intake The impeller accelerates the air centrifugally through the diffuser
2. Compressor and into the scroll which collects the air and delivers it to two
divergent compressor discharge air tubes. The highest total air
3. Combustion pressure is at the inlet of the scroll. As the air passes rearward
4. Turbine through the compressor discharge air tubes, there will be a
5. Exhaust slight drop in total air pressure.
The operational sections of the engine do not necessarily The compressor may be thought of as an air pump. At any
correspond with structural assemblies of the same name. specified rpm within the designed range of operation, the
volume of air pumped by the compressor will be a definite
Intake Section
amount. The weight of a specified volume of air will be affected
The intake section consists of the helicopter-furnished air inlet by the density (weight per unit volume) of the air. Factors that
ducting and the engine compressor front support. One of the affect air density are as follows:
factors, which determines the power being developed by a 1. Compressor Air Inlet Temperature
turbine engine, is the weight of air that flows through the engine
per unit of time. Due to this fact, the intake section must offer An increased temperature reduces air density.
minimum restriction to the flow of air. The intake section must
EXPORT CONTROLLED 9
2. Compressor Air Inlet Pressure and the pressure rise is approximately 7:1. The compressor
An increased pressure increases air density. requires a considerable amount of shaft horsepower to pump air
and give this air a pressure and temperature rise. On a standard
3. Humidity day, the compressor requires approximately 600 shp at 100%
An increased humidity reduces air density. This is a very rpm. The shaft horsepower required by the compressor varies
small factor as compared to temperature and pressure directly with air density and N1 rpm. The gas producer turbine
changes. must develop the horsepower required by the compressor.
4. Ram Combustion Section
An increased ram increases air density. Ram is due to The air pumped by the compressor is required for the
aircraft forward speed. Air temperature and air pressure are combustion of fuel, internal cooling, and mass flow for power
both increased as ram increases, but the increase in development. Approximately 20 to 25% of the air is required to
burn the fuel in the combustion process. The remaining air is
pressure has a considerably greater effect on increasing air
used for cooling. Most of the cooling air enters the combustion
density than the temperature increase has in reducing it.
liner in such a manner that the flame pattern is prevented from
At 100% N1 (50,970) rpm, the compressor pumps approximately impinging on the wall of the combustion liner. The hot gases of
44.5 ft3/sec of air. With NACA standard day static sea level combustion are cooled by the cooling air, and the cooling air is
conditions (59°F outside air temperature, 29.92 in. Hg. heated by the hot gases of combustion.
barometric pressure, 0% relative humidity, and 0 ram), air
Thus, the resulting temperature of the gases delivered to the
density is 0.07651 lb/ft3. Thus, 44.5 ft3/sec times 0.07651 lb/ft3
turbine section will be within desired limits. The combustion
equals approximately 3.4 lb/sec airflow through the engine on a
section must be designed to meet the following operational
standard NACA day at sea level conditions and 100% N1 rpm. If
requirements:
the air density at the compressor inlet is less than on a standard
day, the weight of airflow per second through the engine is less 1. Provide for efficient combustion.
than 3.4 lb/sec at 100% N1 rpm. If N1 is less than 100% rpm on 2. Enable engine to be started at all operational altitudes with
a standard day, the weight of airflow per second through the extremes of ambient conditions.
engine will be less than 3.4 lb/sec due to decreased volume flow
at lower rpm. On this engine, the N1 rpm varies with the output 3. Completely mix cooling air with hot gases of combustion for
power. If output power is increased, N1 rpm will increase and a controlled and uniform gas temperature prior to flowing
vice versa. Thus, the weight of air pumped by the compressor is into and through the turbine section.
determined by rpm (volume of air pumped) and air density. 4. Control flame length, position, and pattern to prevent hot
As the air is pumped through the compressor by the rotor, the spots and/or burning that would reduce liner life and
air pressure is increased and the temperature of the air is efficiency.
increased due to compression. With NACA standard day static 5. Prevent carbon formations that would reduce combustion
sea level conditions and 100% N1 rpm, the temperature rise efficiency and shorten liner life.
across the compressor (inlet to outlet) is approximately 500°F
EXPORT CONTROLLED 10
Turbine Section up by the rotor blades, slowed down by the compressor (stator)
vanes, and redirected into the next stage of blades. At the same
The design of the turbine section is such as to take advantage
time, the air is squeezed into an ever-decreasing space. This
of impact and reaction of the gases passing through the gas
results in increases of both the air pressure and air temperature.
producer and power turbines. Thus, the turbines may be broadly
classified as an impact-reaction type. The 6th stage compressor vanes direct air into the impeller. The
impeller vanes accelerate the air into the vanes of the diffuser.
Varying fuel flow changes the temperature of the gases passing The diffuser vanes direct air into the diffuser scroll. The diffuser
through the turbine section and, therefore, the amount of energy scroll collects the compressor outlet flow and directs it into two
in the gas stream. Varying the gas energy will result in a elbows of equal size. Each elbow has turning vanes that direct
variation of the expansion rate of the gases, as well as a change the air rearward. Compressor discharge air is delivered to the
in velocity through the turbine. Therefore, any increase in gas combustion section through two divergent compressor
temperature will result in an increase in torque developed by the discharge air tubes located on either side of the engine. These
turbines. As the torque developed by the gas producer turbine tubes, which are identical and interchangeable, diffuse the air as
increases, the N1 rpm increases. The torque developed by the it flows rearward to the combustion outer case. The combustion
power turbine is delivered to helicopter rotor system. outer case incorporates an air distribution basket that directs air
The temperature of the gases passing through the turbine is to the interior of the case and around the combustion liner.
sensed by means of four thermocouples at the outlet of the gas The fuel nozzle, located at the aft end of the combustion outer
producer turbine. This temperature is called turbine outlet case, sprays fuel into the aft end of the combustion liner. Air and
temperature (TOT). fuel are mixed within the combustion liner, and once ignited by
Exhaust Section the spark igniter, continuous combustion occurs as long as fuel
is supplied. Thus, ignition system operation is required only
Exhausting gases from the power turbine are directed into the during starting. The combustion process causes the gases to
exhaust collector support which provides for the exhaust flow at expand. Since air is entering the combustion section from the
right angles to the engine centerline through two elliptic ducts at compressor, the gases expand in a forward direction through
the top of the engine. These ducts are 40 degrees on either side the combustion liner into the turbine section of the engine.
of a vertical line. The helicopter manufacturer provides the
exhaust ducts through which the exhaust gases are ported As the gases expand through the turbine, they are alternately
overboard. The engine produces some jet thrust from the gas speeded up by the vanes of the turbine nozzle assemblies,
energy remaining in the exhaust gases. slowed down by the turbine blades, and redirected into the next
stage of blades. The turbine nozzle vanes direct and distribute
Airflow and Combustion
the gases onto the turbine blades at the proper angle. The
Air is supplied to the inlet of the engine from an airframe- turbine blades develop torque by absorbing energy from the
furnished air inlet duct attached to the compressor front support. expanding exhaust gases. The two-stage gas producer turbine
The struts of the compressor front support guide air in the develops the torque required to drive the compressor and the
proper direction into the 1st stage of the compressor rotor. As gas producer gear train. The two-stage power turbine develops
the air passes through the compressor, it is alternately speeded the torque required to drive the power turbine gear train and
helicopter rotor system. The exhaust gases, leaving the turbine operate the labyrinth seals, and balance the forward thrust of
section, are discharged through the two exhaust collector the gas producer turbine. The power that can be produced by
support outlets located on either side of the top of the engine. A the engine is determined by the mass flow and rate of
helicopter-furnished exhaust duct assembly, attached to the expansion through the turbine. Thus the airflow through the
exhaust collector support, discharges the exhaust gases to engine is required to burn the fuel, to cool internal components
atmosphere. of the engine, and for mass flow for power development.
The accessory gearbox has two gear trains: one driven by the At 100% N1, the gas producer turbine rpm is 50,970. At 100%
gas producer turbine and the other by the power turbine. N2, the power turbine rotor rpm is 33,290, and the power output
Mounting and drive for engine driven accessories are provided shaft rpm is 6,016. When the N2 rpm is 100% and the power
by the accessory gearbox. The engine has two power output output of the engine is changed, N1 rpm and the TOT will
pads located on the front and rear sides of the accessory change. In a hypothetical case, if the operator increases
gearbox. The helicopter manufacturer can extract power from collective pitch, the helicopter system will demand more power
either the front or rear power output pad or from both pads. for a constant N2 of 100%. This causes the fuel system to
Heated and compressed air is extracted from the diffuser scroll schedule more fuel and results in an increase in TOT. As the
for anti-icing of the engine whenever the helicopter encounters TOT increases, the expansion through the turbine increases.
icing conditions. Anti-icing air is directed through the The power developed by the gas producer turbine increases,
compressor front support such that ice cannot form in the air causing N1 to increase. As N1 increases, the mass airflow
passages to the compressor. The diffuser scroll has four other through the engine increases. With an increased mass airflow
ports from which compressor discharge air can be extracted. and increased expansion, the power turbine will develop more
One of these ports is utilized by the compressor bleed air power as called for by the operator. Thus, the result of
control valve; another port is utilized by the engine fuel system; increased collective pitch is the same N2 rpm, but a higher N1
and the remaining two ports can be used by the helicopter rpm, a higher TOT, an increased fuel flow, and a higher power
manufacturer. However, the amount of customer bleed air that output from the engine.
can be bled from the engine is limited by the engine Compressor Surge
specification (approximately 4%).
First of all, let us understand that compressor surge (or stall) is
Approximately 20 to 25% of the oxygen, which enters the not a phenomenon peculiar to any one particular brand or type
combustion section, is required to burn the fuel in the of engine. It may occur in any turbine engine if conditions are
combustion process. Air not required to burn the fuel is called right. Surge has been encountered on two-stage supercharged
cooling air. Cooling air enters the combustion liner such that the or turbocharged reciprocating engines so there is no need to
flame does not impinge on the wall of the combustion liner. The look on it as some mysterious product of current turbine
cooling air mixes with the hot gases of combustion, and the engines.
resultant temperature of the gases entering the turbine section
Engine maintenance and conditions in the field can influence
is within desired limits. A percentage of the cooling air remains
the compressor surge problem. The condition and adjustment of
on the outside of the combustion liner. This air is delivered into
the fuel control and the condition and the cleanliness of the
the turbine section where it is used to cool turbine components,
compressor are of vital importance in maintaining surge-free 4. The ability of the compressor to pump air is a function of
operation. rpm; at lower rpm, the compressor does not pump as
The constant demand for more horsepower and for lower efficiently as it does at higher rpm.
specific fuel consumption will be met by: 5. Compressor blades and vanes are airfoils.
1. Increasing mass airflow through the engine 6. Airflow will separate from an airfoil if the flow velocity is
2. Increasing compressor pressure ratio too low or the angle of attack is too high (stall).
3. Increasing maximum allowable turbine inlet temperature 7. An airfoil stalls when airflow separates from the airfoil. If too
4. Improving compressor and turbine efficiencies many of the compressor airfoils are in a stalled condition,
airflow surge can result.
Quick starts and rapid accelerations are desirable, along with
more power and lower specific fuel consumption. To provide 8. The volume of exhausting gas that can flow through a
high power output engines with superior fuel consumption and turbine is a function of rpm. At low rpm, the volume that can
rapid acceleration characteristics, it is necessary to operate as flow through a turbine will be much less than at high rpm.
close to the surge region as possible. 9. A turbine stage can choke when the volume of gas exceeds
To prevent compressor surge, it is necessary to meter fuel flow that which can expand through it at a given rpm.
properly during the start and acceleration cycle. Some engines In a turbine engine, the airflow is many times that required to
also incorporate variable geometry vanes or bleed valves to support combustion.
prevent compressor surge. Compressors with higher pressure
ratios are more likely to encounter surge problems. The air not required is used for cooling. The burner uses the
cooling air to control the flame length and position within the
Before explaining surge, it is necessary to review certain facts. burner such that it does not contact the burner surfaces. The hot
1. Three ingredients are required for combustion: gases of combustion are cooled by the cooling air and the
cooling air is heated by the hot gases of combustion. There
a. Air
must be acceptable temperature level and distribution as the
b. Fuel gases enter the turbine.
c. Ignition To increase rpm, fuel flow greater than that required to maintain
2. Airflow through a turbine engine has three purposes: constant rpm is required.
a. Supply oxygen to support combustion. If an increased amount of fuel is delivered to combustion, there
will be enough oxygen to burn it. As more air is used for
b. Provide for internal engine cooling. combustion, there will be less available for cooling. Thus burner
c. Provide mass airflow for power development. temperature will increase, resulting in greater expansion and an
increased volume of gases to exhaust through the turbine. If the
3. Airflow through the engine is many times greater than that volume exceeds that which can flow through the turbine at a
required to burn fuel. particular rpm, the turbine will choke.
When the turbine chokes, the burner pressure increases rapidly
to a value equal to or greater than compressor discharge
pressure (CDP). As a result of this excessive back pressure,
airflow from the compressor decreases and can even reverse
direction such that combustion gases will flow into the
compressor. As the oxygen supply in the burner chamber is
depleted, the flame begins to decrease. This results in a rapid
drop in temperature, reduced expansion, and less volume of
gases. Airflow through the turbine is thus restored and the
burner chamber pressure decreases. Back pressure on the
compressor is thus reduced and airflow surges into the burner
chamber. This rapid movement of air into the burner chamber
can blow the flame through the turbine. As the air velocity
becomes less than the burning rate of the fuel, the flame front
moves upstream through the turbine, back into the burner
chamber. If fuel flow remains excessive, the above cycle
repeats itself many times a second.
A compressor airflow surge may produce roughness with
audible rumble, drone, foghorn sound, etc. More pronounced
surges may produce sounds resembling pistol shots. Severe
surge may produce pulsations that cause flame, vapor, or
smoke to appear at the exhaust and perhaps the compressor
inlet. High turbine temperatures accompany compressor surge.
High start temperatures are caused by too much fuel or not
enough air flow. Maintenance should check the acceleration fuel
flow schedule and inspect the compressor for mechanical
damage and cleanliness.
INTENTIONALLY LEFT BLANK
HELICOPTER COMPONENTS Rotor System
To better understand the operation of the Model 250 series The rotor blades of a helicopter are its wings, propeller, speed,
engine, it is first necessary to understand the rudiments of and directional control. Thus, the helicopter is essentially a set
helicopter components and their functions. The following of power-driven rotating wings that support a weight-carrying
paragraphs are brief descriptions of these components and their structure.
functions: Control System
Airframe There are four controls common to helicopters in general: cyclic
The airframe is the basic framework of the helicopter, including pitch control, collective pitch control, throttle control, and anti-
such items as cabin, seats, doors, Plexiglas canopy, landing torque control.
gear, etc. Cyclic Control Stick
Powerplant (Engine) The cyclic control stick controls directional movement of aircraft
The powerplant delivers power to the transmission system, (forward, backward, sideways, left, and right turns) while in
which, in turn, drives the main rotor and the tail rotor. forward flight. Application of this control is called "cyclic" or
cyclic change.
Transmission System
Collective Pitch Stick
The transmission system delivers power from the engine to the
rotor blades at a specific rpm ratio. The collective pitch stick adds or subtracts pitch to the main
Cooling System
rotor blades simultaneously. Controls takeoff, climb, and
descent of aircraft; also, airspeed while in level flight.
Adequate engine compartment cooling is essential to proper Application of this control is called "up or increase collective"
functioning and long service life of the engine and engine- and "down or decrease collective."
mounted components. The cooling system provides the cooling Anti-Torque Control
of the engine compartment.
Free-Wheeling Unit
The anti-torque pedals increase or decrease pitch of the tail
rotor to keep the aircraft on a heading parallel to the desired line
The free-wheeling unit (overrunning clutch) is a device that of flight. These are also used for on-the-spot turns and precision
automatically disengages the engine from the rotor system in work while in a hover. Any change in collective pitch will require
the event of an engine malfunction or sudden power loss. Thus, a compensating change in anti-torque control.
the rotor blades will continue to turn without drag from the Throttle Control
engine. With proper control procedures, the free-wheeling unit
enables the pilot to perform a safe autorotational landing. The throttle, usually a twist grip grip mounted on the end of the
collective pitch stick, controls the position of the gas producer
fuel control throttle lever, which has three basic positions: cutoff,
ground Idle, and full open. In the cutoff position, no fuel will be
delivered to the fuel nozzle.
With the throttle (twist grip) in ground idle, fuel is delivered to the
engine, and the engine runs at ground idle speed. On this
turboshaft engine, it is seldom necessary to coordinate twist grip
and collective pitch stick operation, for the twist grip is in the full
open position during most all operation.
FLIGHT AND ENGINE CONTROLS system. Anti-torque application is opposite in helicopters with
counter-clockwise rotor rotation.
The Flight Control system consists of the aircraft collective
control, cyclic control, tail rotor control, twist grip control, and the Twist Grip Control
N2 governor control switch. The twist grip control is used to change the setting of the lever
Collective Control arm on the gas producer fuel control which affects the fuel flow,
TOT, and, consequently, N1 rpm and torque. The twist grip
The collective control system controls the vertical movement of mounts on the end of the collective pitch stick on most single-
the helicopter. The collective pitch stick adds or subtracts pitch engine helicopters. (Some twin-engine helicopters have this
to the main rotor blades simultaneously. Raising the pitch stick throttle control mounted overhead.) Rotation of the twist grip will
will cause an increasing blade angle which creates more lift, and change the fuel control setting. Three basic positions, cutoff,
the helicopter will rise vertically. This control is then used to idle, and max, are used for the twist grip setting. The twist grip is
control the aircraft takeoff, climb, hover, and descent, as well as fitted with a spring-loaded idle stop to prevent the throttle from
air speed while in level flight. inadvertently being placed in the cutoff position during flight. An
Cyclic Control adjustable friction control is also used with the twist grip to
The cyclic control stick is used to control the directional maintain it at the selected position. Raising and lowering the
movement of the helicopter. The helicopter will fly in the collective pitch has no effect on the twist grip position. To
direction of main rotor disc tilt. The purpose of the cyclic control change the twist grip setting, it must be rotated. Except for some
stick then is to tilt the main rotor disc and control horizontal flight emergency operation, it is not necessary to coordinate twist grip
forward, backward, or sideways of the disc. Cyclic control stick and collective pitch stick operation, since the twist grip is in the
movement causes the opposite main rotor blades to change full open position during all normal flight operations.
angle equally and oppositely, creating a lift differential and N2 Governor Control Switch
causing the main rotor disc to tilt. Application of this control is The N2 governor control switch is used to change the setting of
called cyclic or cyclic change. the lever arm on the power turbine governor which affects the
Tail Rotor Control fuel flow, N1 rpm, N2 rpm, TOT, and torque. Movement of the
The tail rotor control system is used to control the directional switch to increase or decrease position energizes a reversible
heading of the helicopter. The anti-torque pedals in the cockpit motor that, through the aircraft linkage, rotates the power
control the blade angle of the tail rotor. The tail rotor functions turbine governor lever arm. The total travel of the lever arm is
as an anti-torque device. As the collective pitch is raised (on limited by minimum and maximum set screws provided in the
helicopters with counter-clockwise main rotor rotation), more aircraft linkage. This switch is located on the end of the
power is supplied from the engine. This tends to turn the collective pitch stick, and is commonly referred to as the beeper.
helicopter to the right. To correct for this turning tendency, a left
pedal must be added. When power is reduced, a simultaneous
movement of the right pedal is required, or the helicopter will
yaw to the left. This system is also called the anti-torque control
MODEL 250 SERIES TURBOSHAFT ENGINE OPERATION a rotor brake that allows the engine to be started with no NRN2
IN A HELICOPTER rotation until the brake is released.)
The rotor speed on a helicopter must be kept within certain Increase Collective Pitch
limits. If rotor rpm is too high, the resulting centrifugal forces can Let us assume that the engine has been started, is running at
overstress the rotating parts. If the rotor rpm is too low, stabilized ground idle, and that takeoff power is required. The
excessive rotor blade coning (upward bending) will result, also operator must move the twist grip from ground idle to full open.
causing damage to the rotor system. Therefore, the engine When this is done, the gas producer fuel control governor spring
control system for helicopter installations must control the power is reset from the N1 ground idle rpm setting to the N1 overspeed
output of the engine such that the rotor rpm (NR) remains within governor setting. This results in an increase in N1 rpm, an
established limits. The device, which allows the engine to drive increase in N2 rpm to 100%, and a relatively low shaft
the rotor but prevents the rotor from driving the engine, is called horsepower with the collective pitch stick in minimum. Because
a free-wheeling unit or overrunning clutch. In normal operation, of the type of control system installed on the Model 250 engine,
if the engine power output to the rotor system is changed, both it is not necessary for the operator to coordinate the twist grip
N2 (power turbine rpm) and NR (rotor rpm) will remain constant with the collective pitch stick. As the collective pitch stick is
at 100%. N2 and NR are indicated to the pilot on a dual pulled up, the rotor pitch changes such that the rotor power
tachometer by needles of differing lengths. When N2 and NR requirements increase. Thus, rotor rpm will tend to droop. As N2
percentage are the same, the tachometer indicator N2 and NR droops, the power turbine governor senses the droop and
needles are locked. Split needles describes a condition where initiates the necessary action to cause the gas producer fuel
the percentage of NR is greater than the percentage of N2 due to control to increase fuel flow. As the fuel flow increases, N1 rpm
a power loss. When the needles are split in this manner, the increases and enough mass airflow is generated to maintain N2
engine delivers no power to the helicopter rotor, and the at 100%.
helicopter rotor turns independent of the engine. The characteristics of the power turbine governor are such that
Starting as the helicopter rotor system power requirements are
When starting an engine, it is always desirable to have a decreased, then N2NR tends to increase. On helicopters, it is
minimum starter load. Thus, an engine must be able to be highly desirable to vary rotor system power requirements
started without the helicopter rotor imposing any load on the without having a change in N2NR rpm as described in the
starter. Helicopters incorporate a clutch system that enables the previous paragraph. Therefore, to prevent N2NR rpm variation
starter to start the engine and not turn the rotor. This clutch when a power change is made, the helicopter manufacturer
system also allows for a gradual stress-free pickup of rotor provides a droop compensator which acts on the power turbine
momentum while the system is being engaged. When a 250 governor such that the N2NR rpm will be held constant as power
series engine is started, N2NR speed will not begin to increase to the rotor system is varied. The droop compensator resets the
when the starter cranks the engine. N2NR speed gradually power turbine governor spring during power changes such that
increases as N1 speed increases to idle rpm. Thus, a free the resulting stabilized N2NR following a power change is the
turbine allows for stress-free pickup of rotor momentum and same as it was before the power change. Thus, when the
permits cranking of an engine with the rotor imposing no load on operator increases collective, the power delivered to the rotor
the starter. (Note: Some Model 250 powered helicopters employ system will increase and the stabilized N2NR rpm will remain the
same. In the event it is necessary to reset the power turbine too soon on an autorotational landing, a hard touchdown will
governor by some means other than the droop compensator, result.
the helicopter manufacturer provides an electrical beeper Practice autorotational landing can be made by simulating an
system. By means of a manually positioned beeper switch, the engine failure. This is accomplished by moving the twist grip to
beeper system resets the power turbine governor such that ground idle, which results in the engine output to the helicopter
N2NR rpm will be governed at a different speed. rotor being reduced to zero. Thus the overrunning clutch can
Autorotation function, and the N2NR tachometer indicator needles can split.
In the event of an engine failure during flight, a helicopter can Engine Failure Warning System
make a safe autorotational landing without damage to the The natural pilot response to loss of altitude is to increase the
helicopter or injury to personnel. An autorotation is a condition collective pitch. If the loss of altitude is due to an engine failure
of flight wherein helicopter rotor (NR) speed and the resultant lift and the pilot increases collective pitch, N2NR rpm will rapidly
are derived entirely from the airflow through the rotor system. If decrease and a soft autorotational landing may be impossible.
an engine fails or power loss is such that powered flight is no When an engine fails on a helicopter powered by a reciprocating
longer possible, the pilot must immediately initiate autorotation. engine, there is a significant change in sound level. Thus, the
This is done by moving the collective pitch lever down to select pilot is warned of the engine failure by the change in sound
minimum rotor pitch. As the helicopter descends, the airflow up level. On gas turbine powered helicopters, an engine failure in
through the rotor will maintain NR speed, the overrunning clutch flight is not easily detected, as there is very little sound level
will prevent the rotor system from delivering power to the variation at the time of power loss. For this reason, helicopters
engine, and the N2NR tachometer indicator needles will split. powered by Model 250 engines are equipped with an engine out
During the descent, the pilot maintains the desired airspeed and warning system.
controls the directional movement of the helicopter via the cyclic
control stick and anti-torque pedals. As the helicopter
approaches the desired touchdown point, the pilot flares the
helicopter to slow it down. This normally results in a slight
increase in NR speed. As the forward speed decreases, the
upward flow of air through the rotor decreases and NR speed
again decreases. Thus, the helicopter settles at a slightly
increased rate but with reduced forward speed. When the
helicopter is at the prescribed height above the touchdown
point, the pilot increases collective pitch by pulling the collective
pitch lever upward. At this time, the inertia of the rotor is the
driving force for the rotor system. With the increased collective
pitch, there will be a downward flow of air through the rotor to
decrease the sink rate, and the helicopter can make a soft
touchdown. The NR speed decays rapidly when the collective
pitch is increased. Thus, if increased collective pitch is initiated
Aircraft-Furnished Parts Required for Model 250 Series LIST OF COMMON ABBREVIATIONS
Turboshaft Engine Operation
GPFC - Gas Producer Fuel Control
Operation of the Model 250 series turboshaft engine requires
GPT - Gas Producer Turbine
certain aircraft-furnished parts, which are as follows:
1. Gas producer fuel control lever linkage controlled by twist grip
N1 rpm - Rpm of Gas Producer Turbine
2. Power turbine governor lever linkage controlled by droop N2 rpm - Rpm of Power Turbine
compensator and/or beeper system NR rpm - Rpm of Helicopter Rotor
3. Tachometer indicator and tachometer generator for indication of N2 NR rpm - Tachometer Needles Locked-Power - power turbine
power turbine (N2) rpm. This indicator also provides an indication and helicopter rotor rpm is the same percentage.
of helicopter rotor (NR) rpm. No. 1 Bearing - Compressor Rotor Front Bearing
4. Tachometer indicator and tachometer generator for indication of
No. 2 Bearing - Compressor Rotor Rear Bearing
gas producer (N1) rpm
5. Gas temperature indicator for the indication of gas producer
No. 2-1/2 Bearing -Spur Adapter Gear Shaft Bearing
turbine outlet temperature (TOT) No. 3 Bearing - Helical Power Train Drive Gear Front Bearing
6. Torque indicator for the indication of power delivered to the No. 4 Bearing - Helical Power Train Drive Gear Rear Bearing
helicopter No. 5 Bearing - Power Turbine Rotor Front Bearing
7. Oil pressure indicator for the indication of engine oil pressure No. 6 Bearing - Power Turbine Rotor Rear Bearing
8. Ignition switch for the control of the ignition system
No. 7 Bearing - Gas Producer Turbine Rotor Front Bearing
9. Starter control system for control of starter or starter generator.
No. 8 Bearing - Gas Producer Turbine Rotor Rear Bearing
10. Starter or starter generator for cranking the engine during starting
cycle.
PT - Power Turbine
11. Anti-icing valve lever linkage for the control of the engine anti-icing PTG - Power Turbine Governor
system SHP - Shaft Horsepower
12. Engine oil supply system TOT - Turbine Outlet Temperature
13. Fuel supply system
14. Exhaust system
15. Intake system
ACCESSORIES LOCATION Starter-Generator
Accessories required for the operation of the Model 250 series The starter-generator is used as a DC motor to crank the engine
turboshaft engine can be classified as driven or nondriven. All during the starting cycle. Once the engine is started, the starter-
driven accessories are mounted on the accessory gearbox and generator functions as a d-c generator to supply all the electrical
are driven either by the gas producer or the power turbine gear needs of the helicopter and to keep the battery charged.
train. Gas Producer Fuel Control and Power Turbine Governor
Accessories driven by the Gas Producer Gear Train: The gas producer fuel control and the power turbine governor
1. Gas Producer Tachometer Generator (Airframe Furnished) serve as the fuel control system to provide speed governing of
2. Single Element Fuel Pump Assembly the power turbine rotor and overspeed protection for the gas
producer turbine rotor. The fuel control system sense N1 and N2
3. Starter-Generator (Airframe Furnished) rpm, compressor discharge pressure, twist grip position, and
4. Gas Producer Fuel Control collective position to regulate and maintain fuel flow between
established limiting values. While a complete discussion of the
5. Oil Pump Assembly fuel control system is beyond the scope of this paragraph, the
Accessories driven by the Power Turbine Gear Train: system regulates the engine functions during starting,
acceleration, governing, deceleration, and shutdown.
1. Power Turbine Tachometer Generator (Airframe Furnished)
Power Turbine Tachometer Generator
2. Power Turbine Governor
Gas Producer Tachometer Generator The power turbine tachometer generator generates an a-c
voltage with a frequency that is a function of power turbine rotor
The gas producer tachometer generator generates an a-c (N2) rpm. The output of this tachometer generator is delivered to
voltage with a frequency that is a function of gas producer the power turbine tachometer indicator, which indicates the
turbine rotor (N1) rpm. The output of this tachometer generator frequency in terms of % N2 rpm.
is delivered to the gas producer tachometer indicator, which Spare Pad
indicates the frequency in terms of percent N1 rpm.
Single Element Fuel Pump Assembly The spare pad, driven by the N2 gear train, can provide the
mounting and drive for some accessory not required by the
The single element fuel pump assembly consists of one spur engine, but required by the aircraft.
gear type pump, filter, and filter bypass valve. Fuel enters the Power Output Pads
engine fuel system at the inlet port of the pump and passes
through the filter before entering the gear element. The filter The engine has two power output pads. This permits a variety of
bypass valve allows fuel to bypass the filter element if it installation possibilities for power to be extracted from the front,
becomes clogged. The bypass return flow from the fuel control from the rear, or from both the front and rear.
is directed to the inlet of the gear element.
Ignition Exciter Fuel Nozzle
The ignition exciter receives DC electrical power during engine The fuel nozzle atomizes and injects fuel into the combustion
starting. It provides the necessary ignition current and voltage liner at the proper spray angle.
through the spark igniter lead to the spark igniter. Oil Filter Assembly
Spark Igniter
The oil filter assembly includes the oil filter, bypass valve, and
The spark igniter, threaded into the combustion outer case, the oil pressure regulating valve.
extends into the combustion liner. It provides the spark that
ignites the fuel-air mixture during engine start.
Burner Drain Valve
The burner drain valve will drain any unburned fuel from the
combustion section. During an engine start, the burner drain
valve closes when the air pressure within the combustion
section exceeds the air pressure on the outside of the
combustion section by a predetermined value. The valve opens
on an engine shutdown by spring action.
Anti-Icing Valve
Compressor anti-icing protection is provided by a hot air system.
Compressor discharge air is routed from the compressor
diffuser scroll through an anti-icing valve to two fittings on the
compressor front support. Anti-icing air is then routed through
the seven hollow compressor front support radial struts. A
portion of the air discharges from the vane trailing edges while
the remainder is discharged from four holes in the forward end
of the compressor front support bullet nose.
Bleed Air Valve
The bleed air valve is a modulating pneumatic control that
bleeds 5th stage compressor air over a range of the ratio of
compressor discharge pressure to ambient pressure. Bleeding
air from the 5th stage of the compressor results in surge-free
operation in the low speed range and improved acceleration
response.
fdajk;dfsajkdflasjkdflsa;jdfksa;
This manual is for training purposes only. The training guide material is not to be used as a supplement to, or in lieu of, any maintenance publications for the subject engine.
dfsajkl;fajkl;dfsajkfld;ajksdfla;
PERFORMANCE RATINGS STANDARD STATIC SEA LEVEL CONDITIONS
Fuel Ram power rating at TOT
Output N1 gas SFC flow output shaft Meas rated Net jet
Model 250- shp producer Output Power lb/hr/shp lb/hr Torque ft-lb Shp (max) gas temp thrust
C20B Ratings (min) rpm (est) shaft rpm turbine rpm (max) (max) (max) ºF ºC lb (min)
Takeoff (5 min) 420 53,000 6.016 33,290 0.650 273 384 439.8 1490 810 42
*30-minute 104% 100% 100%
power
Max 420 53,000 6,016 33,290 0.650 273 384 439.8 1490 810 42
continuous 104% 100% 100%
Normal cruise 370 51,200 6,016 33,290 0.650 240 323 369.9 1360 738 38
100.4% 100% 100%
Cruise A (90%) 333 50,160 6,016 33,290 0.665 221 323 369.9 1286 697 36
98.4% 100% 100%
Cruise B (75%) 278 48,800 6,016 33,290 0.709 197 323 369.9 1197 647 32
95.5% 100% 100%
Ground idle 35 max 33,000 4500-75% 24,968-75% -- 70 -- -- 800 427 10
64.7% to to ±100 ±38
6300-105% 34,950-105%
Flight 0 33,000 5900-98% 32,725-98% -- 70 -- -- 775 402 10
autorotation 64.7% to to ±100 ±38
6480-106% 35,280-106%
* This rating is applicable only during one-engine-out operation of multi-engine aircraft

100% N1 = 50,970 rpm
100% N2 = 33,290 rpm
TOT = gas producer turbine outlet temperature
FF = fuel flow
shp = shaft horsepower
SFC = specific fuel consumption
SFC = FF/shp thus, takeoff SFC = (273 lb/hr)/420 shp = 0.650 lb/hr/shp
shp = Torque x N2 x 0.18071/5252 = 384 x 6016/5252 where torque is in ft-lb and N2 is power
turbine rpm
Thus takeoff ram power rating shp = 384 x 6016/5252 = 439.4
COMPRESSOR ASSEMBLY the 5th and the 6th stage wheels; and between the 6th stage
wheel and the impeller. Current configuration rotors have
The compressor assembly consists of the following: eliminated the pins. The driving torque is transmitted through
Compressor Front Support, Compressor Case, Diffuser Scroll, the rotor wheels by the friction of the interference fit (originally
Front Diffuser, Rear Diffuser, Diffuser Vane Assembly, Rotor, supplemented by the pins). The wheels and the impeller are
Rotor Bearings, Oil Seals, and Vent. held together by a tie bolt which is inserted from the rear. The
The compressor front support is a fabricated sheet metal tie bolt threads into the 1st stage wheel, and its head contacts
component consisting of a double-wall outer skin, seven hollow the impeller. The tie bolt is positively locked by the spline
radial struts, and a double-wall inner hub that provides mounting adapter which has a female hexagon section to match the
for the compressor rotor No. 1 bearing and oil seal assembly. wrenching hex on the tie bolt. The spur adapter gearshaft
The compressor front support is made of stainless steel, and its splines into the spline adapter, and it is secured by a retaining
parts are joined together by brazing. The upper left and bottom ring that fits inside the impeller shaft. The wheel and blade
strut leading edges extend farther forward than the remaining assemblies are dynamically balanced by removing material as
radial struts. Pressure Oil is delivered through a tube within the required. The compressor rotor and spline adapter are balanced
upper left strut for the lubrication of the No. 1 bearing. Oil is by removing material from the front side of the 1st stage wheel
scavenged from the No. 1 bearing through a tube within the and rear side of the impeller. The 2nd and 3rd stage wheel
bottom strut. During icing conditions, the anti-icing valve, assembly has a hole in the spacer portion of the 2nd stage. The
mounted on the top front of the diffuser scroll, delivers hot interior of the compressor rotor is vented by means of this hole.
compressor discharge air to two fittings on the compressor front The gas producer turbine rotor drives the compressor rotor via
support. Anti-icing air is distributed around the support through the turbine to compressor coupling, the spur adapter gearshaft,
the cavity formed by the double-wall outer skin. Anti-icing air and the spline adapter. The gas producer gear train within the
flows from this cavity into the hollow struts and is exhausted accessory gearbox is driven by the spur adapter gearshaft gear.
either out of slots on the trailing edge of the struts or through the The stainless steel compressor case incorporates a sheet metal
forward position of the double-wall inner hub. The struts of the outer skin. It is made in constant diameter halves split along the
compressor front support serve as entrance guide vanes, as longitudinal axis. The stainless steel compressor vane
these direct inlet air into the compressor rotor 1st stage blades. assemblies are of cantilever design with the vanes brazed to
The compressor rotor incorporates six axial stages and one their outer band. The outer bands are spot welded or tack
partially shrouded centrifugal stage. The wheels and the welded to the case outer skin. An abradable coating of thermal-
impeller are made from stainless steel by the precision setting plastic is centrifugally cast to the inside of the case
investment casting method. Thus, the blades, wheels, and halves. This plastic completely covers the vane outer bands and
spacers are one piece, and the impeller and its shroud are one case interior. In order to achieve maximum compressor
piece. To simplify construction, the 2nd and 3rd stage wheels, efficiency, minimum compressor blade tip to case clearance is
blades, and spacers are cast as one piece. The wheels are necessary. The first time an engine is started, the blade tips
assembled with interference fits on their pilots. In the original may contact and abrade or scrape away some of the plastic. In
configuration, one pin is located in each of the following places: this way, the blades in each stage cut their own tip clearance.
between the 1st and 2nd stage wheels; between the 3rd and 4th The compressor case has provisions for mounting the
stage wheels; between the 4th and 5th stage wheels; between compressor bleed air control valve. This valve bleeds air from
the 5th stage to provide surge-free operation in the low speed of the gearbox. This extension aligns the compressor assembly
range and to improve acceleration response. with the turbine assembly which is mounted on the rear of the
The front and rear diffusers, diffuser scroll, and diffuser vane gearbox. A packing (O-Ring) provides the seal between the rear
assembly are made from stainless steel. These parts are diffuser and the gearbox. The rear diffuser is attached to the
retained together by studs located on the front and rear sides of gearbox by five bolts. Shimming of the compressor assembly at
the diffuser vane assembly. The front diffuser has a flange for four of the five mounting flanges on the gearbox provides
mounting the compressor case. The contoured interior surface correct alignment of the compressor rotor and the gas producer
of the front diffuser is covered with abradable sprayed turbine rotor.
aluminum. The 16 vanes of the diffuser vane assembly direct air An oil slinger, seal, and No. 2 bearing inner race are retained on
from the impeller into the scroll. The scroll collects this air and the impeller shaft by an LH spanner nut. The No. 2 ball bearing
directs it to two elbows. Each elbow contains two stainless steel radially supports and axially positions the compressor rotor with
turning vanes that direct air rearward into the two compressor respect to the diffuser assembly. The No. 2 bearing outer race,
discharge air tubes. The diffuser scroll has four ports on the housed in the rear diffuser, is retained axially by an internal
front and one port on the top right side. The top front port is retaining ring and prevented from rotating by a key in the rear
utilized by the anti-icing valve. The fuel system uses the front diffuser. The oil slinger throws oil away from the No. 2 bearing
left port for compressor discharge air pressure sensing. The oil seal. The clearance between the front diffuser and impeller
compressor air bleed control valve uses the front right port for front face is established by a shim stack. Increasing total shim
compressor discharge air pressure sensing. The front lower left thickness will reduce impeller front face to front diffuser
and top right ports are for customer bleed air. clearance and vice versa.
The rear diffuser along with the impeller form two labyrinth The No. 1 bearing housing is retained in the compressor front
seals. Each of these seals consists of four rotating sealing support by a self-locking nut which threads on a stud at the front
knives that run at close clearance with respect to the stationary of the bearing housing. Two seals (O-rings) prevent oil leakage
aluminum graphite outer seals in the rear diffuser. Since there is from between the bearing housing and the front support.
clearance, a small amount of air will leak through a labyrinth Pressure oil, delivered to the upper left strut of the front support,
seal. Compressor discharge air, which leaks through the air flows through a tube in the strut to the bearing housing which
seal, is collected in a chamber formed by the rear diffuser and has one jet that delivers oil to the No. 1 bearing. The bearing
rear face of the impeller. This chamber is vented overboard housing allows for scavenge oil to flow to the bottom strut of
through a restricted passage. Due to the restriction, the compressor front support. The No. 1 bearing oil seal is a
pressure in this chamber will be slightly higher than the pressure minimum leakage face-type seal that consists of a stationary oil
within the accessory gearbox. This results in an air pressure seal assembly and a mating ring seal that rotates. The oil seal
differential across the oil seal that causes air to flow in a assembly has a carbon face that is spring-loaded against the
rearward direction through the oil seal and into the interior of the mating ring seal. A face-type seal is required at this location
accessory gearbox. Thus, oil used to lubricate the No. 2 bearing because a static head of oil may exist due to the attitude of the
is retained within the engine. engine installation. A labyrinth type seal is not effective when a
When the compressor assembly is attached to the accessory static head of pressure exists. The mating ring seal and No. 1
gearbox, an extension on the rear diffuser pilots into an opening bearing inner race are retained on the 1st stage compressor
wheel shaft by a cap nut. The vibration damper fits in the
bearing housing. A spring, spring seat, and No. 1 bearing outer
race fit inside the vibration damper. The No. 1 bearing is a ball
bearing that is used only for radial support of the forward end of
the rotor. The spring is used to load the outer race rearward with
respect to the inner race. This loading is necessary to make the
balls roll rather than skid between the bearing races. It is
desirable that the compressor rotor be able to rotate about its
mass center rather than its geometric center. The vibration
damper and ball bearing allow sufficient radial movement for the
rotor to rotate about its mass center.
The oil seal assembly is retained within the bearing housing by
means of two spring pins, in early configurations, or internal
retaining ring in the current configuration. A seal (O-ring)
prevents oil leakage from between the bearing housing and the
oil seal assembly.
A small roller bearing, referred to as the 2-1/2 bearing, is used
to support the spur adapter gearshaft in relation to the power
turbine pinion gear. A journal on the spur adapter gear shaft
provides for mounting of the 2-1/2 bearing inner race. The
bearing outer race is located within the power turbine pinion
gear and retained by a retaining ring.
COMBUSTION ASSEMBLY from 75 nose-up to 30 nose-down, the combustion outer case
has two burner drain valve bosses. The burner drain valve is
The two identical compressor discharge air tubes are fabricated threaded into the drain boss nearest the gravitational bottom of
stainless steel assemblies with a groove on each end. A two- an installed engine. The other drain boss is plugged.
piece split ring seal assembly is housed in each groove. The air
tubes slip fit into the discharge ports of the diffuser scroll at the The combustion liner, a fabricated stainless steel assembly, is
front, and the inlet ports of the combustion outer casing at the positioned at the rear by the fuel nozzle and spark igniter. It is
rear. The split ring seal assemblies prevent air leakage from supported and positioned at the front by the 1st stage turbine
either end of the air tubes. Each air tube is retained to the nozzle shield. The combustion liner is designed to control flame
combustion outer casing by an internal retaining ring. They are length and position within the liner. The dome portion of the liner
prevented from rotating by a pin located in the combustion outer is designed to provide a rapid fuel-air mixing area. Most of the
case which fits in a slot in the rear flange of the discharge air air delivered to the combustion section flows to the inside of the
tubes. The air tubes have a flange near their forward end where combustion liner, but a small percentage of the air remains on
they pass through the turbine firewall. Some installations utilize the outside of the combustion liner. This air is delivered to the
a spacer, packing, firewall seal support ring, and a wave washer turbine section where it is used for cooling and gas producer
that fit around the air tube forward of the flange. The packing turbine rotor balance air.
serves as a firewall seal between the compressor discharge air The burner drain valve is used to drain overboard any fuel that
tube and the turbine firewall. may collect in the combustion section after an engine shutdown
The combustion outer casing is a fabricated stainless steel or after an aborted start. The valve is lightly spring-loaded open.
assembly that is secured to the gas producer turbine support. It Compressor discharge air pressure is used to close the drain
houses the combustion liner and forms the outer wall of the valve. When the air pressure within the combustion outer case
combustion section. The combustion section of the engine has a exceeds the spring force, the valve closes.
unique air entry. Compressor discharge air is delivered through
the two discharge air tubes to inlet ports located on either side
of the combustion outer case. An air distribution basket, within
and a part of the outer case, has holes through which air can
flow to the plenum that surrounds the combustion liner. The
combustion outer casing has internally threaded bosses which
provide for the mounting of a fuel nozzle, spark igniter, and a
burner drain valve. The fuel nozzle and spark igniter thread into
the boss on the rear side of the combustion outer case, and
these extend into the dome of the combustion liner. The fuel
nozzle centers the combustion liner relative to the combustion
outer case. The spark igniter circumferentially positions the liner
in the combustion outer case. Since this engine must be
capable of starting and stopping when mounted in any attitude
GAS PRODUCER TURBINE ASSEMBLY referred to as saddles. The flange portion has tapped holes for
the five bolts which retain the 1st stage nozzle to the gas
The turbine section of the engine incorporates a two-stage gas producer turbine support. The flange and the basic nozzle
producer turbine and a two-stage power turbine. Power to drive casting are braze joined to a flexible sheet metal diaphragm
the compressor rotor and gas producer gear train is provided by which permits axial and radial thermal growth of the 1st stage
the gas producer turbine rotor. The power turbine rotor develops nozzle relative to the support. The diaphragm has several small
the power that drives the power turbine gear train and the holes which transfer cooling air to the rear side of the 1st stage
helicopter rotor system. The two turbine rotor assemblies are wheel.
not mechanically coupled, but they are gas-coupled as the
exhaust gases flow through all four turbine stages. The 1st stage turbine nozzle shield, a nickel alloy assembly, is
retained in the gas producer turbine support by the first stage
The gas producer turbine support is a one-piece, nickel alloy, nozzle and two positioning plugs. These plugs thread into
investment casting. It consists of a hub with five hollow radial bosses and extend through the gas producer turbine support
struts and a cylindrical flanged case. The gas producer turbine into the nozzle shield. The outer band of the nozzle shield is
support serves primarily as a casing for containment of the joined to the dome section by five strut air shields. The air
turbine operating gas and as the rear supporting structure for shields are called saddles. They fit around the gas producer
the gas producer turbine rotor. The outer race of the No. 8 turbine support struts. The air shields have mating flanges
bearing and the stationary portion of the No. 8 bearing labyrinth which slip inside the 1st stage nozzle saddles. Thus, the gas
seal are retained in the hub of the gas producer turbine support producer turbine support struts are shielded from exhaust gases
by a retaining plate and the oil sump nut. and cooling air can flow around the struts and inside of the
Two of the five hollow struts are utilized by the lubrication saddles to a cavity on the front side of the 1st stage turbine
system. The gas producer turbine support oil pressure tube nozzle shield dome. Struts at the 1, 3, and 9 o'clock positions
delivers pressure oil through the upper left strut to the oil nozzle have been machined to allow additional cooling air to the cavity
that is interference fit in the gas producer turbine support. The and to cool these struts. The front end of the combustion liner
oil nozzle sprays oil onto the No. 8 bearing. This lubricating oil slips over the band of the 1st stage turbine nozzle shield.
drains to the bottom of the gas producer turbine support oil Exhaust gases from the combustion liner are directed into the
sump, and exits through the bottom strut to a scavenge oil fitting 1st stage nozzle by means of the 1st stage turbine nozzle
attached to the strut outlet. The oil sump nut, which is externally shield. The dome of the 1st stage turbine nozzle shield has a
threaded, threads into the gas producer turbine support. A double wall that is used to shield the gas producer turbine
metallic U-ring gasket seals the oil sump. An external retaining support oil sump.
ring secures the oil sump nut in the gas producer turbine The 2nd stage nozzle is a fabrication of two stainless steel
support. parts. A sheet metal diaphragm is brazed to the nozzle section.
The 1st stage nozzle is a fabrication of three nickel alloy parts. The nozzle section is an investment casting of hollow vanes and
The basic nozzle portion is an investment casting of vanes and inner and outer bands. Fore and aft extensions on the outer
inner and outer supporting bands. Five of the vanes have bands form the shroud rings over the 1st and 2nd stage blades.
extended edges which are open to permit assembly around the The 8 hollow vanes provide passages for delivery of cooling air
gas producer turbine support struts. These openings are to the front side of the 1st stage wheel. The diaphragm of the
2nd stage nozzle shrouds the sealing knives on the 1st and 2nd bearing shafts, splines, threads, and balance stock as machined
stage wheels where they face-spline together. The 2nd stage features. The 1st stage wheel has a bearing shaft that extends
nozzle must be installed between the 1st and 2nd wheels prior rearward. The No. 8 bearing and the rotating part of its labyrinth
to the balance of the gas producer turbine rotor. Therefore, the seal are retained on this bearing shaft by a spanner nut. The
2nd stage nozzle becomes a part of the gas producer turbine front of the 1st stage wheel has face type (curvic coupling)
rotor assembly. spline which mate with similar spline on the rear face of the 2nd
A forged internal energy absorption ring is located around the stage wheel. Sealing knives are machined on both wheels
outside of the gas producer nozzle assemblies, inside of the where they spline together. The diaphragm portion of the 2nd
turbine support. It is positioned by eight tangs on the front edge. stage nozzle shrouds these sealing knives, and the resulting
Its purpose is to diminish the energy released in the unlikely labyrinth seal controls the flow of cooling airflow over the front
event of a rotor failure. face of the 1st stage wheel and the rear face of the 2nd stage
wheel. The 2nd stage wheel has a bearing shaft that extends
The gas producer turbine support case has two flanges. The forward. The No. 7 bearing, an oil slinger, and the rotating part
rear flange provides for attachment to the combustion outer of the No. 7 bearing air-oil seal are retained on this bearing
case. The front flange is for attachment of the gas producer shaft by a spanner nut. The front side of the 2nd stage wheel
turbine support to the power turbine support. The front flange has one set of sealing knives machined as part of the wheel.
has eight equally spaced slots for locating the 2nd stage nozzle The power turbine support shrouds these sealing knives and the
circumferentially and radially. The 2nd stage nozzle has tangs rotating part of the No. 7 bearing air-oil seal to form three seals.
that fit into these slots. The outside diameter has a balance air One of these labyrinth seals serves as an oil seal for the No. 7
annulus that transfers high pressure air from within the gas bearing, and the other two labyrinth seals minimize leakage out
producer support to the power turbine support upper right and of the thrust balance chamber on the front side of the 2nd stage
right struts. wheel. The forward end of the 2nd stage wheel bearing shaft
The No. 6 bearing outer race, a bearing spacer, and the No. 7 has external splines. The spline adapter is held on the 2nd
bearing outer race are housed in the power turbine support. The stage wheel, and the 1st and 2nd stage wheels are retained
No. 7 bearing is the forward support for the gas producer turbine together by a tie bolt and spanner nut. Balance stock is
rotor. An internal retaining ring secures the bearings and spacer removed from the 1st and 2nd stage wheels for dynamic
in the power turbine support. The support incorporates two balance of the gas producer turbine rotor.
internal grooves that house damper segments. Eight damper The gas producer turbine rotor must be radially supported and
segments (mass isolators) are in each of these grooves. These axially retained. The No. 8 bearing, housed in the gas producer
damper segments contact the outer races of the No. 6 and No. turbine support, serves as a the thrust bearing and it radially
7 bearings and permit the two turbine rotor assemblies to rotate supports the aft end of the gas producer turbine rotor. The No. 7
around their mass center rather than their geometric center. roller bearing, housed in the power turbine support, provides
This results in less vibration. radial support for the forward end of the gas producer turbine
The gas producer turbine rotor consists of the 1st and 2nd stage rotor. During operation, the gas producer turbine rotor tends to
wheels, spline adapter, tie bolt, and spanner nut. Both wheels move forward. To minimize the axial load on the No. 8 bearing,
are investment castings of a nickel alloy. The blades are cast high pressure air is extracted from the gas producer turbine
integral with the wheels. The wheels incorporate sealing knives,
support and delivered to the thrust balance chamber on the front
side of the 2nd stage wheel.
The torque output of the gas producer turbine rotor is delivered
to the compressor rotor via the turbine to compressor coupling.
This coupling, internally splined from end to end, mates with the
spline adapter at the rear and the aft end of the spur adapter
gearshaft at the front. The spur adapter gearshaft has a gear
that drives the gas producer gear train in the accessory
gearbox.
POWER TURBINE ASSEMBLY two metallic U-ring gaskets at its inner and outer radii. Air from
the balance chamber can flow through passages in the support
The power turbine support is a one-piece, nickel alloy and cover. This air will be used at the labyrinth seals formed by
investment casting. It consists of a hub with five hollow radial the large and small diameter knives on the aft side of the power
struts and a cylindrical, flanged case. Additional details are turbine rotor.
brazed to the casting to provide the necessary oil seals, vent
passages, and air tubes. The power turbine support serves Oil, used to lubricate the No. 6 and No. 7 bearings, is retained
primarily as a casing for containment of the turbine operating within the power turbine support oil sump by two labyrinth seals.
gas and the supporting structure for the front of the gas One of these seals is formed by the power turbine support and
producer turbine rotor and the rear of the power turbine rotor. the front set of sealing knives on the shaft of the 2nd stage
The outer race of the No. 7 roller bearing, a bearing spacer, and wheel. The other seal is formed by the oil sump cover and the
the No. 6 roller bearing are retained in the hub of the power labyrinth seal which is a separate piece but a part of the power
turbine support by an internal retaining ring. The hub bore has turbine rotor. In order for these labyrinth seals to prevent the
two damper segment slots. The damper segments contact the loss of oil, it is necessary to establish a labyrinth seal pressure
outer races of the No. 6 and No. 7 roller bearings. There is a which is somewhat above the air pressure within the power
small clearance between the outer races of these bearings and turbine support oil sump. As long as this pressure differential is
the bore of the power turbine support hub. Thus, the damper maintained, air will flow through the labyrinth seals and into the
segments permit the two turbine rotor assemblies to rotate oil sump. Thus, oil is retained within the oil sump. Labyrinth seal
around their mass center rather than their geometric center. pressure is established by air which leaks past two other
This results in less vibration. labyrinth seals. One of these seals is formed by the power
turbine support and the rear set of sealing knives on the seal
Two of the five hollow radial struts are utilized by the lubrication located around the shaft of the 2nd stage wheel. The other seal
system. The power turbine support oil pressure tube fits through is formed by the oil sump cover and sealing knives on the rear
the upper left strut. This tube has an oil jet that delivers oil to of the power turbine rotor.
lubricate the No. 6 and No. 7 roller bearings. This lubricating oil
drains through the bottom strut into the external scavenge oil The 3rd stage nozzle is a one-piece, nickel alloy, investment
sump. Two of the five hollow radial struts are used to deliver gas casting with vanes and an inner and outer band. The inner band
producer turbine rotor balance air to the balance chamber. Two has six cutouts or slots which pilot on the dowel ends of six bolts
slots on the inside diameter of the power turbine support deliver that retain the oil sump cover. The 3rd stage nozzle has five
gas producer turbine rotor balance air through the upper right special vanes similar to the 1st stage nozzle which are cored
and left struts to the balance chamber formed by the power open to permit assembly around the power turbine struts. These
turbine support and front face of the 2nd stage wheel. cored openings are called saddles.
The oil sump cover is retained to the power turbine support by The 3rd stage nozzle shield, fabricated of a nickel alloy, has an
six bolts. The threaded end of these bolts terminates in a outer band, an inner band, and five strut air shields. The air
cylindrical dowel which is used to locate the 3rd stage nozzle shields are called saddles and fit around the power turbine
radially and circumferentially. The internal sump of the power support struts. The air shields have mating flanges that slip
turbine support can be cleaned by removing the oil sump cover. inside the 3rd stage nozzle saddles. The outer band of the 3rd
The oil sump cover is sealed to the power turbine support by stage nozzle shield slip fits into the 2nd stage nozzle where it
shrouds the 2nd stage blades. The inner and outer bands of the of the No. 6 bearing. The power turbine shaft is splined to the
3rd stage nozzle shield slip fit into the inner and outer bands of 4th stage wheel with face-type splines. The power turbine
the 3rd stage nozzle. Thus, the 3rd stage nozzle shield directs coupling outer nut threads onto the 4th stage wheel, and this nut
exhaust gases from the gas producer turbine into the 3rd stage retains the power turbine shaft to the 4th stage wheel. At the
nozzle. rear of the 3rd stage wheel, the knife edges of the labyrinth seal
The power turbine support has four thermocouple mounting rotate in the oil sump cover to control leakage of air into the
bosses. Thermocouples extend through these bosses, power power turbine support oil sump. The front face of the 3rd stage
turbine support, and 3rd stage nozzle shield into the gas stream. wheel has labyrinth seal knives which form a seal at the inner
The thermocouples sense the temperature of gases at the outlet diameter of the 4th stage nozzle. This labyrinth seal serves as
of the gas producer turbine. The thermocouples are a part of the an interstage seal between the 3rd and 4th stage wheels. A
turbine outlet temperature (TOT) indicating system. metallic ring gasket is incorporated between the 3rd and 4th
stage wheels to prevent leakage of hot gases into the bore of
The 4th stage nozzle is a fabrication of two nickel alloy parts. A the power turbine rotor.
sheet metal diaphragm is brazed to the nozzle section. The
nozzle section is an investment casting of vanes and inner and The power turbine shaft to pinion gear coupling is splined on
outer bands. The diaphragm shrouds labyrinth seal knives on both ends. It splines into the power turbine shaft and into the
the front face of the 3rd stage wheel. The outer band of the 4th helical power train drive (pinion) gear. This coupling transfers
stage nozzle has fore and aft extensions which shroud the 3rd torque from the power turbine rotor to the power turbine gear
and 4th stage wheels. The 4th stage nozzle is radially and train in the accessory gearbox.
circumferentially positioned by eight tangs on the nozzle outer The exhaust collector support, a fabrication of stainless steel
band which engage slots in the front flange of the power turbine castings and sheet metal, performs many functions: it supports
support. The 4th stage nozzle must be installed between the 3rd the aft portion of the engine; it contains the exhaust gas
and 4th stage wheels prior to the balance of the power turbine collector and outlets; it supports the No. 5 bearing. The exhaust
rotor. Therefore, the 4th stage nozzle becomes a part of the collector duct, made from sheet metal, surrounds a center tube
power turbine rotor assembly. and power turbine shaft shield that shields the power turbine
The power turbine rotor consists of power turbine coupling outer shaft from the exhaust gases. The duct is divided into two
nut, power turbine shaft, power turbine coupling inner nut, 3rd outlets, each leg discharging upward and 40 degrees from the
and 4th stage wheels, metallic ring gasket, 3rd stage wheel vertical centerline. The structural portion of the exhaust collector
labyrinth seal, and the power turbine coupling bearing inner support is a casting that forms the bearing support and seal
race. The 3rd and 4th stage wheels are stainless steel, housing, and it has integral struts attaching to a segmented
investment castings. The blades and shroud ring around the mounting flange. This flange is attached to the rear flange
blade tips are cast integral with the wheels. The wheels are through sheet metal formed to approximately a semicircular
splined together with face-type (curvic coupling) splines. The lower section and a fan shaped top strut that passes between
wheels and labyrinth seal are clamped together by the tubular the exhaust outlet ducts. The exhaust collector support is
power turbine coupling bearing inner race and the power turbine retained to the accessory gearbox cover by five studs which
coupling inner nut which threads onto it. The rearmost part of pass through the front flange. The power turbine support is
the power turbine coupling bearing inner race is the inner race bolted to the rear flange. A preformed packing provides a seal
between the exhaust collector support hub and the bore in the Turbine Cooling and Balance Air
accessory gearbox cover.
Air is required for cooling certain components in the turbine and
The turbine firewall is located between the exhaust collector to balance the forward thrust of the gas producer turbine rotor.
support and the accessory gearbox cover. The lower section of Not all of the air delivered to the combustion outer case flows to
the exhaust collector support has horizontal sheet metal the interior of the combustion liner. A small percentage of the air
extensions. The turbine firewall is retained to the lower section flows in a forward direction in the annular passage around the
by two bolts. The front end of the firewall shield slips around the combustion liner. This air is delivered to the gas producer
rear side of the lower section. turbine support where it is metered and directed as required for
The firewall shield, a stainless steel sheet metal stamping, is cooling air and balance air.
retained by two bolts which thread into two fireshield brackets The 1st stage turbine nozzle and 1st stage turbine nozzle shield
on the exhaust collector support to power turbine support each have saddles which fit together to form annular passages
splitline. Scavenge oil fittings at the bottom of the power turbine around the five radial struts of the gas producer turbine support.
and gas producer turbine support pass through the firewall Cooling air flows through these annular passages toward the
shield, and they provide additional support for the firewall shield. centerline of the engine into a cavity formed by the 1st stage
Accessories mounted on the rear side of the accessory gearbox turbine nozzle shield, 1st stage turbine nozzle, gas producer
operate in a cooler area because the firewall shield minimizes turbine support oil sump, and the hub section of the gas
the radiation of heat into the accessory area. producer turbine support. The 1, 3, and 9 o'clock radial struts
The bellows oil seal, thrust plates, outer race of the No. 5 have additional slots on the leading edge directing cooling air
bearing, and the spacer are retained in the exhaust collector into this cavity. This reduces the strut temperature and thermal
support by an internal retaining ring. The mating ring seal and dimensional changes of the support. The diaphragm portion of
the inner race of the No. 5 bearing are retained on the front end the 1st stage turbine nozzle has holes which meter the cooling
of the power turbine shaft by a spanner nut. The bellows oil seal air delivered to the rear face of the 1st stage turbine wheel.
assembly incorporates a carbon-face seal and a bellows. When Most of this cooling air flows toward the base of the 1st stage
the above parts have been installed in the exhaust collector turbine wheel blades where it joins the main exhaust gas
support and on the power turbine shaft, the bellows is slightly stream. Some of this cooling air flows toward the centerline of
compressed. Thus, the bellows can exert a spring force which the engine over the rear face of the 1st stage turbine wheel to
holds the carbon-face seal against the rotating mating ring seal. the gas producer turbine rotor rear (No. 8) bearing labyrinth
seal. Oil delivered to the No. 8 bearing is scavenged out of the
The engine must be capable of being started and operated at a
gas producer turbine support oil sump. The pump, which
75 degree nose-up attitude. In nose-up attitudes, a static head
scavenges oil from this sump, has a much greater capacity to
of oil can exist in the cavity around the mating ring seal. A
pump oil than there is oil present to scavenge. Consequently,
positive contact face-type seal is required at this location to seal
some air will be pumped out of the sump with the oil. The
against the static head of oil. The No. 5 bearing is a ball bearing
resultant pressure differential across the No. 8 bearing labyrinth
that serves as the power turbine rotor thrust bearing.
seal causes air to flow through the seal and into the oil sump.
Thus, airflow through the seal prevents oil leakage out of the oil
sump.
Cored passages through eight vanes of the 2nd stage turbine slotted passages which will introduce balance chamber air to
nozzle transfer cooling air from an annular chamber to the the oil seal cavity, thus reducing the flow of hot turbine gas
downstream side of the 1st stage turbine wheel via holes on the around the oil seal. A small amount of this air in the oil seal
rear side of the 2nd stage turbine nozzle inner band. Most of cavity can flow in two directions: one toward the 3rd stage
this cooling air flows toward the base of 1st stage turbine wheel wheel; the other toward the oil sump cover.
blades where it joins the main exhaust gas stream. A small Most of the air used to establish the labyrinth seal pressure is
amount of this cooling air flows over the front face of the 1st supplied from the thrust balance chamber through the labyrinth
stage turbine wheel, through a labyrinth seal, and over the rear seal formed by the power turbine support and the 2nd stage
face of the 2nd stage turbine wheel into the main exhaust gas turbine wheel. Oil is retained in the power turbine support oil
stream. The labyrinth seal is formed by the 2nd stage turbine sump by two labyrinth seals which utilize the labyrinth seal
nozzle, which has a diaphragm that shrouds the labyrinth seal pressure. One of these labyrinth seals is formed by the power
knives on the 1st and 2nd stage turbine wheels. turbine support and the small diameter knife seals on the 2nd
Gas producer turbine rotor balance air is extracted from the gas stage turbine wheel shaft. The other labyrinth seal Is formed by
producer turbine support. The 2nd stage nozzle outside the oil sump cover and rotating labyrinth seal of the power
diameter has a balance air annulus that transfers the balance turbine rotor. The labyrinth seal pressure is somewhat higher
air to two slots in the power turbine support. The power turbine than the pressure within the power turbine support oil sump.
support has five hollow radial struts. Two of these struts deliver Because of this air pressure differential, air flows through the
the balance air into the thrust balance chamber formed by the two labyrinth seals into the oil sump, thus preventing oil leakage
power turbine support and the 2nd stage turbine wheel. The out of the oil sump. The oil sump is vented to the interior of the
power turbine support and the second stage wheel form three accessory gearbox through the annular passage around the
labyrinth seals. The front face of the 2nd stage wheel has three outside of the turbine to compressor coupling.
sets of labyrinth seal knives which are shrouded by the power The temperature of the gases in the 3rd and 4th turbine stages
turbine support. Air leakage from the thrust balance chamber is is low enough that it is not necessary to provide cooling air to
minimized by two of these labyrinth seals. Airflow through one of the front face of the 3rd stage turbine wheel or to the 4th stage
the seals flows toward the base of the 2nd stage turbine wheel turbine wheel. However, it is necessary that there be a labyrinth
blades where it joins the main exhaust gas stream. Airflow seal between the 4th stage turbine nozzle and the power turbine
through the other seal supplies air used for the labyrinth seal rotor to minimize the flow of exhaust gases over the front face of
pressure. The air pressure in the thrust balance chamber, acting the 3rd stage turbine wheel and the rear face of the 4th stage
on the front face of the 2nd stage wheel, works against the turbine wheel. This labyrinth seal is formed by the rotating
forward thrust of the gas producer turbine rotor. Thus, balance knives on the 3rd stage turbine wheel and the diaphragm
air reduces the axial loading on the No. 8 bearing. portion of the 4th stage turbine nozzle. The 3rd and 4th stage
The power turbine support oil sump cover shrouds two sets of turbine wheel blades have shrouds with rotating knives which
rotating labyrinth seal knives; the rotating portion is a part of the are shrouded by the 4th stage turbine nozzle. These labyrinth
power turbine rotor assembly. Air from the thrust balance seals minimize the leakage of exhaust gases past the tips of the
chamber is delivered through a passage in the power turbine 3rd and 4th stage turbine blades.
support to the oil sump cover. The oil sump cover has four
A metallic ring seal is incorporated between the 3rd and 4th
stage turbine wheels where they are face-splined together. This
seal prevents leakage of hot gases into the bore of the power
turbine rotor.
ACCESSORY GEARBOX ASSEMBLY indicated (see chart TE01-100). Gear 1, which always rotates at
N1 rpm, is the drive gear for the gas producer gear train. Gear 2
The accessory gearbox assembly consists of a gearbox is a straddle-mounted compound gear which drives gear 3. The
housing, gearbox cover, gas producer gear train, power turbine cantilever-mounted gear 3 drives the gas producer fuel control
gear train, oil pump assembly, oil filter assembly, and the on the rear side of the gearbox, the oil pump assembly within
necessary internal oil tubes to provide pressure and scavenge the gearbox, and the gas producer tachometer generator on the
oil as required by the lubrication system. front side of the gearbox. A splined coupling transfers torque
The gearbox housing and gearbox cover support the gas from gear 3 to the spur oil pump and gas producer tachometer
producer and power turbine gear trains. Since these two gearshaft. This gearshaft, a part of the oil pump assembly and
structural pieces are magnesium alloy castings, they contain not shown on the chart, drives the pressure oil pump, the
steel bearing cages that are pinned in place. The gears in the scavenge oil pumps, and the gas producer tachometer
two gear trains are straddle-mounted, cantilever-mounted, or generator.
spindle-mounted. A straddle-mounted gear has a bearing on Gear 4, driven by gear 3, is a compound straddle-mounted gear.
either side of the gear. A cantilever-mounted gear has its The oil tank is vented to the interior of the accessory gearbox,
bearings on one side of the gear. A spindle-mounted gear and the accessory gearbox is vented overboard through holes in
houses its bearing which is on a spindle. Some of the gears in the web of this gear. These holes allow air to flow from the
the gearbox are compound gear assemblies. A compound gear gearbox interior to the center of the shaft of gear 4. The shaft
assembly consists of one gearshaft with two gears on it. A delivers this vented air to the overboard vent portion of the right
gearshaft is a one-piece assembly consisting of a shaft and side of the gearbox cover above the starter-generator driver
gear, or gears. pad. Since gear 4 rotates, it serves as an air-oil separator to
Gas Producer Gear Train minimize the loss of oil vapor through the overboard vent.
The gas producer turbine develops the torque required to drive Gear 4 drives gears 5 and 6. Gear 5, a cantilever-mounted gear,
the compressor rotor and the gas producer gear train. The drives the starter-generator during engine operation. When an
turbine to compressor coupling transfers torque from the gas engine is started, the starter-generator delivers torque to gear 5
producer turbine rotor to the spur adapter gearshaft. The spur which, in turn, transfers torque through gears 4, 3, and 2 to gear
adapter gearshaft transfers torque to the spline adapter. The 1. Thus, gear 1, which is on the spur adapter gearshaft, drives
spline adapter transfers torque to the compressor rotor. The gas the gas producer rotor system whenever the engine is cranked.
producer gear train is driven by the spur gear on the spur Gears 6, 7, and 9 are identical spindle-mounted gears which
adapter gearshaft. The turbine to compressor coupling splines serve as idler gears. Gear 7, driven by gear 6, drives gear 8.
onto the gas producer turbine rotor spline adapter, and onto the The cantilever-mounted gear 8 drives the fuel pump. Gear 9,
spur adapter gearshaft. The spur adapter gearshaft splines into driven by gear 8, drives gear 10. The cantilever-mounted gear
the compressor spline adapter, and is retained by an internal 10 can furnish drive for an accessory mounted on the pad aft of
ring located in a groove in the aft end of the compressor spline this gear. This pad is generally referred to as the spare pad,
adapter. To simplify later explanations, a number has arbitrarily since the engine does not have an accessory mounted on it. If
been assigned to each gear. The gas producer gear train the installation requires it, the helicopter manufacturer can
incorporates the following gears with gear ratios and rpms
install an accessory on the spare pad. If the spare pad is not A spring-loaded lip type seal, referred to as a plain encased
utilized, it will be covered. seal, is around each accessory drive shaft. The plain encased
The gears and bearings of the gas producer gear train are seals serve as oil seals to prevent oil leakage at the following
lightly loaded and do not require much oil for lubrication. These accessory drive pads: (1) gas producer fuel control; (2) gas
gears and bearings are lubricated by oil vapor within the producer tachometer generator; (3) starter-generator; (4) fuel
accessory gearbox. Oil vapor in the oil tank is vented to the pump; and (5) the spare pad. In the event of excessive leakage,
interior of the gearbox. The oil, used to lubricate the power any one of these five seals can be replaced without disassembly
turbine gear train gears and bearings, torquemeter, and main of the gearbox. A plain encased seal, around the shaft of gear 4,
bearings numbers 2, 3, 4, and 5, must be scavenged. As this oil prevents oil leakage into the overboard vent port. This seal is
drains to the accessory gearbox oil sump, it contacts rotating within the gearbox and can only be replaced by disassembly of
parts which adds to the oil vapor supplied from the oil tank. the gearbox.
Identifying Rpm
Number on Chart Name of Gear Gear Ratio at 100% N1
1 Spur Adapter Gearshaft 1 to 1 50,970
2 Spur Fuel Control and Oil Pump Gearshaft 0.2024 to 1 10,316
3 Spur Fuel Control Gearshaft 0.0824 to 1 4,200
4 Spur Gas Producer Train Idler Gearshaft 0.1507 to 1 7,700
5 Spur Starter - Generator Gearshaft 0.2361 to 1 12,034
6 Spur Gas Producer Train Idler Gear 0.0728 to 1 3,711
8 Spur Fuel Pump Drive Gearshaft 0.0728 to 1 3,711
10 Spur Accessory Drive Gearshaft 0.0728 to 1 3,711
Power Turbine Gear Train 12 is a part of the torquemeter. The forward thrust of gear 12 is
resisted by oil pressure. The oil pressure required to counteract
The power turbine develops the torque required to drive the
the forward thrust of gear 12 is a function of the transmitted
power turbine gear train. The turbine shaft to pinion gear
torque. Thus, the greater the torque transmitted, the higher the
coupling transfers torque from the power turbine rotor to the
oil pressure within the torquemeter. This oil pressure is sensed
helical power train drive (pinion) gear. This coupling splines into
by a helicopter-furnished system which provides the operator
the power turbine shaft at the rear, and into the pinion gear at
with an indication of the power output of the engine. A more
the front. To simplify later explanations, a number has arbitrarily
complete description of the torquemeter and its operation may
been assigned to each gear in the power turbine gear train. The
be found in the torquemeter write-up.
power turbine gear train incorporates the following gear ratios
and rpms as indicated (see chart on page 89). The helical power train drive gear front bearing is referred to as
Gear 11, which rotates at N2 rpm, serves as a pinion gear to the No. 3 bearing, and the helical power train drive gear rear
drive the power turbine gear train. Gear 11 is a straddle- bearing is referred to as the No. 4 bearing. This is done to
simplify the oral or written explanations of this engine.
mounted gear with its bearings housed in a steel cage that is
pinned in the gearbox cover. The straddle-mounted compound Some of the gears and bearings of the power turbine gear train
gear 12 is driven by gear 11. Gear 12 drives the straddle- require oil for lubrication and cooling. Therefore, oil jets direct oil
mounted compound gear 13. The shaft of gear 13 delivers onto the 1st and 2nd stages of gear reduction, No. 3 bearing,
power to the power output pads located on the front and rear No. 4 bearing, and the bearings in the torquemeter. The
sides of the accessory gearbox. remaining gears and bearings of the power turbine gear train
are lubricated by oil vapor in the accessory gearbox.
The spindle-mounted gear 14, driven by gear 13, drives gear
15. The straddle-mounted gear 15 drives the power turbine Plain encased seals are utilized to prevent oil leakage out of the
tachometer generator on the front side of the gearbox, and the accessory gearbox. A plain encased seal is a spring-loaded lip
power turbine governor on the rear side of the gearbox. type seal which contacts the drive shaft. This type of seal is
used at the following pads: (1) front power output; (2) rear
At 100% N2 rpm, the power turbine rotor rotates at 33,290 rpm
power output; (3) power turbine tachometer generator; and (4)
and the power output shaft of gear 13 rotates at 6,016 rpm. This
power turbine governor. In the event of leakage, any one of
reduction in speed is accomplished in two steps or stages of
these seals can be replaced without disassembly of the
gear reduction. Gear 11 and the larger gear of gear 12 provide a
accessory gearbox.
1st stage reduction of 3.2:1 (33,290 to 10,386 rpm). The small
gears of gear 12 and gear 13 provide a 2nd stage reduction of
1.726:1 (10,386 to 6,016 rpm). These two stages of reduction
provide an overall reduction of 5.532:1 (33,290 to 6,016 rpm).
Helical gearing is incorporated in the two stages of gear
reduction. Helix angles are such that both stages of reduction
produce a forward axial thrust on gear 12 during normal
operation. If friction is neglected, this axial thrust is directly
proportional to the torque transmitted through the gears. Gear
Identifying rpm
Number on Chart Name of Gear Gear Ratio at 100% N2
11 Helical Power Train Drive (Pinion) Gear 1 to 1 33,290
12 Helical Torquemeter Gearshaft 0.3012 to 1 10,027
13 Helical Power Takeoff Gearshaft 0.1807 to 1 6,016
14 Spur Power Train Idler Gear 0.1518 to 1 5,059
15 Spur Power Train Tachometer and Governor Gearshaft 0.1262 to 1 4,200
TORQUEMETER oil is ported from this cavity to the two roller bearings and to the
torquemeter piston. Thus, the roller bearings are lubricated, and
The torquemeter is incorporated in the accessory gearbox to the torquemeter is provided with regulated engine pressure oil.
provide a hydraulic pressure signal which is directly proportional The torquemeter piston has a jet which delivers oil from the
to output torque. The power turbine gear train has two stages of torquemeter oil chamber onto the ball bearing.
helical gearing. The 1st stage reduction is accomplished by the
helical power train drive gear driving the larger diameter gear on A ball bearing transmits helical gear thrust from the rotating
the helical torquemeter gearshaft. The 2nd stage reduction is helical torquemeter gearshaft to the nonrotating torquemeter
accomplished by the smaller diameter gear on the helical piston. The piston has an anti-rotation pin which contacts an
torquemeter gearshaft driving the helical power takeoff anti-rotation pin on the flange of the support shaft. The piston is
gearshaft. Helix angles are such that both stages of reduction free to slide axially on the nonrotating and axially retained
produce a forward axial thrust on the helical torquemeter support shaft. The sliding piston serves as a variable position
gearshaft. If friction is neglected, this axial thrust is directly valve which admits regulated engine pressure oil from the
proportional to the torque transmitted through the gears. support shaft to the oil chamber formed by the piston and the
flange on the support shaft. The flange has an external groove
The torquemeter assembly incorporates two roller bearings which houses a piston ring and expander.
which provide radial support for the helical torquemeter
gearshaft. One bearing fits around the support shaft, and the The support shaft and piston are arranged such that an increase
other fits around the shaft support. Each bearing has a two- in gear thrust increases the piston inlet port opening. Since the
piece inner race. The support shaft, flat washer, and one of the outlet openings of the piston remain constant, the pressure
bearings are retained to the accessory gearbox housing by the inside the oil chamber is directly proportional to torque.
support shaft nut. Safety wire is used to lock the support shaft Pressure in the oil chamber is directed to the torquemeter
nut. An internal flared washer positions a packing O-ring. The pressure sensing port on the front side of the accessory
shaft support, thrust washer, and the other bearing are retained gearbox. The helicopter manufacturer provides the torque
to the accessory gearbox cover by a slotted spanner nut. A key indicating system which converts the pressure sensed at this
washer is used to lock the spanner nut. A packing O-ring port into an indication of torque output.
prevents oil leakage where the shaft support extends through During a stabilized power condition, the axial thrust force, acting
gearbox cover. The rear end of the support shaft fits inside the on the piston, is counterbalanced by the torquemeter pressure
shaft support. A headed pin in the gearbox cover properly in the oil chamber. Let us assume that the torque output of the
positions the support shaft and shaft support in the gearbox. engine is increased. This results in an increased axial thrust
The accessory gearbox housing has a cast passage which acting on the piston and an unbalanced condition on the piston.
delivers pressure oil to a cavity formed by the support shaft and The piston moves forward slightly to increase the piston inlet
shaft support. port opening. With a larger opening, there is less restriction to
the flow of oil into the oil chamber. Thus, the pressure in the oil
Two packing O-rings prevent oil leakage out of this cavity. One chamber increases. The pressure in the oil chamber continues
packing is around the front end of the support shaft, and the to increase until its force, acting on the piston, counterbalances
other is between the support shaft and shaft support. Pressure the axial thrust acting on the piston. When the two forces are
equal, the piston stops moving, and the pressure in the oil
chamber will be higher than it was prior to the torque increase.
The torquemeter indicating system, sensing a higher pressure,
registers the increased torque.
LUBRICATION SYSTEM 7. Gas Producer Turbine Rotor Front (No. 7) Bearing
The lubrication system was designed to furnish adequate 8. Gas Producer Turbine Rotor Rear (No. 8) Bearing
lubrication, scavenging, and cooling as needed for bearings, 9. No. 5 Bearing Bellows Oil Seal
splines, and gears at all operational conditions of flight and 10. 1st Stage Gear Reduction where the Pinion Gear and the large
altitude. The system is a circulating dry sump type with an gear on the Helical Torquemeter Gearshaft come "out-of-mesh"
external reservoir and oil cooler, mounted and furnished by the 11. 2nd Stage Gear Reduction where the small gear on the Helical
helicopter manufacturer. Torquemeter Gearshaft comes "out-of-mesh" with the Helical
The torquemeter in the 250 series engine gearbox is a hydraulic Power Takeoff Gearshaft
type which uses the engine lubrication system as its oil 12. Turbine to Compressor Coupling Splines
(hydraulic) pressure source. In order to minimize friction effects
and provide accurate measurement of torque, the axial gear 13. Torquemeter Front Roller Bearing
thrust on the helical torquemeter gearshaft is high. System 14. Torquemeter Rear Roller Bearing
pressure must always be greater than the torquemeter oil 15. Torquemeter Ball Bearing
pressure. Therefore, it is necessary to regulate the system oil
16. Spur Adapter Gearshaft Bearing (2-1/2 Bearing)
pressure to the relatively high value of 115 to 130 psi.
The remaining gears and bearings in the accessory gearbox are
Oil pressure is a function of: (1) volume flow; (2) restriction to
lubricated with the air-oil mist present within the gearbox.
flow; and (3) oil viscosity. Volume flow from the pressure
element is determined by N1 rpm: volume flow increases as N1 The 250 series engine has the following scavenge oil sumps:
rpm increases. Restriction to flow is determined by the size of 1. Compressor Front Support Sump (No. 1 Bearing)
the passages, lines, and nozzles. Oil viscosity or fluid friction is 2. Accessory Gearbox Sump (includes No. 2 and No. 5 Bearing)
a function of oil temperature. Thus, if the oil temperature and
restriction to flow remain constant, oil pressure will increase with 3. Power Turbine Support External Sump (No. 6 and No. 7 Bearing)
increases in N1 rpm until the regulated oil pressure of 115 to 4. Gas Producer Turbine Support Sump (No. 8 Bearing)
130 psi is reached. Further increases in N1 rpm do not result in A gear type pressure and scavenge pump assembly, consisting
further increases in pressure because the pressure regulating of one pressure element and four scavenge elements, is
valve bypasses oil to the inlet of the pump. mounted within the accessory gearbox. An assembly containing
Components of the 250 series engine, which have pressure oil an oil filter, filter bypass valve, and a pressure regulating valve
delivered to them for lubrication and cooling, are as follows: is located in the upper right-hand side of the gearbox housing.
1. Compressor Rotor Front (No. 1) Bearing The gearbox housing and cover are magnesium alloy castings
which have passages for pressure and scavenge oil. The
2. Compressor Rotor Rear (No. 2) Bearing accessory gearbox assembly incorporates a number of oil
3. Helical Power Train Drive (Pinion) Gear Front (No. 3) Bearing transfer tubes. External stainless steel tubes are used to
4. Helical Power Train Drive (Pinion) Gear Rear (No. 4) Bearing transfer pressure and scavenge oil. Passages in the gearbox
castings, the oil transfer tubes, and the external tubes flow
5. Power Turbine Rotor Front (No. 5) Bearing
6. Power Turbine Rotor Rear (No. 6) Bearing
pressure and scavenge oil, as required by the lubrication 2. Pressure oil port on the right rear side of the gearbox cover via an
system. oil transfer tube within the gearbox
The accessory gearbox has the following oil system ports 3. A screen and then an oil delivery tube within the gearbox and
connected to helicopter-furnished lines: between the gearbox housing and cover
1. Oil Inlet Port - Receives oil from helicopter oil tank. 4. Pinion bearing oil nozzle via the oil delivery tube, passage in
gearbox cover, and passage in pinion bearing cage. The pinion
2. Oil Outlet Port - Delivers oil scavenged from the engine to the
bearing oil nozzle, attached to the pinion bearing cage, is on the
helicopter oil cooler. Located on front of the gearbox housing on
outside of the gearbox. However, when the exhaust collector
the right side.
support is attached to the gearbox cover, the pinion bearing oil
3. Oil Pressure Sensing Port - Connected to helicopter-furnished nozzle is within the exhaust collector support and in front of the
engine oil pressure indicating system. Located on front of gearbox power turbine rotor front (No. 5) bearing.
housing on the right side.
5. Oil pressure tube within the gearbox and attached to the gearbox
4. Oil Tank Vent Port - Helicopter oil tank vents through this port to housing
the interior of the gearbox. Located on front of gearbox housing on
6. Torquemeter assembly within the gearbox and between the
right side.
gearbox housing and cover
5. Overboard Vent Port - Used to vent interior of gearbox overboard.
The pressure oil port on the right front side of the gearbox
Located on lower right side of gearbox cover.
housing delivers oil through a tube and pressure reducer to the
6. Torquemeter Pressure Sensing Port - Used by helicopter- compressor front support which directs oil to the No. 1 bearing.
furnished torque indicating system. Located on front of the Since the No. 1 bearing is lightly loaded and is located in a cool
gearbox housing by the power turbine tachometer generator pad. area, the amount of oil it requires for lubrication and cooling is
The pressure element, in the oil pump assembly, pumps oil from small. Therefore, a pressure reducer is used as a metering
the gearbox oil inlet port to the oil filter. The filtered oil is device to control the amount of oil delivered to the No. 1
delivered through a one-way check valve into the gearbox bearing.
housing "header” passage, and to the oil pressure sensing port. A pressure oil port on the right rear side of the gearbox cover
Filtered oil is also directed to the pressure regulating valve. delivers oil through tubes and a one-way check valve and a
Other than during starting and low N1 rpm operation, the outlet screen to the power turbine and gas producer turbine supports.
of the pressure element is in excess of engine requirements, The power turbine support delivers oil to a nozzle which directs
and the pressure regulating valve controls system pressure to oil onto the No. 6 and No. 7 bearings. The gas producer turbine
115 to 130 psi by bypassing the excess oil to the inlet to the support delivers oil to a nozzle which directs oil onto the No. 8
pressure element. bearing.
Filtered oil is delivered into the gearbox header passage. The The oil delivery tube within the gearbox has five nozzles which
header passage, a cast passage in the gearbox housing, direct oil to the following:
delivers the oil to the following:
1. No. 2 Bearing
1. Pressure oil port on the right front side of the gearbox
housing 2. 1st Stage N2 Gear Reduction
3. No. 3 Bearing bearing, No. 5 bearing bellows oil seal, and all components
4. Spur Adapter Gearshaft Holes. Oil, which enters the holes, is used within the gearbox, drains into the accessory gearbox sump.
to lubricate the splines of the spur adapter gearshaft and the Each sump has a scavenge element which pumps oil from the
turbine to compressor coupling (two nozzles) and cool the inside sump to the oil outlet port. Oil flows from the outlet port through
of the turbine to compressor coupling and power turbine inner the oil cooler back into the oil supply tank. The capacity of the
shaft. scavenge elements far exceeds the amount of oil to be
The pinion bearing oil nozzle assembly has three nozzles which scavenged, and there will be some air trapped in the oil returned
direct oil to the following: to the tank. Thus, it is necessary to vent the tank to prevent
1. No. 4 Bearing excessive tank pressurization. Therefore, the tank is vented to
the interior of the gearbox by means of an interconnecting line
2. No. 5 Bearing from the tank to the vent port on the gearbox. The gearbox has
3. No. 5 Bearing Bellows Oil Seal. This oil is used for cooling the seal an air-oil separator which vents the gearbox to the overboard
and adjacent components. This is done to minimize oil coking in vent port. The spur gas producer train idler gearshaft serves as
this area. the air-oil separator. It has radial holes in the web portion of the
The oil pressure tube within the gearbox directs oil onto the gear that port to the interior of the shaft and then to the
gears of the 2nd stage N2 gear reduction. overboard vent port. As this gearshaft rotates, any air vented
from the gearbox must flow radially toward the center of the
Oil, delivered to the torquemeter, enters a cavity formed by the
gearshaft. Since oil vapor weighs more than air, air and oil
torquemeter support shaft and shaft support. Oil from this cavity vapor are separated, and the oil Is retained within the gearbox.
is delivered to three small ports which supply oil to: (1)
torquemeter front roller bearing; (2) torquemeter rear roller The engine lubrication system incorporates two (2) screens, two
bearing; and (3) torquemeter piston. The torquemeter piston magnetic chip detector plugs, and two check valves. The check
delivers oil into the torquemeter oil chamber formed by the valve between the oil filter and gearbox header passage
piston and the support shaft. The torquemeter piston has a prevents the oil tank from draining into the engine when it is not
small hole which delivers oil from the torquemeter oil chamber in operation. Oil, delivered to the No. 6, No. 7, and No. 8
to the ball bearing. The pressure in the torquemeter oil chamber bearings, flows through a check valve and screen. This check
is a function of the torque output of the engine: the greater the valve prevents drainage of oil into the low volume turbine
torque, the higher the pressure. Pressure in the torquemeter oil sumps. To further prevent internal oil leakage at engine
chamber is sensed by the torque indicating system which is shutdown, especially at nose-up engine attitudes, an external
connected to the torquemeter pressure sensing port. sump is connected to the scavenge oil line at the power turbine
support. One magnetic chip detector plug is in the accessory
Oil, delivered to the No. 1 bearing, drains into the compressor
gearbox sump, and the other one is in the scavenge oil passage
front support pump. Oil, which lubricates the No. 6 and No. 7 which delivers oil to the oil outlet port on the gearbox.
bearings and the turbine to compressor coupling splines, drains
into the power turbine support external sump. The No. 8 bearing Oil Pumps and Oil Filter Assemblies
oil drains into the gas producer turbine support sump and to a A gear type pressure and scavenge pump assembly, consisting
scavenge oil outlet fitting on the bottom strut of the gas producer of one pressure element and four scavenge elements, is
turbine support. Oil, delivered to the No. 2 bearing, No. 5 mounted within the accessory gearbox. This pump assembly
has three levels of gears which are numbered from front to rear. The output of the 1st and 2nd level scavenge pumping elements
The 1st level has four gears housed in the scavenge oil pump is directed to a common cavity between the inside of the
body and covered by the pump cover. The 2nd level has two gearbox housing and the pump cover. This cavity delivers the oil
gears which are housed in the scavenge oil pump body and through a passage in the gearbox housing to the oil outlet port
covered by a separator. The 3rd level has two gears housed in on the front side of the gearbox housing. Oil flowing to the oil
the pressure oil pump body and covered by a separator. outlet port flows across a magnetic chip detector plug.
The spur oil pump and gas producer tachometer gearshaft The oil filter assembly has three ports, or openings, which are
receives its drive from the gas producer gear train. One gear in (1) from the oil pump, (2) to the accessory gearbox header
the 3rd level is on this gearshaft. The gearshaft has two sets of passage, and (3) to the oil pump. Oil from the pump is directed
external splines. One set of splines provides drive for a gear in to the filter and to the filter bypass valve. Normally, all the oil
the 2nd level, and the other set provides drive for a gear in the flows through the filter and to the oil pressure regulating valve
1st level. The gearshaft extends completely through the pump and to the check valve. The filter bypass valve is in parallel with
assembly and gearbox housing to the gas producer tachometer the oil filter. As oil flows through the oil filter, there will be a
generator drive pad. The helicopter-furnished gas producer slight drop in pressure, and as the filter picks up contamination
tachometer generator receives its drive from this gearshaft. from the oil, the pressure drop across the filter increases. In the
The pressure element, in the 3rd level, has three ports which event of abnormal filter contamination, the filter bypass valve
are (1) from the oil tank, (2) oil return from the pressure will open and oil bypasses the filter. Filtered oil (or unfiltered oil
regulating valve, and (3) to the oil filter assembly. Oil from the oil if in bypass) is delivered through the check valve and into the
supply tank is delivered to the oil inlet port on the gearbox, and accessory gearbox header passage which distributes the oil.
then through an internal oil transfer tube to the inlet side of the The check valve is not a physical part of the oil filter assembly.
pump. The pressure element delivers oil through an internal When an engine is not in operation, the check valve is spring-
transfer tube to the oil filter assembly. At higher N1 speeds, the loaded closed to prevent the oil supply tank from draining into
output of the pressure element is in excess of engine the engine.
requirements. The excess oil is ported through the pressure The oil pressure regulating valve is spring-loaded closed, and it
regulating valve and an internal oil transfer tube back to the remains closed until system pressure increases to 115 to 130
pump inlet. psi. Whenever system pressure tries to increase beyond 115 to
The 2nd level scavenge pump element scavenges oil from the 130 psi, the oil pressure regulating valve opens to deliver oil
accessory gearbox sump through an internal scavenge oil pick- back to the inlet of the pressure element. If system pressure is
up tube. The 1st level has four gears which provide three out of limits at higher N1 speeds, the oil pressure regulating
scavenge pumping elements. One element scavenges oil from valve can be adjusted.
the compressor front support. Another element scavenges oil Packings (O-rings) are used to prevent oil leakage from the
from power turbine support external sump, and the remaining internal transfer tubes and check valve. The transfer tubes slip
element scavenges oil from the gas producer turbine support fit into the openings of the pump assembly, oil filter assembly,
sump. External tubing delivers oil from the three sumps to three gearbox housing, and gearbox cover. The check valve slip fits
internal gearbox transfer tubes that deliver oil to the inlet of the into the oil filter assembly and gearbox housing.
three pumping elements.
COMPRESSOR BLEED AIR AND ANTI-ICING The bleed valve consists of a piston, a bellofram rolling
SYSTEMS diaphragm, a retaining plate, a spring, a filter, a bleed nozzle,
Compressor Bleed Air System bleed valve, restrictor orifice (jet), bleed valve body, bleed valve
cover, and miscellaneous small parts. The following pressures
The compressor blades and vanes are airfoils. If the angle of are associated with the operation of the air bleed control valve:
attack becomes too great, or if the velocity of air flowing over an
1. Pc - Compressor Discharge Pressure
airfoil is too low, air flow separation occurs and the airfoil stalls.
This results in loss in efficiency, a loss in pressure ratio, and, 2. Px - Modulated Pressure
therefore, a reduction in pressure level at the compressor outlet. 3. Pi - 5th Stage Pressure
In order to produce engines with superior specific fuel
consumption and rapid acceleration characteristics, it is 4. Pa - Ambient Pressure
desirable to operate as close to the stall region as possible. When the engine is not in operation, the bleed valve is
The ability of the compressor to pump air is a function of rpm. At positioned fully open by a spring located inside of the vented
low rpms, the compressor does not have the same ability to piston chamber. The spring, along with Pi pressure directed
pump air as it does at higher rpms. In order to keep the angle of onto the bleed valve end, are used during engine starting and
attack and air velocity within desired limits, it is necessary to acceleration to position the bleed valve fully open.
"unload" the compressor in some manner during starting and During engine operation, Pc pressure is directed through an inlet
low power operation. This is to say that it is necessary to make filter and a restrictor (jet) into the Px chamber. Px air is then
the compressor "see" less restriction to the flow of air through directed to Pa through a nozzle (venturi). The rate of air flow
the use of a compressor bleed air system. from Pc to Px to Pa determines the value of Px pressure for any
The compressor bleed air system consists of a compressor given N1 rpm. Px pressure is the closing force on the bleed
discharge pressure sensing port on the diffuser scroll, tubing valve. Px pressure is separated from the Pa pressure and spring
from the sensing port to the bleed valve, the bleed valve, and chamber by the rolling diaphragm.
bleed air manifold on the compressor case. Operation of the valve is a function of preselected ratios of Pi to
A slot, located at the compressor 5th stage rotor blade location, Pa and Pc to Pa pressures. When Px is less than Pi plus the
allows an equal bleed of compressor air into a manifold which is spring force, the bleed valve is positioned open. The size of the
an integral part of the compressor case. The manifold forms the venturi orifice is selected so that the air reaches sonic velocity at
mounting flange for the bleed valve when the compressor case the rpm (pressure ratio) when the bleed valve is to begin
halves are assembled. modulating toward closed. The Venturi flow rate becomes
constant once the velocity reaches the speed of sound. The
Compressor discharge air pressure sensing, for bleed valve speed of sound is a function of air temperature, Thus, more rpm
operation, is obtained at a sensing port on the right front side of is required on a hot day to reach sonic velocity and to begin
the diffuser scroll. The bleed valve is open during starting and closing the valve. The Venturi is then said to be choked. At that
ground idle operation, and it remains open until a predetermined point, Px increases at an increasing rate and will overcome the
pressure ratio is obtained, at which time, the valve begins to spring and Pi forces to begin closing the valve. The bleed valve
modulate from the open to the closed position. remains closed at all N1 speeds above the closing rpm.
Anti-Icing System connected to the actuating lever. When no anti-icing air is
required, the actuating lever is positioned such that it physically
The engine requires an anti-icing system that provides hot air to
holds the poppet valve against the seat within the body. Thus,
the compressor front support areas that are subject to the
no anti-icing air will be extracted from the diffuser scroll. When
formation of ice during icing conditions. This system is entirely
anti-icing operation is required, the pilot actuates the helicopter-
separate and independent of any other bleed air system.
furnished linkage to move the actuating lever away from the
Operation of the engine anti-icing system must be selected,
when required, by the pilot. poppet valve. Air pressure within the diffuser scroll moves the
poppet valve away from its seat, and anti-icing air flows through
As air passes through the six axial stages and the centrifugal the body to the side ports. In the event that the poppet valve is
stage of the compressor, it is compressed. As a result of this stuck, the actuating lever will contact the pin in the poppet valve
compression, the air is heated considerably; thus, compressor and move the poppet valve away from its seat. The anti-icing
discharge air, which is extracted from the diffuser scroll, is an valve is air-loaded open to provide anti-icing air in the event of
excellent source of the hot air required by the engine anti-icing actuating mechanism failure. Operation of the anti-icing valve
system. can be summarized as follows: (1) closed by actuating lever; (2)
The anti-icing system consists of an anti-icing valve, two anti- held closed by actuating lever; (3) normally opened by air
icing tubes, and passages within the compressor front support. pressure; and (4) actuating lever can move it open if it is stuck
in closed position.
The anti-icing valve, mounted on the upper front side of the
diffuser scroll, incorporates a body, poppet valve, poppet valve The compressor front support is a fabricated stainless steel
guide, actuating lever, pins, washer, nut, and a preformed sheet metal component which consists of a double wall outer
packing. The body is cruciform shaped, with four externally skin, seven hollow rail struts, and a double wall hub (bullet
threaded ports. The rear port threads into the diffuser scroll, and nose). During anti-icing operation, the anti-icing tubes deliver
the body is locked in the desired position by a jam nut which hot air from the anti-icing valve to the two anti-icing inlet ports
tightens against the scroll. A preformed packing between the nut on the compressor front support. These ports deliver the hot air
and scroll prevents air leakage. Anti-icing tube fittings thread into an annular passage formed by the double wall outer skin.
onto the side ports of the body, and the poppet valve guide Hot air flows from the annular passage through the hollow struts
threads onto the front port of the body. The poppet valve into the bullet nose. Some of the air flowing through the struts is
extends through the poppet valve guide and into the body. The exhausted out of slots on the trailing edge of the struts, and the
body contains the seat for the poppet valve. The position of the remaining air is exhausted out of holes in the bullet nose. Thus,
valve is controlled by the actuating lever which is pinned to the during anti-icing operation, all surfaces of the compressor front
poppet valve guide. The actuating lever extends into the slot on support, which come in contact with the compressor inlet air, are
the front end of the poppet valve. The actuating lever is not heated to prevent the formation of ice.
pinned to the poppet valve, and normally it does not contact the The effect of anti-icing airflow on engine performance is as
pin which extends through the slotted end of the poppet valve. follows:
The helicopter manufacturer furnishes the linkage which is
Approximate Effect on Performance Available to Pilot at Power Levels
Type of Operation Above 40,000 (78.45%) N1 rpm* Standard Day Sea Level
Constant TOT 779°C (1434°F) (Normal) A 38 (28.6 kW) horsepower decrease and a 908 rpm (1.74%) decrease in N1
Constant N1 rpm 101% (51,490) A 12 (9.0 kW) horsepower decrease and a 66°F (37°C) increase in TOT
Constant Horsepower and Constant Collective A 506 (0.97%) increase in N1 rpm and a 106°F (59°C) increase in TOT
Pitch (load) Operation (400 hp)
* The effects at lower speeds will be only slightly different, but still immediate and definite.
FUEL SYSTEM SCHEMATIC 7. Provide overspeed protection for the gas producer rotor
system.
Bendix System
8. Provide a means of stopping fuel flow to the engine.
Fuel system components are as follows:
Fuel is supplied by the helicopter fuel system to the inlet of the
1. Fuel Pump Assembly—Mounted on rear of the accessory engine-driven fuel pump assembly. The single element fuel pump
gearbox beneath the rear power output pad assembly consists of one spur gear type pump, filter, and filter
2. Gas Producer Fuel Control—Mounted on right rear side of bypass valve. Fuel enters the engine fuel system at the inlet port
the accessory gearbox of the pump and passes through the filter before entering the
gear element. The filter bypass valve allows fuel to bypass the
3. Power Turbine Governor—Mounted on left rear side of the filter element if it becomes clogged. By means of passages
accessory gearbox leading to auxiliary filling ports on the periphery of the gear
4. Accumulator—Mounted on bottom rear side of the firewall element, a portion of the bypass flow is used to fill the gear teeth
shield when vapor-liquid conditions exist at the inlet to the gear element.
5. Fuel Nozzle—Threads into center rear side of the The gas producer fuel control delivers metered fuel (P2) to the
combustion outer case fuel nozzle. The fuel nozzle atomizes the fuel and sprays it into
the combustion liner where it is mixed with air and burned.
The fuel system meters fuel during starting, acceleration,
governing, and deceleration. The fuel system must: The gas producer fuel control, driven by the gas producer gear
train, senses compressor discharge pressure (Pc). The gas
1. Have the capacity of starting the engine on the ground or
producer fuel control lever, positioned by the twist grip, is
in flight. mechanically linked to a pointer and the cutoff valve. A quadrant
2. Meter fuel to prevent compressor stall and surge. with 0, 5, 30, and 90 degree indications is located adjacent to the
3. Meter fuel as a function of N1 rpm during starting and pointer. The twist grip has three basic positions: cutoff, ground
ground idle operation—twist grip in the ground idle idle, and full open. In cutoff, the pointer is 0 to 5 degree; at
ground idle, the pointer is at 30 degree; and at full open, the
position.
pointer is at 90 degrees. When the twist grip is moved from cutoff
4. Meter fuel as a function of N2 rpm when twist grip is in the to ground idle during an engine start, the gas producer fuel
full open position. control automatically meters fuel as a function of Pc and N1 rpm.
5. Meter fuel as a function of N1 and N2 rpm during the time The engine lights off, accelerates, and stabilizes at ground idle
the twist grip is moved from ground idle to full open rpm. Fuel flow during this phase of operation is controlled by the
position. gas producer fuel control.
6. Meter fuel such that the selected N2 rpm will be maintained
when twist grip is in full open position.
The gas producer fuel control has a governor reset action which increases which causes N2 rpm to return to the setting of the
is controlled by the power turbine governor. The power turbine power turbine governor. Fuel flow to the engine stabilizes when
governor is not required for starting or ground idle operation, but the power output matches the power required by the helicopter
it is required for speed governing of the power turbine rotor. The rotor system. When the collective pitch is decreased, the
gas producer fuel control and the power turbine governor are helicopter power requirements are decreased and N2 increases
connected by three pneumatic lines. Regulated air pressure (Pr) slightly. The power turbine governor senses the N2 increase and
is in one line, governor reset pressure (Pg) is in one line, and decreases Pg pressure in the governor reset section, signaling
governor servo pressure (Py) is in the other line. the gas producer fuel control to meter less fuel. As fuel flow and
The power turbine governor, driven by the power turbine gear N1 decrease, the engine output power decreases which causes
train, senses compressor discharge pressure (Pc). The power N2 rpm to return to the setting of the power turbine governor.
turbine governor lever is positioned by the helicopter droop Governor reset pressure (Pg) is delivered through the double
compensator and/or beeper system. The power turbine check valve and the PG accumulator to the governor reset
governor is required for speed governing of the power turbine section of the gas producer fuel control. Very small changes in
rotor. The N2 rpm at which the power turbine governor will Pg, due to power turbine governor sensing of the helicopter rotor
govern is under the control of the beeper system. Normally, the system torsional vibrations, will be dampened out by the double
power turbine governor is set at 100% N2. However, the check valve and accumulator. The PG double check valve and
operator can set the power turbine governor for any speed accumulator configuration will vary between specific
within the beeper speed range. The droop compensator moves configurations.
the power turbine governor lever anytime the collective pitch is Governor servo pressure (Py) is directed to the power turbine
increased or decreased. This is necessary to maintain the governor from the gas producer fuel control. The governor will
beeper selected N2 rpm. vent Py to Pa if the power turbine rpm increases to 113%. This
When the twist grip is moved from ground idle to full open, the way, an N2 overspeed is prevented by rapidly reducing fuel flow.
governor reset section of the gas producer fuel operating on PR
- PG differential, is activated. When the PrPg valve is closed by
the movement of the throttle arm, fuel is scheduled so that the
power output of the engine is sufficient to drive the helicopter
rotor system at 100% rpm. The power turbine governor controls
the Pg and Pr pressures such that the governor reset section of
the gas producer fuel control determines the amount of metered
fuel (P2) that is delivered to the fuel nozzle. When collective
pitch is increased, the helicopter power requirements are
increased and N2 droops slightly. The power turbine governor
senses the N2 droop and increases Pg in the governor reset
section, signaling the gas producer fuel control to meter more
fuel. As fuel flow and N1 increases, the engine output power
dfhfdfjkalshiasfhulas
FUEL PUMP - FUEL FILTER - FUEL NOZZLE continues to increase, the filter bypass valve opens, some fuel
bypasses the filter element, and flows through the bypass valve
Single Element Fuel Pump - Fuel Filter
to the inlet of the pump. The filter is retained by a cast cover
The single element fuel pump assembly consists of a spur gear attached to the pump housing by two socket head cap screws.
type pump, a fuel filter, and a filter bypass valve. This assembly The cover is located on the aft side of the pump.
has the following ports: Since the output of the fuel pump is in excess of engine
1. Fuel Inlet Port—Fuel delivered to this port from the requirements, the gas producer fuel control and governor will
helicopter fuel tank always bypass fuel back to the fuel pump.
2. Fuel Outlet Port—Delivers fuel to the gas producer fuel Fuel Nozzle
control The fuel nozzle is a single entry dual orifice type nozzle. It
3. Fuel Bypass Port—Receives bypass fuel from the gas threads into the combustion outer case and extends into the aft
producer fuel control end of the combustion liner. The gas producer fuel control
delivers fuel to the nozzle which atomizes and injects fuel into
4. Before Filter Pressure Port—Pressure sensing port
the combustion liner. Air is mixed with fuel, and the fuel-air
5. After Filter Pressure Port—Pressure sensing port mixture is burned.
6. Shaft Seal Drain Port—Used to drain any leakage past the The fuel nozzle must properly atomize and inject the fuel in all
shaft seal ranges of fuel flow from initial start to maximum power. This is
Fuel from the helicopter fuel system is delivered to the fuel inlet accomplished by means of a dual orifice nozzle design. The
port where it is directed to the 10 micron nominal paper filter. primary orifice has fuel delivered to it whenever the engine is in
Normally, all the inlet fuel flows through the filter and to the inlet operation, but the secondary orifice receives fuel only when the
of the gear pump. The filter bypass valve, in parallel with the fuel pressure to the fuel nozzle exceeds 150 psi.
filter, is normally closed. All fuel, delivered to the primary and secondary orifices, must
As fuel flows through the filter, there will be a slight decrease in pass through a multilayer screen filter. The filter prevents any
pressure, with the pressure on the inlet side being higher than contamination of the fuel passages within the nozzle. After the
the pressure on the outlet side. As the filter collects fuel is filtered, it is delivered to the metering valve. The fuel
contaminants from the fuel, the pressure differential across the nozzle metering valve has three positions which result in (1) no
filter increases. Before and after filter pressure ports are fuel flow, (2) primary fuel flow, and (3) primary and secondary
provided so that the pressure differential across the filter can be fuel flow. The position of the metering valve is determined by
sensed. The helicopter manufacturer can connect a pressure fuel pressure acting to open the valve and a spring acting to
differential switch to these two ports. This switch, if used, close the valve. The metering valve must move from no fuel flow
controls a warning light to warn the operator that there is position to a primary fuel flow condition by 30 psi. The metering
excessive pressure differential, and that the filter should be valve moves from a primary fuel flow position to a primary and
replaced. If the filter is not replaced and the pressure differential secondary fuel flow position when the fuel pressure exceeds
150 psi. Thus, from 30 psi to 150 psi fuel flows through the
121
EXPORT CONTROLLED
metering valve and two holes in the valve cage into the primary
fuel passages. When pressure is greater than 150 psi, fuel
continues to flow into the primary fuel passages and through
two holes in the valve cage into the secondary fuel passages.
The inner spray tip receives fuel from the primary and
secondary flow passages. The primary fuel is directed through
four small holes in the inner spray tip into a cavity which feeds
the primary orifice. Secondary fuel is directed through six small
holes in the inner spray tip to the annular shaped secondary
orifice. The amount of fuel that will flow through the fuel nozzle
is a function of the pressure differential across the fuel nozzle.
The combination of the primary and secondary orifices provides
excellent fuel atomization at all rates of delivery.
An air shroud, secured to the fuel nozzle body, collects air and
directs it to numerous holes in the face of the air shroud where it
exits into the combustion liner. Air flow through these holes
reduces the possibility of a carbon build-up on or around the
primary and secondary orifices and the air shroud.
When an engine is shut down, the spring moves the metering
valve to the no fuel flow position. This feature has the following
advantages: (1) clean shutoff; (2) fast light-off; (3) no afterfires;
(4) no dripping; and (5) no coking.
122
EXPORT CONTROLLED
Replace with ADH052XA 72-00-00 pg 13
123
EXPORT CONTROLLED
124
EXPORT CONTROLLED
125
EXPORT CONTROLLED
126
EXPORT CONTROLLED
BENDIX FUEL CONTROL SYSTEM 3. Compressor Discharge Air Pressure (Pc) (sensed from the
The gas producer fuel control and power turbine governor diffuser scroll)
provide speed governing of the power turbine rotor and 4. Regulated Air Pressure (Pr) (supplied by power turbine
overspeed protection for the gas producer rotor system. The governor)
fuel control system is pneumatic-mechanical and senses N1 and 5. Governor Reset Pressure (Pg) (supplied by power turbine
N2 speeds, compressor discharge air pressure (Pc), and twist
governor)
grip position to regulate and maintain fuel flow within
established limits. Ambient Atmosphere Pressure (Pa) Fuel Section
Fuel flow is a function of Pc as sensed by the gas producer fuel The fuel section of the gas producer fuel control incorporates a
control. Variations in fuel flow schedules are obtained by relief valve, a bypass valve, a metering valve, a cutoff valve, fuel
modulating the Pc pressure to Px and Py pressures in the gas inlet filter assembly, a fuel inlet port, a fuel bypass port, and a
producer fuel control through the bleed-down circuit actuated by fuel outlet port.
the governors sensing N1 rpm and N2 rpm. The design of the The fuel inlet filter assembly incorporates a finger type strainer
fuel control system is based upon controlling the engine power which is spring-loaded in position. Normally, all fuel delivered to
output by controlling N1 rpm. With the twist grip in ground idle, the inlet port flows through the strainer. In the event of fuel
N1 rpm is controlled by the gas producer fuel control. With the contamination, the pressure differential acting on the strainer
twist grip in full open and N2 rpm at the setting of the power overcomes the spring, and the strainer moves to a position
turbine governor, N1 is established by power turbine governor which will allow fuel to bypass the strainer.
action upon the gas producer control.
The bypass valve assembly consists of the bypass valve,
Gas Producer Fuel Control bypass valve sleeve, flexible diaphragm, spring, and bypass
The gas producer fuel control, mounted on the accessory cover. The bypass valve bypasses the excess fuel delivered to
gearbox, is the basic component of the engine fuel control the gas producer fuel control and establishes a pressure
system. This unit is a hydromechanical device that schedules differential of pump discharge pressure (P1) minus metered fuel
the fuel flow delivered to the engine to provide proper engine pressure (P2) across the metering valve. This differential (P1-P2)
operation during starting and all load operating conditions. The will remain practically constant during all operation. The bypass
gas producer fuel control is driven by the gas producer gear valve is double ported and designed such that flow through the
train at a speed proportional to gas producer (N1) rpm. valve will not tend to move the valve. The position of the bypass
Additional sensing parameters required by the gas producer fuel valve is determined by the differential forces acting on the
control to schedule fuel flow properly are: valve's flexible diaphragm. When the bypass valve is stabilized,
the opening force of P1 equals the closing force of P2 plus spring
1. Gas Producer Fuel Control Lever Position (controlled by
force. Therefore, P1-P2 = spring force. The length of the spring is
twist grip) a function of bypass valve position, and spring force is a
2. Pump Discharge Pressure (P1) (supplied by fuel pump) function of spring length. Thus, when the bypass valve moves to
assume a new position, the spring length will vary, causing the valve into the sleeve. The maximum flow stop establishes a
spring force to change slightly. maximum flow by limiting the travel of the valve out of the
Let us assume that the bypass valve is stabilized and the sleeve. The position of the metering valve within the sleeve is
governor opens the metering valve. P2 pressure increases and established by the torque tube assembly. The torque tube
P1 pressure decreases. This upsets the balance of forces acting assembly consists of a torque tube and two levers. The levers
on the bypass valve diaphragm such that the bypass valve are firmly attached to the torque tube. One lever fits into the
moves toward a closed position. When this occurs, P1 will metering valve, and the other lever fits into the bellows
increase because of the greater restriction to flow of fuel to the assembly. The torque tube does not pivot; it only rotates. Linear
bypass port. When P1 has increased by the same amount of the movement of the bellows assembly moves one lever to rotate
P2 increase, the bypass valve stabilizes in a new position where the torque tube and, as the torque tube rotates, the other lever
P1 and P2 are both higher than they were, but the P1-P2 moves the metering valve. Thus, the position of the metering
differential is about the same; when the engine requires more valve within its sleeve and, consequently, the fuel metered by
fuel, less fuel is bypassed. The opposite is also true; a decrease the metering valve is established by the bellows assembly which
in P2 results in a decrease in P1 with the P1-P2 differential is a part of the scheduling section of the gas producer fuel
remaining about the same. The P1-P2 pressure differential is control.
established by the head adjustment when the gas producer fuel The cutoff valve assembly incorporates a cutoff valve, a valve
control is calibrated on a flow bench. seat, and a lever and shaft assembly. The position of the cutoff
The relief valve assembly consists of an orifice, relief valve, valve is established by the twist grip which positions the gas
spring, shim, and plug. The relief valve is a ball that is spring- producer fuel control lever. The cutoff valve lever is
loaded on the orifice. The spring force acting on the ball is mechanically linked to the gas producer fuel control lever. The
established by a shim located between the spring and the plug. gas producer fuel control has a quadrant and a pointer which
If the pump discharge pressure (P1) exceeds approximately 700 are used to indicate the position of the twist grip. The quadrant
psi, the relief valve ball moves away from the orifice and fuel has the following markings: 0, 5, 30, and 90 degrees. When the
flows to the bypass fuel port. During normal operation, the relief pointer is between 0 and 5 degrees, the cutoff valve is against
valve is closed. The relief valve protects the fuel system from the valve seat, and the cutoff valve is closed. When the twist
excessive pressures. grip is moved from the cutoff position to the ground idle position,
the cutoff valve opens and the pointer will indicate 30 degrees.
The metering valve assembly consists of a metering valve, a The cutoff valve is fully open at all twist grip positions between
sleeve, a minimum flow stop, a maximum flow stop, and a 30 and 90 degrees.
torque tube assembly. Since the bypass valve establishes the
P1-P2 pressure differential across the metering valve, the Scheduling Section
volume flow through the metering valve is a function of the The scheduling section of the gas producer fuel control consists
metering valve orifice size. The tip of the metering valve is of two bellows assemblies and a drive body assembly. The
tapered such that the orifice through which the fuel is metered scheduling section positions the metering valve and, thus,
varies as the valve is moved within the sleeve. The minimum schedules the fuel metered for all engine operation.
flow stop establishes a minimum flow by limiting the travel of the
The drive body assembly of the scheduling section consists of a the speed enrichment lever varies. The position of the speed
drive shaft assembly with two flyweights, a speed enrichment enrichment and governor levers is a function of the flyweight
lever, governor lever, governor spring, enrichment spring, force and spring force. The flyweight force tries to move the
governor cam lever, throttle shaft assembly, idle speed stop, levers in a clockwise direction to increase the opening of the PY
governor (PY to Pa) orifice, and a speed enrichment (Px to Pa) to Pa and Px to Pa orifices, while the spring force tries to move
orifice. the levers in a counterclockwise direction to decrease the
The governor and speed enrichment levers both pivot on the opening of the Py to Pa and Px to Pa orifices.
same shaft. The enrichment spring, attached to both of these At zero N1 rpm, the flyweight force is zero. Thus, the governor
levers, tries to rotate the speed enrichment lever in a spring can move the two levers to close the Py to Pa and Px to Pa
counterclockwise (looking at schematic) direction relative to the orifices. These two orifices will remain closed during an engine
governor lever. The speed enrichment lever has two arms, with start until the flyweight force acting on the speed enrichment
one arm on each side of the governor lever. These two arms lever can overcome the speed enrichment spring force. At
limit the travel of the speed enrichment lever relative to the approximately 26,500 (52%) N1 rpm, the Px to Pa orifice begins
governor lever. The governor spring is attached to the governor to open, but the Py to Pa orifice remains closed. At an rpm
lever and to the governor cam lever. The governor spring tries slightly less than 32,000 (62.6%) N1 rpm, the speed enrichment
to rotate the governor lever and, consequently, the speed spring will have been stretched such that its force is greater
enrichment lever in a counterclockwise direction. When the than the governor spring force, and the flyweight force
governor cam lever is in contact with the idle speed stop, the overcomes the governor spring force to open the Py to Pa orifice.
governor spring has a certain length. As the twist grip is moved At a stabilized ground idle rpm, the Px to Pa and Py to Pa orifices
from ground idle to full open position, a cam on the throttle shaft are both open.
rotates the governor cam lever to stretch the governor spring. The portion of the scheduling section that controls the position
Since spring force is a function of spring length, it follows that of the metering valve consists of a governor bellows, an
the governor spring force is a function of twist grip position. With acceleration bellows, a governor (Pc to Py) bleed, an
the twist grip at ground idle and at zero N1 rpm, the governor acceleration (Pc to Px) bleed, and passages to the Py to Pa
spring force is slightly greater than speed enrichment spring orifice, to the Px to Pa orifice, and Py to Pa through the
force. With the twist grip at ground idle and N1 rpm between derichment valve orifice. The governor and acceleration bleeds
approximately 26,500 and 32,000 (52 and 62.6%), the speed are constant restriction bleeds. The Py to Pa and Px to Pa orifices
enrichment spring is stretched, and its force is increased to a are controlled by the governor and speed enrichment levers.
value slightly greater than governor spring force. When the twist The start derichment bellows controls the flow of Py to Pa air
grip is moved from ground idle to the full open position, the during starting to provide for cooler engine starting
governor spring force is increased to a value greater than speed temperatures. At the starting rpm (15%), the bellows spring rate
enrichment spring force. is greater than the Pc pressure inside of the bellows, allowing Py
The drive shaft is driven by the gas producer gear train. Thus, bleed to Pa. This will keep the metering valve in minimum flow
any variation in N1 speed will alter the rpm of the drive shaft. As position to provide for reduced fuel flow during the initial starting
the rpm of the drive shaft varies, the flyweight force acting on cycle. As Pc increases, the bellows expands to close the bleed
of Py air to Pa through the start derichment valve. This differential acting on the governor bellows since the Py area on
completes the start derichment action and allows the metering the governor bellows is larger than the Px area. Since Pc is a
valve to return to the governor bellows starting acceleration function of rpm, Pc increases as N1 rpm increases. As Pc
schedule. increases, Py-Px differential will increase. As the governor
Compressor discharge pressure (Pc) is delivered to the bellows contracts, the torque tube rotates to increase the
governor and acceleration bleeds. Governor servo pressure (Py) metering valve opening to increase fuel flow to the engine. At
is established by the flow of air through the Pc to PY bleed and approximately 26,500 (52%) N1 rpm, the Px to Pa orifice begins
the Py to Pa orifice. Acceleration bellows pressure (Px) is to open. Thus, Px can flow to Pa and Px will no longer be equal
established by the flow of air through the Pc to Px bleed and the to Pc or Py. The resultant Py-Px differential acting on the
Px to Pa orifice. governor bellows opens the metering valve at a greater rate per
N1 rpm increase to provide enrichment for faster acceleration to
The bellows assembly positions the metering valve via the ground idle rpm. The cycle of increased fuel, increased N1 rpm,
torque tube assembly, as required, to establish fuel flow for all increased Pc, increased Py-Px differential, and increased fuel
operating conditions. The bellows assembly has two bellows: continues until the flyweight force can overcome governor
one is called the governor bellows and the other is the spring force. This occurs at an N1 rpm slightly less than
acceleration bellows. Py is on the outside of the governor stabilized ground idle rpm. When the flyweight force overcomes
bellows, and Px is on the inside of the governor bellows and on the governor spring force, the governor and speed enrichment
the outside of the acceleration bellows. The acceleration levers both move together in a clockwise direction. Thus, the Py
bellows is evacuated. Forces acting in the bellows assembly are to Pa and Px to Pa orifices are both opened and Py can flow to
as follows: (1) differential pressure between Px and Py on the Pa, and Px can flow to Pa. When Py and Px both flow to Pa, they
governor bellows; (2) Px acting on the acceleration bellows; and no longer are equal to Pc or to each other. The resultant Px-Py
(3) spring action of the two bellows. These bellows do not differential acting on the governor bellows works against the
contain springs, but when their length is altered from their other forces in the bellows assembly such that the metering
manufactured length, they exert a spring force on the torque valve is moved to a slightly smaller opening. This reduces the
tube. The spring type force of the governor bellows is greater fuel flow to stop the acceleration, and the engine stabilizes at
than the spring type force of the acceleration bellows. Thus, the ground idle rpm.
when an engine is not in operation, the metering valve is against
its minimum flow stop due to the spring action of the governor With the twist grip at ground idle and at a stabilized ground idle
bellows. rpm, the following will be true: (1) metering valve opening and
closing forces in the bellows assembly are equal; (2) gas
As previously stated, the Py to Pa and Px to Pa orifices will be producer fuel control flyweight force and governor spring force
closed during most of an engine start. With these orifices are equal; (3) power turbine governor and gas producer fuel
closed, there will be no Py to Pa and Px to Pa flow. With no flow control governor reset section have not been utilized; (4) N1 rpm
out of the Py chamber or the Px chamber, the pressure will will be approximately 62.6%; and (5) N2 rpm will be less than
equalize on either side of the governor and acceleration bleeds. 100%.
Therefore Py will equal Pc, and Px will equal Pc. Thus Py will
equal Px. 'With Py equal to Px, there will be an air pressure
When the twist grip is moved from ground idle to full open flow for stabilized operation at minimum collective pitch with the
position, the cam on the throttle shaft rotates the governor cam twist grip in full open.
lever to stretch the governor spring. Thus, governor spring force The governor reset section of the gas producer fuel control is
is increased to a value well above the flyweight force and also controlled by Pr-Pg differential pressure and permits the power
above the enrichment spring force. The governor spring moves turbine governor to override the speed governing elements of
the governor and speed enrichment levers to close the Py to Pa the fuel control. This will alter the fuel schedule in response to
orifice and to reduce the size of the Px to Pa orifice. With no flow changing load conditions on the power turbine. A throttle-
through the Py to Pa orifice, Py becomes equal to Pc and greater activated Pr-Pg valve, incorporated in the fuel control, prevents
than Px. The resultant Py-Px differential acting on the governor N1 engine speed undershoot during gas producer decelerations
bellows results in the metering valve being moved to a larger when the N1 throttle is moved to the Ground Idle position. This
opening and increased fuel flow. Thus, the engine returns to the occurs when the gas producer fuel control throttle arm is moved
enrichment flow schedule. As N1 rpm increases, the flyweight to the ground idle position causing the throttle activated Pr-Pg
force acting on the speed enrichment lever stretches the valve to open. When the Pr-Pg valve opens, Pr and Pg pressures
enrichment spring, and the Px to Pa orifice size increases, are allowed to equalize, thus eliminating the reset action
causing an even greater Py-Px differential on the governor supplied from the power turbine governor.
bellows. As N1 rpm increases, the speed enrichment lever
moves, but the governor lever does not move. At approximately The Start-Derichment and Start/Acceleration adjustments are
38,000 (74.3%) N1 rpm, one of the speed enrichment arms available to remedy undesirable starting characteristics. These
contracts the governor lever, and the speed enrichment lever include high or low light-off temperatures, high or low peak
stops moving relative to the governor lever. As the rpm temperatures, slow acceleration rates or hung starts. Refer to
increases from 26,000 (52%) N1 rpm to 38,000 (74.3%) N1 rpm, Chapter 73 of the 250-C20 Series Operation and Maintenance
fuel flow shifts from the starting acceleration flow schedule to Manual for Fuel Control adjustment procedures.
the enrichment flow schedule which meters fuel at an increased Power Turbine Governor
rate. The fuel flow is increased during fuel enrichment because
The power turbine governor, mounted on the accessory
as Px is bled to Pa, Px becomes less than Py, The resultant Py-Px
gearbox, supplements the gas producer fuel control to provide a
pressure differential becomes the metering valve opening force
complete engine fuel control system. The power turbine
against the spring action of the governor bellows. Py-Px
governor, via the gas producer fuel control governor reset
pressure differential will open the metering valve at a greater
assembly, alters the fuel schedule determined by the gas
rate for increased fuel flow. As the fuel flow increases, N1
producer fuel control to maintain desired power turbine speed
increases and N2 increases. When N2 reaches approximately
under all load conditions. The power turbine governor is driven
100%, the power turbine governor will cause the gas producer
by the power turbine gear grain at a speed proportional to power
fuel control governor reset assembly to move the governor and
turbine (N2) speed. Additional sensing parameters required to
speed enrichment levers away from the Py to Pa and Px to Pa accomplish its governing function are:
orifices. Both Px and Py now can bleed off to Pa, and Py no
longer is higher than Px. The resultant Px-Py differential causes 1. Power Turbine Governor Lever Position (controlled by droop
the bellows assembly to move the metering valve to reduce fuel compensator and beeper systems in the aircraft)
2. Compressor Discharge Air Pressure (Pc, sensed at diffuser governor pressure (Pg) cannot bleed off to ambient pressure
scroll) (Pa). Thus, with no Pg flow to Pa, Pg becomes equal to Pr. Pg is
The power turbine governor is primarily composed of three delivered to a double check valve assembly which contains two
functional groups: (1) the regulator section; (2) governing one-way check valves. One check valve allows flow from Pg to
section; and (3) overspeed section. The functions of these Pg’, and the other check valve allows flow from Pg’ to Pg.
groups are discussed in the following paragraphs. Governor reset pressure (Pg’) is in the accumulator and is ported
to the governor reset assembly of the gas producer fuel control.
Regulator Section Pg’ and Pg are essentially the same. During operation, very small
The regulator section reduces compressor discharge air changes in Pg will not result in a Pg’ pressure change because of
pressure (Pc) to a constant regulated air pressure (Pr). Pc flows the check valve assembly. The accumulator and check valve
into the Pr passages through a restricted passage. The air valve are incorporated to dampen surges in the Pg pressure signal to
is attached to a flexible diaphragm. Pr is on one side of the the governor reset assembly. Since Pg’ can be considered to be
diaphragm, and the other side of the diaphragm has a spring the same as Pg, it follows that when the governor orifice is
and is vented to ambient air pressure (Pa). When an engine is closed and Pg is equal to Pr, the Pr- Pg’ differential action on the
not in operation, the spring closes the air valve. As an engine is governor reset diaphragm is very small. During starting, the
cranked, Pc increases, causing Pr to increase. When Pr reaches power turbine governor and the governor reset assembly have
the desired value, the Pr acting on the diaphragm overcomes no effect on the fuel schedule as the Pr-Pg valve is open and Pr
the spring force. Thus, the air valve opens to port some of the Pr and Pg are equal.
air to Pa. Pr remains at a constant value above Pa and is When the twist grip is moved to full open with minimum
affected by changes in Pc during operation. An adjustment collective pitch, the following will take place: (1) N1 increases
screw is used during bench adjustment to establish the desired from ground idle rpm of approximately 62.6% to an N1 of
Pr-Pa differential. approximately 78 to 82%; (2) N2 increases to the rpm setting of
Pr is delivered to the governor (Pr to Pg) bleed and to the the power turbine governor (approximately 100% N2); (3) gas
governor reset assembly of the gas producer fuel control. producer fuel control set to limit N1 rpm to approximately 104%
N1; and (4) power turbine governor via governor reset assembly
Governor Section schedules the fuel flow.
The governor section consists of a governor (Pr to Pg) bleed, a
governor (Pg to Pa) orifice, and overspeed (PY to Pa) orifice, When N2 rpm reaches approximately 100%, the power turbine
drive shaft assembly with two flyweights, governor lever, governor flyweights overcome the governor spring force to
governor spring,overspeed lever, throttle shaft, and power move the governor lever such that the Pg to Pa orifice is opened.
turbine governor lever. When the Pg to Pa orifice is opened, Pg can bleed off to Pa. Thus
Pg no longer can be equal to Pr and, consequently, Pr will be
When an engine is not in operation, the governor spring greater than Pg. The resulting Pr-Pg differential on the governor
,
positions the governor lever such that the Pg to Pa orifice is reset diaphragm moves the governor reset (shaft) plunger
closed. This orifice will remain closed until power turbine (N2) against the gas producer fuel control governor lever. Then the
rpm reaches approximately 100%. With the Pg to Pa closed, governor reset assembly exerts a force on the governor and
speed enrichment levers. When the combined force of the to a point where the Px-Py differential in the bellows assembly
governor reset assembly and the gas producer fuel control schedules fuel flow for stabilized operation.
flyweights exceeds the governor spring force, the governor and If collective pitch is decreased with the twist grip in full open, the
speed enrichment levers are rotated in a clockwise direction. opposite of the above would take place. That is, this operation
Thus Py and Px can both bleed off to Pa. The resulting Px-Py would result in a fuel flow decrease, TOT decrease, N1 rpm
differential acting in the bellows assembly moves the gas decrease, and a power decrease.
producer fuel control metering valve to a slightly smaller orifice.
Fuel flow is then cut back to provide that required for stabilized With the twist grip in full open, the gas producer fuel control
operation at minimum collective pitch with the twist grip full governor spring is set for approximately 104% N1. The forces,
open. which work against this spring, are the sum of the flyweight and
the governor reset forces. Since flyweight force is a function of
Let us assume that the twist grip is full open and the collective rpm, it follows that for every stabilized N1 rpm, there will be a
pitch is increased. Increased collective pitch requires more definite flyweight force. Thus, the force, which the governor
power for the same N2 rpm. Thus N2 rpm droops. Power turbine reset assembly must exert along with the flyweight force, must
governor flyweight force, being a function of N2 rpm, decreases vary any time N1 rpm varies during load operation. The required
as the N2 rpm droops. The governor spring in the power turbine governor reset assembly force decreases as the N1 rpm
governor moves the governor lever to partially (small N2 droop) increases. Therefore, in order to have different governor reset
or completely (large N2 droop) close the Pg to Pa orifice. Pg assembly forces, there must be different Pr- Pg differentials
increases when the Pg to Pa orifice is decreased. Thus, the Pr-Pg acting on the diaphragm of the governor reset assembly. Since
differential acting on the diaphragm of the governor reset Pr is always constant in relation to Pa, it follows that Pg must
assembly is decreased, and the governor reset assembly exerts vary in order to have different Pr-Pg differentials. In order to
less force on the governor lever in the gas producer fuel control. obtain different Pg and, consequently, Pg pressures, the flow of
The gas producer fuel control governor spring moves the air through the Pg to Pa orifice must be varied. High Pg pressure
governor and speed enrichment levers such that the Py to Pa calls for a small Pg to Pa orifice, while a low Pg pressure calls for
orifice is partially or completely closed. When the Py to Pa orifice a large Pg to Pa orifice. The power turbine governor lever
is reduced, Py increases to a value above Px pressure. The position determines the size of the Pg to Pa orifice. Because of
resulting Py-Px differential in the bellows assembly positions the the aforementioned facts, the size of the Pg to Pa orifice is
metering valve for increased fuel flow. As fuel flow increases, N1 actually a function of N2 rpm, for low N2 rpm requires a higher
rpm increases, TOT increases, and power output increases to Pr-Pg differential than a high N2 rpm requires. Therefore, the
minimize the N2 rpm droop. When the power output meets the power turbine governor lever will be in slightly different positions
power demands of the increased collective pitch, the power between low power and high power. If the governor lever
turbine flyweights move the power turbine governor lever to moves, the length of the governor spring changes. When spring
increase the Pg to Pa orifice. Consequently, Pg decreases, and length changes, spring force changes. Thus, a different N2 rpm
the Pr-Pg differential on the governor reset diaphragm increases. is required to counterbalance the different governor spring force.
This results in the governor reset assembly exerting sufficient If the power turbine governor lever is not moved during power
force on the gas producer fuel control governor lever to move it changes, the stabilized N2 rpm will decrease with increased
power requirement and vice versa. Since it is desirable to keep the same governor spring force and a varying flyweight force,
the N2 rpm and, consequently, NR rpm at approximately 100%, the governor lever will move. Any movement of the governor
the power turbine governor lever must be moved to alter the lever alters the Pg to Pa orifice and, consequently, Pg pressure
governor spring force such that the stabilized N2 rpm will be the will change. If the Pg pressure change is great enough, there will
same after a power change as it was before the power change. be a fuel flow change and a power output variation. Very small
The helicopter manufacturer provides a droop compensator changes in Pg, due to the power turbine governor sensing
which resets the power turbine governor spring force as torsional vibrations, will be dampened out by the check valve
required to keep N2 rpm at approximately 100% regardless of assembly and the accumulator. The check valve prevents small
the helicopter power requirements. In the event that the changes in Pg from affecting the Pg pressure. If the check valve
operator desires to operate the engine at an N2 rpm other than does open, the volume of the accumulator is sized such that Pg
100%, the helicopter incorporates a droop compensator pressure change is gradual rather than abrupt. Abrupt changes
actuator or beeper system. The beeper system is capable of in Pg pressure will result in abrupt changes in fuel flow and
moving the power turbine governor lever to alter the governor power output. If the power output is affected during torsional
spring force such that the desired N2 rpm is obtained. The vibrations, N2NR rpm vibration becomes greater and the power
beeper system can increase or decrease the stabilized N2 rpm fluctuations will become greater. By dampening out the Pg
within a range specified by the helicopter manufacturer. pressure to the gas producer fuel control governor reset
Overspeed Section assembly, the engine does not respond to torsional vibrations
and power fluctuations are minimized.
The overspeed section consists of a lever spring and a Py to Pa
NOTE: This explanation considers use of the check valve in the
orifice. When the power turbine speed is less than the
installation. In the event the check valve is not installed in the
overspeed setting, the lever is positioned so that the Py to Pa particular helicopter installation, Pg’ becomes Pg in the entire
orifice is closed. If the power turbine speed exceeds 112% N2, writeup.
the governor flyweights move the governor lever against the Consult the Model 250-C20 Series Operation and Maintenance
governor spring to pick up the overspeed lever and move it Manual for Pg accumulator and double check value
against its spring to open the Py to Pa bleed. This bleeds Py air configuration for your particular helicopter application.
to Pa which allows the Py-Px differential acting on the governor
bellows to start moving the metering valve to reduce fuel flow.
This reduced fuel flow then will reduce the power turbine speed
to prevent the overspeed. The overspeed lever remains closed
unless a power turbine overspeed occurs.
Check Valve Assembly and Accumulator
The check valve assembly and accumulator are incorporated to
dampen torsional vibrations encountered in some helicopter
rotor systems. Very slight changes in the N2NR rpm will alter the
flyweight force acting on the power turbine governor lever. With
139
EXPORT CONTROLLED
140
EXPORT CONTROLLED
141
EXPORT CONTROLLED
142
EXPORT CONTROLLED
143
EXPORT CONTROLLED
144
EXPORT CONTROLLED
145
EXPORT CONTROLLED
146
EXPORT CONTROLLED
ELECTRICAL COMPONENTS semiconductor material between the two electrodes and result
in the spark igniter becoming inoperative immediately, or
Ignition System reducing its useful life. If it is desired, for some special reason,
The ignition system includes three components: a low tension to clean the metal tip of the spark igniter, it is recommended that
capacitor discharge ignition exciter assembly; spark igniter lead; it be wiped only with a soft cloth. Following these
and a shunted surface gap spark igniter. The system derives its recommendations should preclude unintentional damage to the
input power from the aircraft 28 volt d-c electrical supply. All spark igniter.
components are engine-mounted, connected, and function as The spark igniter lead is designed with end fittings for mating
an integral part of the engine. The purpose of the ignition with high altitude type terminals on the ignition exciter and the
system is to transfer energy to the fuel-air mixture in the spark igniter. A braided conduit is employed to protect the
combustion liner in the form of a high temperature, high Teflon® and glass braid insulated cable from mechanical
amperage arc at the spark igniter gap, and thus ignite the fuel- abrasion and to suppress radio interference radiation. The lead
air mixture. Operation of the ignition system is required only for terminals utilize the pin and socket type contact which presents
starting, because once the engine is started, continuous a minimum amount of electrical resistance to high current
combustion provides continuous ignition. discharges and, thereby, minimizes electrical losses.
The ignition exciter is of the low tension capacitor discharge TOT Measurement System
type. It is essentially a high energy power supply that is
connected to a circuit designed to transfer maximum energy to The TOT thermocouple assembly is an equal resistance branch
the engine's combustible fuel mixture during an engine start. harness with four integral thermocouple probes wired in parallel.
The components within the ignition exciter are embedded in a Each thermocouple probe consists of a single element, 16-gage
potting compound and housed in a hermetically sealed steel alumel-chromel assembly with a bare wire junction. The
case. The hermetic seal provides permanent protection to the swaged, magnesium oxide insulated probes employ the same
components from moisture, foreign matter, and pressure rugged principles of construction as those used in previous
changes due to varying altitudes, and ensures positive radio engines. The equally spaced thermocouple probes extend
noise shielding. outside the power turbine support for the harness. The bare wire
junction of each thermocouple probe extends through the power
The spark igniter is of the low tension shunted surface gap type. turbine support and outer band of the 3rd stage turbine nozzle
It is similar in construction to the conventional high tension air shield and into the gases leaving the gas producer turbine rotor.
gap type spark igniter except that the gap is shunted by a These are called hot junctions.
semiconductor material which provides a conductive path for
current discharges at a relatively low voltage. The spark igniter An ambient temperature compensated cold junction is located in
is externally threaded so that it can be threaded into the the TOT indicator. Each thermocouple probe generates a d-c
combustion outer case. voltage which is directly proportional to the gas temperature
difference between the hot and cold junctions. The
Under no circumstances should a shunted surface gap type thermocouples and thermocouple harness provide an average
spark igniter be cleaned by wire brushing, sand blasting, vapor of the four voltages representative of the gas producer turbine
blasting, or scraping of the tip of the spark igniter. Any of these outlet temperature for helicopter instrument panel TOT
operations can damage the conducting material which is in the indication.
The flexible thermocouple harness consists of two equal
resistance branches connecting the four probes and a terminal
branch with two eyelet terminals for connection to the
helicopter-furnished TOT indicator circuit. The flexible portions
of the harness are covered with a stainless steel wrap to provide
abrasion resistance. The materials utilized, external to the gas
stream, are designed for continuous operation in an ambient
temperature of 600°F. The thermocouple junctions and lead
wire in the harness are alumel and chromel. Alumel can be
distinguished from chromel by any of the following means:
Alumel Chromel
Color Code Green White
Abbreviation AL CR
Terminal Eyelet Size Large Small
(Size 10-32) (Size 8-32)
Magnetic or Nonmagnetic Magnetic Nonmagnetic
An engine-furnished thermocouple terminal assembly is secured

to the right side of the firewall shield. The thermocouple terminal
assembly has a 10-32 alumel stud and an 8-32 chromel stud.
The thermocouple harness and the helicopter-furnished TOT
indicator circuit alumel and chromel eyelet terminals fit over the
alumel and chromel studs on the thermocouple terminal
assembly. Self-locking alumel and chromel nuts retain the
eyelet terminals on the studs.
The airframe alumel lead may be color coded red, and the
chromel lead may be color coded yellow.

Training Manual - 10W12 M250 SII-Desbloqueado

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Training Manual - 10W12 M250 SII-Desbloqueado

Uploaded by

Copyright:

Available Formats

GTP 8262

Series II Engine Training Manual

©2007 Rolls-Royce Corporation

SUBJECT PAGE SUBJECT PAGE

INTENTIONALLY LEFT BLANK

INTENTIONALLY LEFT BLANK

INTENTIONALLY LEFT BLANK

* This rating is applicable only during one-engine-out operation of multi-engine aircraft

INTENTIONALLY LEFT BLANK

INTENTIONALLY LEFT BLANK

Replace with ADH052XA 72-00-00 pg 13

INTENTIONALLY LEFT BLANK

An engine-furnished thermocouple terminal assembly is secured

INTENTIONALLY LEFT BLANK

You might also like