FlightSafety

Intemational

CHAPTER 7
POWERPLANT

CONTENTS

Page
INTRODUCTION 7·1

GENERAL 7·1
ENGINES 7.2

MAJOR SECTIONS 7.2

Air Intake 7.3

Fan 7·3

Planetary Gear Assembly 7·3

Low-pressure (LP) Compres sor 7·4

High-pressure (HP) Compres sor 7·4

Combustor 7·4

High-pressure (HP) Turbine 7·4

Low-pressure (LP) Turbine 7·4

Exhaust 7·4

Accessory Gear 7·4

Operation 7·5

ENGINE SYSTEMS 7·5

Engine Oil System 7·6

Engine Fuel System 7 ·8
Ignition System 7·12

ENGINE INSTRUMENTATION 7·12

APRIL 1983 FOR TRAINING PURPOSES ONLy 7·j

 Fuel Flow 7·13
LP RPM (NI) 7·13

Engine Temperature (ITT) 7.13

HP RPM (N2) •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 7·13

ENGINE POWER CONTROL 7·14

HP Cock Levers 7·14

Throttle Levers 7·14

Reverse Thrust Selector 7·14

ENGINE STARTING 7·14

Ground Starts 7·15

Control and Indication 7·15

Starting (Internal Start - Batteries) 7·16

Cold Start 7·16

Starting (External Start) 7·17

Engine Synchronization 7·17

AUTOMATIC PERFORMANCE RESERVE (APR) 7·18
General 7·18
Control and Indication 7·18

Operation 7·19

AIRSTARTS 7·19
Immediate Relight ·7·19 :
Starter-assisted Relight 7·19 :

Windmilling Airstarts ···········7·20

Aborted Starts 7·20
THRUST REVERSER SYSTEM 7·20

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 FlightSafety
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General. 7·20

Thrust Reverser Assembly 7·20

Controls and Indicators 7·21

System Operation 7·21

Emergency Operation 7·22

LIMITATIONS 7·22
General 7·22
Oil Limitations 7·24
Engine Fuel Computer 7·26
Engine Synchronizer 7·26

Automatic Performance Reserve 7·26

QUESTIONS 7·27

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 FlightSafety
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ILLUSTRATIONS
Figure Title Page
7·1 View of Left Aft-fuselage-mounted Engine 7.2 :

7·2 General View ofTFE731 Engine 7.2

7·3 Engine Cutaway 7.3

7·4 Gas Flow Schematic 7.5

7·5 Oil Pressure and Temperature Gages 7.6

7·6 Oil System Schematic 7.7

7·7 ENG CMPTR Switches 7.8

7·7A Fuel Computer Control Schematic 7·8A :
••
7·78 APR System 7·88 :

7·8 Fuel Enrichment Switches 7·10

7·9 Temperature Gage and Switch 7·10

7·10 Fuel System Schematic 7·11

7·11 ENG IGNITION Switches 7·12

7·12 Ignition System Schematic 7·13

7·13 Engine Instruments 7 ·13

7·14 Thrust Levers and HP Cock Levers 7·14

7·15 Engine Start Control Panel. 7·15

7·16 Engine Synchronization Switch 7·17

7·17 APR Switchlights 7·19

7·18 Thrust Reverser Assembly 7·20

7·19 Thrust Reverser System Control s 7·21

7·20 Thrust Reverser Schematic 7·21

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 FlightSafety
intemational

CHAPTER 7
POWERPLANT

INTRODUCTION

This chapter will cover the description and operation of the powerplant on the HS-125 Series
700A airplane, It also includes related systems including the thrust reversers.

Values shown for pressures, temperatures, rpm, and power output are used for illustrative
meanings. The actual values are found in the approved Airplane Flight Manual.

GENERAL
Thrust is supplied by two aft-fuselage-mounted
engines manufactured by Garrett Turbine
Engine Company, a division of Garrett Cor-
poration. The engines are designated TFE731-
3-1H or 3R-IH.
The TFE Series engines are lightweight, twin-
spool turbofans. The modular design concept of
the engines facilitates maintenance and reduces
airplane downtime.
Each engine develops 3,700 pounds of thrust,
static, at sea level in temperatures up to 76 o F
(23.5 oC).
Each engine includes a fully automatic lubrica-
tion system, engine fuel and ignition systems,
fire detection and extinguishing systems, and
engine anti-ice systems. The engine is adaptable
for thrust reversing, using the Aeronca system.

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ENGINES MAJOR SECTIONS

Figure 7-1 is a picture of the left aft-mounted : For the purpose of this chapter, the engine is
engine. Figure 7-2 is a general view of a typical : divided into ten major sections (Figure 7-3) from
TFE731 engine. front to rear as follows:

1. Air Intake
2. Fan
3. Planetary Gear Assembly
4. Low-pressure (LP) Compressor
5. High-pressure (HP) Compressor
6. Combustor
7. High-pressure (HP) Turbine
8. Low-pressure (LP) Turbine
9. Exhaust
Figure 7·1. View of Left Aft·fuselage· ••
mounted Engine • 10. Accessory

Figure 7·2. General View of TFE731 Engine

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7·2 FOR TRAINING PURPOSES ONL y

~x HS-1es~ ...PILOT TRAINING MANUAL
~ BERIEB700A
COMPRESSOR A COMBUSTOR
LP H
REDUCTION GEAR
Figure 7·3. Engine Cutaway
AIR INTAKE
The air intake is formed by the fan housing. Air
is direeted into the fan housing by the naeelle air
inlet. Aft of the fan, the air is divided into two
flows. One flow enters the engine eore and the
other goes through the full-Iength bypass duet.
FAN
The fan eonsists of a single-stage axial rotor
mounted in the air intake. The intake duet has
no inlet guide vanes whieh reduce noise level and
eliminate inherent icing problems. An armored
ring on the intake duet will provide blade eon-
tainment should fan disintegration oeeur. The
fan assembly eonsists of the fan dise and a eon-
ieal inlet spinner. The fan blades have integral
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EXHAUST
N-\
part span shrouds that butt eaeh other to form a
eontinuous-part span ringo The fan performs a
twofold funetion: (1) its outer diameter ae-
eelerates a moderately large air mass at a
relatively low velocity into the full-Iength bypass
duet; (2) its inner diameter aeeelerates an air
mass into the engine eore. The bypass duet air
mass is almost three times that of the engine eore y
air mass, and, conseqiiently, the fan eontributes
the major portion of the thrust developed by the
731 engine.
PLANETARY GEAR ASSEMBLY
The planetary gear assembly, loeated immediate-
ly aft of the fan, intereonneets the fan to the
low-pressure (LP) turbine and provides the
neeessary gear reduetion ratio (1.8:1).
7·3

LOW·PRESSURE (LP)
COMPRESSOR
The LP compres sor consists of four axial com-
pressor stages. The inner diameter of the fan
supplies a mass of air to the LP compressor
which progressively increases the pressure of the
air mass and acce1erates it rearward through a
diffuser duct. The LP compressor is driven by
the LP turbine.
HIGH·PRESSURE (HP)
COMPRESSOR
The HP compres sor is a single-stage centrifugal
compressor. The function of the HP compressor
is to further increase the air pressure supplied to
it by the LP compressor and direct the air mass
rearwards through a diffuser duct to the com-
bustor.
The HP compressor is driven by the HP turbine.
COMBUSTOR
The combustor consists of a reverse-flow com-
bustion chamber, located aft of the HP com-
pressor and surrounding the turbine section. The
combustion chamber inc1udes twelve equally
spaced fuel atomizers or spray nozzles and two
high-energy igniter plugs. The function of the
combustion chamber is to control the mixing of
fuel and air (and following ignition of this mix-
ture by the two igniter plugs), contain the com-
bustion gases, and direct them for expansion
through the turbine section.
Being a reverse-flow combustor, the air mass for
the compres sor enters the combustion chamber
at the aft end by making a 180 o turn and flows
forward through the combustion chamber. The
combustion gases are again turned 180 o and
flow aft to the turbine.
HIGH·PRESSURE (HP) TURBINE
The single-stage, axial-flow HP turbine is rigidly
connected to the HP compressor by the high
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pressure rotor shaft, and it is so positioned that
it is in the immediate 'path of the expanding gas
flow from the combustion chamber. It will ex-
tract sufficient energy from the hot gases to
drive the HP compressor and the accessory gear-
box.
The HP turbine and the HP compressor rotating
assemblies constitute the HP spool. The HP
rotating group rpm is referred to as N2•
LOW·PRESSURE (LP) TURBINE '=:. ~-\
The LP turbine is a three-stage axial type, rigidly
connected to the four-stage LP compressor by
the LP rotor shaft. This shaft is coaxially located
within the HP rotor shaft.
The LP turbine discs progressively increase in
diameter from front to rear. Therefore, each can
extract an equal amount of energy from the
combustion gases which is sufficient to drive the
four-stage LP compressor and, in turn, through
the planetary gear system, the single-stage fan.
The LP turbine, the LP compres sor , and the fan
form the LP spool of the engine. The rpm of the
LP spool is referred to as NI.
EXHAUST
The exhaust consists of a primary (engine core)
exhaust duct and the bypass air duct.
The function of the exhaust is to direct the gases
to the atmosphere.
ACCESSORY GEAR
The accessory gear is mounted on the lower side
of the engine, and it consists of a transfer gear-
box and an accessory gearbox. The transfer
gearbox is driven by a towershaft from the HP
rotor shaft and, in turn, it drives the accessory
gearbox through an interconnecting horizontal
shaft.
APRIL 1983

:"'HS -126 PILOT TRÁINING MANUAL
BSRISB 700 A
The following accessories are driven by the ac-
cessory gearbox:
• Fuel pump
• Fuel control unit (FCU)
• Lubricating pump
iI) Starter-generator
• Alternator
• Hydraulic pump
A dual monopole is mounted on the transfer
gearbox to provide cockpit indication of N 2 rpm
and input rpm signals to the engine fuel com-
puter and the engine synchronizer controller.
OPERATION
When the engine is operating (Figure 7-4), the
single-stage fan draws air in through the nacelle
inlet duct. The outer diameter of the fan ac-
celerates a moderately large air mass at a low
velocity into the full-length bypass duct. At the
same time, the inner diameter of the fan ac-
Figure 7·4. Gas Flow Schematic
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celerates an air mass into the engine coreo The
pressure of this air is increased by the LP com-
pressor and directed to the HP compres sor
where the air pressure is further increased and
ducted aft to the combustor.
A precise amount of this air enters the reverse-
flow combustor where fuel is injected by the
twelve spray nozzles; the mixture is initially ig-
nited by the two igniter plugs and expanded
through the turbine. The HP turbine extracts
enough energy to drive the HP compres sor and
the transfer and accessory gearboxes. The LP
turbine extracts enough energy to drive the LP
compressor, the planetary gear, and the fan.
The remaining gas flow is accelerated aft
through the jet pipe and joins the fan airflow
from the bypass duct.
ENGINE SYSTEMS
The engine systems include the engine oil
system, fuel system, ignition system, engine con-
7·5
 ~ ..._-_.....__""~-ru-
HS-1~ •.
BERIEB700 Á
trol system, engine instrumentation, engine start-
ing, engine synchronization, and automatic per-
formance reserve (APR) systems. Other engine-
related systems, such as fire protection, engine
pneumatics, and ice protection are covered in
the appropriate sections of this training manual.
ENGINE OIL SYSTEM
The engine oil system provides for cooling and
lubrication of the main engine bearings, the ac-
cessory drive system, and the planetary gearbox.
The TFE731 engine oil system is a pressure and
scavenge system consisting of a five-in-one
pump that includes one pressure and four
scavenge pumps. Engine lubricating oil is con-
tained in an engine-mounted tank incorporating
a filler and sight gage.
Oil cooling is provided by segmented surface air
coolers located in the bypass air duct and an
engine-mounted fuel oil cooler. Bypasses are
provided for each type of cooler to prevent
damage due to clogging or from high-viscosity
fluid.
Oil pressure is limited by an integral regu-
lator/relief valve on the pressure pump.
A filter in the oil pressure line includes a bypass
valve with a red delta pressure indicator to pro-
vide for visual indication of bypass valve opera-
tion.
Figure 7·5. Oil Pressure and Temperature Gages
7·6
FlightSafety
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PILOT TRAINING MANUAL
NOTE
The delta P indicator includes a
thermal lockout device to prevent
operation by high-viscosity fluid
(such as during engine starting in
cold weather), even though bypass-
ing of fluid occurs under this con di-
tion.
Indication
An AC transmitter in each engine oil pressure
line is used to send pressure signals to the oil
pressure gages (Figure 7-5) on the center instru-
ment panel. These gages are calibrated in psi and
require 26 volts AC power for operation.
OIL LO PRESSure warning is provided by a
pressure switch that senses pump outlet
pressure. If system pressure drops to a specific
value, the pressure switch will turn on a red an-
nunciator marked "OIL 1 LO PRESS" or "OIL
2 LO PRESS."·- 'Z r es¡
These annunciators (Appendix B) are on the
master warning panel located on the center in-
strument panel. They require DC power for
operation.
Oil temperature (Figure 7-5) is sensed by a
resistance bulb at the outlet of the fuel oil cooler
and sent to a gage on the center instrument
FOR TRAINING PURPOSES ONL y APRIL 1983
 FlightSafety
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panel. The gage is calibrated in degrees Celsius
and it requires DC power for operation.
Operation
The oil pressure pump draws oil from the tank
(~i~ure 7-6) and develops a pressure up to the
limit of the pressure regulator /relief valve.
Pump discharge pressure is transmitted through
the bypass-type filter and the fuel heater to the
surface air-oil coolers. A temperature-sensitive
bypass valve senses the oil temperatures from the
cooler segments and maintains a specific tem-
perature range by bypassing oil around the air-
oil coolers. Some of the oil leaving the air-oil
coolers is supplied for lubrication of the ac-
cessory drive gears, the transfer gearbox drive
gears, and engine bearings 4, 5, and 6, while a
portion of this oil is routed through or bypasses
the fuel oil cooler before directing it for lubrica-
tion of engine bearings 1, 2, and 3 and the
planetary gear assembly. Oil pressure and
temperature are sensed at the fuel oil cooler
outlet and sent to the cockpit gages. The bear-
ings and gearbox are as are gravity scavenged to
the inlets of the scavenge pumps. These pumps
return the oil back to the tank through a com-
mon scavenge lineoA chip detector is installed in
the common scavenge line with provisions for
connection to an (optional) indicator in the
cockpit.

••
••
VENT ••
NOS. 4 AND 5
NO.6 ••
BREATHER
BEARINGS
BEARING ••
PRESS
VALVE •
TRANSFER
GEARBOX

PLANETARY
GEARS •
NOS. 1,2, AND
3 BEARINGS

COMMON SCAVENGE TEMP

OIL TANK
••
••
••
LEGEND
••
••
D SUPPLY D AIR FUEL OUT ••
• PRESSURE • FUEL ••
D SCAVENGE ;;;:::. ELECTRIC FUEL OUT
••
••
•
Figure 7-6. Oil System Schematic

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 FlightSafety
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The bearings, gearbox, and the oil tank are all
interconnected by a vent line which connects to a
capsule-controlled vent and breather pressuriz-
ing valve. This vent system functions to maintain
adequate internal engine vent and tank pressure
values for efficient oil pump operation at all
altitudes.
state operation, normal speed limiting, and
ultimate overspeed control of NI and N2. The
computer also controls the surge bleed valve. On
airplanes without APR (automatic performance
reserve), the computer will terminate engine
start at 50070of N2 rpm. The computer operates
in automatic mode only.

ENGINE FUEL SYSTEM Fuel Computer Control

The TFE731 engine is provided with a The pilot controls the fuel computers by two-
hydromechanical fuel system. The fuel system is position (AUTO-MAN) switches (Figure 7-7) on
normally controlled by an electronic fuel com- the roof panel. The switches are marked "ENO
puter. The function of the fuel system is to pro- CMPTR 1" and "ENO CMPTR 2."
vide specific fuel metering to meet all operating
conditions for starting, acce!eration, decelera- These switches are normally in the AUTO posi-
tion, temperature, and altitude. Automatic and tion during all operations.
manual fuel enrichment are incorporated to aid
----,
in engine starting and initial acceleration when o 0
operating in AUTO mode. •• o 0 0 0 DITJITJ
The engine fuel system includes a two-stage fuel
pump made up of a boost pump and a high-
pressure pump, a fuel control unit (FCU), a P3
limiter, flow divider, fuel atomizers, and the
electronic fuel computer.

The boost pump receives inlet fuel at wing tank

fuel pump pressure and increases this pressure to
a higher value and directs it through a bypass-
type filter and a thermostatic anti-ice valve to
the inlet of the HP pump which, in turn, in-
creases the boost pump pressure to the high
value required to maintain ideal spray patterns.

Fuel Computer
Fuel computing is norrnally done by the fuel
computer based on sensing parameters, such as
throttle lever position (PLA), PT2TTH NI rpm,
N2 rpm, and ITT signals.

The output signals from the computer to the

FCU determine the metered fue! during starter
operation-including automatic fuel enrich-
ment, fuel for acceleration, deceleration, steady- Figure 7·7. ENG CMPTR Switches

7·8 FOR TRAINING PURPOSES ONL y Revision1-January 1984

 FlightSafety inlemalional

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7·88 FOR TRAINING PURPOSES ONLy Revision1-January 1984


Fuel Computer Indication
Two lights marked "ENG 1 CMPTR" and
"ENG 2 CMPTR" (Appendix B) are located on
the annunciator panel. A light will come on if
the associated computer reverts to manual mode
or if the control switch is moved to manual.
Surge Bleed Valve
The surge bleed valve functions to prevent the
inherent tendency ofaxial compressors to stall
and surge in the low power range, during ac-
celeration or deceleration, or during transient
speed mismatch between the LP and HP spools
and combustor overfueling.
The bleed valve is located on the compres sor
case. It is controlled by two solenoids on signals
from the associated fuel computer. When one of
the solenoids is energized, the bleed valve will
move toward the open position. The second
solenoid will cause the bleed valve to move
toward the closed position. Only one of the
solenoids can be energized at any time. If the
computer input or output signals fail or if elec-
trical power is lost, both solenoids will be
deenergized and the bleed valve will go to a
pneumatically balanced fail-safe, one-third-
open position. When the surge bleed valve
opens, sufficient LP compressor air will be
dumped into the bypass duct to maintain a safe
surge margin for the LP compressor.
Operation
When the engine is static or operating at a throt-
tle setting of less than 30°, the surge bleed valve
is fully open. Therefore, during engine starting
and idle power, the surge bleed valve is dumping
a predetermined amount of LP compressor air
into the bypass duct. When the throttle is ad-
vanced, a potentiometer will sense the 30 ° angle
and provide a computer input signal. The com-
puter, in turn, will produce a signal to one of the
Revision1-January 1984 FOR TRAINING PURPOSES ONL y
FlightSafety
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surge valve solenoids to cause the surge valve to
close.
During operation the LP compres sor may surge
when HP rotor speed and LP rotor speed are
mismatched, such as auring power increases or
decreases at certain altitudes or OAT conditions.
The computer is continuously sensing LP and
HP rotor speeds and throttle position. If the LP
compressor surge margin decreases into the
critical range, the bleed valve will open to main-
tain the predetermined surge margino
If the computer fails, or if an open circuit
develops between the computer and the surge
valve solenoids, the computer will revert to a
manual mode and the surge valve will go to the
fail-safe, one-third-open position. In such cases,
throttle movement must be controlled and
power changes made at slower rates to prevent
compressor surges.
NOTE
If an open circuit develops between
the computer and the surge bleed
valve solenoids, the computer will
revert to a manual mode and the
associated warning light will come
on.
Fuel Enrichment
Automatic fuel enrichment during engine start-
ing and acceleration to idle is a function of the
fuel computer when operating in the auto mode.
Manual Fuel Enrichment
Manual fuel enrichment is provided by a push-
button switch for each engine (Figure 7-8). In-
creased fuel metering will occur as long as the
associated switch is held in. Automatic fuel enrich-
ment is overridden and ITT must be carefully
monitored during manual fuel enrichment. Fuel •
enrichment is inhibited with the engine at idle. ••
7·9
 FlightSafety
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propriate annunciator marked "FUEL 1 01

HEAT" or "FUEL 2 O/HEAT" will come on.

A combination OAT -Fuel temperature gage

(Figure 7-9) is located on the center console. The
gage normally indicates outside air temperature.
A push-button switch marked "PUSH FUEL
TEMP" is located near the gage. When this
switch is pushed, the gage will indicate fuel
temperature in the left tank-to-engine fuelline.

Figure 7·8. Fuel Enrichment Switches

Indication
Fuel pressure in each tank-to-engine line is
sensed by a pressure switch. If pressure drops to
a low value, the appropriate light marked "ENG
1 LO PRESS" or "ENG 2 LO PRESS" (Appen-
dix B), located aboye the fuel pump switch on
the roof panel, will come on. In addition to the
low pressure lights, a repeater light marked
"FUEL," located on the annunciator panel, will
also come on. The repeater light has an arrow
pointing upward to bring attention to the roof
panellow fuel pressure lights. Figure 7·9. Temperature Gage and Switc~>
Q
The fuel filters incorporate differential pressure
switches to detect ice or contaminants. If a Operation I\~ -,
specific differential pressure exists across the r/ In'\.')
filter, the appropriate annunciator marked Basic fuel pressure is generated by an electrical
"FUEL 1 FILTER" or "FUEL 2 FILTER" will (fuel pum~(Figure 7-10) in each fuel tank and '> I
come on. ~upphe(f rough the normally open LP fuel », -o
cocks to the boost pumpf The bOOst pump íri-"> O
Engine fuel temperature is sensed by a resistance creases fuel pressure and supplies fuel through ~
bulb in the engine fuel pump. If fuel the fuel filter to the HP fuel pump. The HP fuel J
temperature reaches a specific value, the ap- pump increases fuel pressure to a high value and f/

APRIL 1983
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 FlightSafety
international

F'U3':125
SERIES '700 A

directs it to the FCU. The fuel computer receives Metered fuel leaving the FCU now enters the
signals from PLA, PT2TT2' NI rpm, N2rpm, and flow divider which supplies fuel initially through
ITT. AH of these signals are analyzed by the the primary manifold and nozzles in the com-
computer, and an output signal is sent to the bustion chamber. As fuel pressure incréases, the
FCU representing a thrust requirement. The flow divider will also supply fuel to the second-
FCU, in turn, establishes a fuel flow to provide ary manifold and nozzles. Ignition is provided
the required thrust. Metered fuel will be by two high-energy igniter plugs, and the engine
automatically cut off by the ultimate overspeed will accelerate smoothly to idle rpm. After the
setting at 109070NI or 110% N2. engine reaches self-sustaining speed, ignition is
LEGEND
c::J SUPPLY
•••• PUMP DISCHARGE
COLLECTOR _ LOW·PRESSURE
TANKS PUMP HYDROMECHANICAL FUEL
METERING UNIT
_ HIGH·PRESSURE
PUMP BYPASS
RETURN

FUEL PUMP ASSEMBLY

r-- ------------------------------------------ ------------------
FILTER BYPASS VALVE

FILTER

HIGH·PRESSURE
ENGINE-DRIVEN PUMP ELEMENT
BOOST PUMP

~--------- ------------------------- -------------- -----------------~

INTERSTAGE
PRESSURE TAP
(SAFETIED CAP)

OIL OIL

Figure 7-10. Fuel System Schematic

APRIL 1983 FOR TRAINING PURPOSES ONLy 7-11


turned elf', either by a signal from a monopole
on (he starter-generator or by a cornputer-
operated electronic speed switch if automatic
performance reserve is not installed.
!
IGNITION SYSTEM
The HS-125 engines incorporate a high-energy
ignition system consisting of an engine-mounted
igniter box and two igniter plugs. The ignition
may be subdivided into automatic and selective
operation.
During engine starting, ignition will auto-
matically occur when the start system is
operating and the associated HP cock lever is
moved to the open position.
Control (Continuous Ignition)
Ignition may be selected for continuous opera-
tion by two two-position on-off switches (Figure
7-11) marked "ENG IGNITION 1" or "ENG
IGNITION 2" located on the roof panel.
Figure 7·11. ENG IGNITION Switches
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Indication
Two annunciators on the roof panel marked
"IGN 1 ON" or "IGN 2 ON" (Appendix B) will
come on for the associated engine whenever the
ignition system is operating in either the
automatic (starting) or selective modes.
Operation
During engine starting, ignition will be turned
on automatically when the HP cock is moved to
the OPEN position (Figure 7-12). Ignition
operation, indicated by the associated IGN 1 or
IGN 2 ON light on the roof panel, will continue
until start is terminated. Continuous ignition is
controlled by turning on the appropriate ignition
switch on the roof panel. The associated ignition
light will come on and remain on until the switch
is turned off.
ENGINE
INSTRUMENTATION
Engine operation is indicated by an instrument
grouping on the center instrument panel (Figure
Revision1-January 1984

7-13). The instruments for each engine are
located in two vertical rows as follows.
IGN 1
ON
Figure 7-12. Ignition System Schematic
Figure 7-13. Engine Instruments
APRIL 1983 FOR TRAINING PURPOSES ONL y
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FUEL FLOW
Fuel flow is measured by a mass flow transmitter
at the outlet of the FCU and transmitted to a
gage on the center instrument panel (Figure
7-13). The gages are calibrated in pounds per
hour times 100. Power for the fuel flow system is
from the DC distribution system.
LP rotor (N ,) rpm is transmitted from a dual
monopole, sensing LP rotor shaft rpm. Two
outputs are supplied, one to the fuel computer
and one to the N, gage on the center instrument
panel (Figure 7-13). The gage is calibrated in
percentage of design 1000/0 rpm. An integral
digital readout in increments of 0.1 % rpm and a
power OFF flag are also provided on the face of
the gage. The gage receives power from the DC
distribution system,
ENGINE TEMPERATURE (ITT)
Engine temperature (ITT) is sensed by ten ther-
mocouples located between the high- and low-
pressure turbines. The thermocouples are wired
in two parallel circuits for best averaging. One
parallel circuit supplies a signal to the fuel com-
puter while the other parallel circuit provides the
input to the ITT gage (Figure 7-13). The main
gage dial is calibrated in degrees Celsius times
100. A digital readout and an OFF flag form
part of the gage. A separate inverter is provided
for AC power when the airplane's normal AC
system is not operating.
HP rotor or N2 rpm is transmitted by a dual
monopole mounted on the transfer gearbox. The
monopole sends an rpm signal to the fuel com-
puter as well as to the N2 gage (Figure 7-13) on
the center instrument panel. The gage is
calibrated in percentage times 10 of design maxi-
mum 100% rpm. A secondary scale provides in-
dication of one revolution for each 10% indica-
7-13
 FlightSafety
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tion on the main scale. The gages receive power When the HP cock lever is moved from the
from the DC distribution system. An OFF flag CLOSE to the OPEN position, it will perform
on the dial provides indication of power loss. the following functions in preparation for an
engine start:
1. Release a throttle lever inter-lock. ••
ENGINE POWER 2. Turn on the ignition.
3. Open a rotor valve in the FCU.
CONTROL
4. Open a hydraulic on-off valve.
5. Establish idle datum on a potentiometer •
Each engine is controlled by two levers (Figure •
7-14) located on the center pedestal. One lever is •• in the FCU. :
called an HP cock lever and the other a throttle :
lever. : THROTTLE LEVERS
The throttle levers (Figure 7-14) operate in a
quadrant on the top side of the center pedestal.
The quadrant is marked "IDLE" (full aft) and
"MAXIMUM THRUST" (full forward).

The throttle functions in the computer AUTO

mode to vary the datum of a potentiometer to
provide PLA to the fuel computer. In the com-
puter MANUAL mode, or failed mode, throttle
movement varies the datum of the mechanical
governor in the FCU. In either mode, engine
power is proportional to throttle position.

REVERSE THRUST
SELECTOR
On airplanes equipped with thrust reversers, a
reverse thrust selector is piggyback mounted on
each throttle lever. Each reverse thrust selector
has three basic positions: STOW, REVERSE
Figure 7·14. Thrust Levers and IDLE, and MAXIMUM REVERSE. Thrust
HP Cock Levers rever ser description and operation will be
covered later in this chapter.

HP COCK LEVERS
The HP cock levers (Figure 7-14) operate in ver-
tical slots on the aft side of the center pedestal.
ENGINE STARTING
Each lever has two positions: CLOSE (full
down) and OPEN (full up). Engine starting may be divided into two general
categories: ground start and airstart.
Each HP cock lever is interconnected to the
associated throttle lever by mechanicallinkage in Ground starting is divided into battery (internal)
the center console. starting and external power starting.

Revision1-January 1984
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 FlightSafety
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Sorne airplanes have an additional battery start-

ing mode called cold start. This means that the
batteries can be series connected for engine
cranking as opposed to the standard parallel
method.

Airstarting is divided into two categories: starter

assisted and windmilling airstarts.

GROUNO STARTS
Engine cranking for starting is achieved by the
combination starter-generator mounted on the
accessory gearbox. A monopole mounted on the
starter-generator will automatically terminate
the starter and allow the starter-generator to •
supply regulated DC power to the DC distribu-
tion system. On sorne airplanes this is done by
an additional electrical sensor switch in the fuel
computer. Prior to ground starting the engines,
the Preflight and the Before Starting Engines
checks must be completed and any discrepancies
corrected before proceeding with the start.
CONTROL ANO INOICATION
An engine start control section (Figure 7-15) is
located on the roof panel and contains the
following switches: one start power switch and
two engine starter switches; also, one cold start
switch on the first twenty airplanes manufac-
tured.
The start power switch is a latching-type switch-
light marked "START PWR." The switch has
two positions: Push for on, push again for off.
When pushed on, integral lights will turn on a
legend marked "PWR ON-PUSH FOR
ABORT."
The function of the start power switch (when
pushed in) is to connect the batteries in parallel
to the starter bus for an internal start. When
using external power, this switch will route
power to the engine starter switches. In both
•
Figure 7·15. Engine Start Control Panel
cases, the battery switch must be turned on. This
will be confirmed if the integral switchlights are
on. Pushing this switch again will disconnect the
power source from the starter bus and the in-
tegral switchlights will go out. Consequently,
this switch can be used to abort an engine start at
any time before self-sustaining speed is reached
or to terminate the starter after reaching self- • •
sustaining speed if the automatic start termina-
tion failed. It is normally used to disconnect the
start power source after both engines are started.
NOTE
If the start power switch is pushed
before external power is selected,
the external power source will be in-
hibited. On the other hand, if exter-
nal power is connected, the battery
start power will be inhibited.
The two engine starter switches are marked
"STARTER ENG 1" and "STARTER ENG
2." These switches are momentary type. When
pushed in, integrallights in the switches will turn

Revision1-January 1984 FOR TRAINING PURPOSES ONLy 7·15


on a legend marked "OPERA TING" to con-
firm that the necessary engine starter relays and
contactors have closed.
STARTING (INTERNAL
START -BATTERIES)
Consistent use of the batteries for
engine starting will reduce battery
life. Approved external power units
should always be used for engine
starting when available.
Assuming that the Preflight and Before Starting
Engines checks are satisfactorily completed,
push the START PWR switch and note that the
switch legend comes on, confirming (in this case)
that parallel battery power is available on the
starter bus. Then, push and hold the STARTER
ENG 2 switch to route power to the right engine
starter. This is confirmed if the integral starter
OPERATING light comes on. The starter switch :
should now be released. Monitor the N 2 gage to
confirm engine rotation, and at 10070N2 move
the right HP cock lever to open. This action
turns on fuel and ignition. ENG 2 ignition an-
nunciator comes on, indicating electrical power
is available to the ignition unit. Lightoff should
occu.r ~lmost immediately, confirmed by
momtonng the ITT gage. Engine oil pressure
and hydraulic pressure should both show an in-
crease proportionate to engine acceleration.
When N2 shows between 46% and 50% the
. .
starter switch OPERA TING light should go out
' switches is pushed and held until the operating
confirming starter termination. At the sarne
time, the ignition annunciator will go out. The
START PWR light should remain on. Check
fuel flow indication and also determine that NI
is increasing in proportion to N 2 and that the
engine accelerates smoothly during starter
operation and stabilizes at idle rpm.
7·16 FOR TRAINING PURPOSES ONLy
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NOTE
Automatic fuel enrichment as
determined by the fue! computer
will be sufficient to pro vide the
necessary metered fuel for normal
start and acceleration rate to idle. If
the outside air temperature is ex-
tremely low, use the manual fue!
enrichment as recommended by the
approved Airplane Flight Manual.
Automatic fuel enrichment is over-
ridden while manual fuel enrich-
ment is being used. Careful
monitoring of the ITT gage is
necessary when using manual fuel
enrichment.
The starting procedure for the left engine is
precisely the same. After both engines are
started and stabilized, push and release the
START PWR switch and the switchlight legend
should go out.
COLO START
If the airplane is equipped with a cold start
mode, the engine starter section on the roof
panel has one more latching-type switch marked
"COLD START" (Figure 7-15). When pushed,
the integral light marked "COLD START :
SELCTD" will come on. This confirms that a
battery series start at 48 volts is now armed and
will be initiated only when one of the starter
light. in the switch comes on. Subsequently, the
startíng procedure is identical with that ex-
plained for a normal battery start, except that,
following completion of the start, the START
PWR switch should be pushed, then released,
causing the light in the START PWR switch to
go out. Pushing the COLD START switch will
turn off the lights in the COLD START switch.
Revision1-January 1984
 FlightSafety
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NOTE The engine sync system permits synchronizing

A start may be terminated or
aborted by closing the HP cock,
pushing and releasing the START
PWR switch. The integrallight will
go out and cranking power will be
removed from the starter.
STARTING (EXTERNAL START)
NI or N2 rpm.
Control
The engine sync system is controlled by a three-
position switch (Figure 7-16) on the roof panel.
The switch is marked "ENG SYNCH NI, N2,
OFF." The synchronizer receives input signals ••
representing rpm from the NI and N 2 monopoles
of the left and right engines.

I~l
External power units used for
engine starting on HS-125 Series
700A airplanes should be capable
1 0f producing 28 volts DC up to
1,000 amperes with negligible
voltage drop, and the units should
be current limited to 1,100 amperes.

The engine start procedures, when using external

power, are identical with that explained for bat-
tery starting, except that an external power unit
must be connected and operating, and the EXT
POWER switch (Figure 7-15) on the roof panel
must be turned on before pushing the START
PWR switch. Otherwise, the external power sup-
ply will not connect to the bus system.

ENGINE SYNCHRONIZATION
General
The HS-125 is equipped with a master-slave-type Figure 7·16. Engine Synchronization Switch
engine synchronization that will maintain the
right engine's rpm within 2.5070 of the rpm
selected on the left engine. The left engine is the
master engine and the right engine is the slave. Operation
Operation of the engine sync system is depen- The rpm signals from the right engine are com-
dent on normal operation of both engine fuel pared with that of the left engine. The resultant
computers and the APR system being not output signal of the right engine computer ad-
armed. However, engine sync is inhibited with : justs fuel flow to increase or decrease rpm to
the throttles at maximum thrust selection. : precisely match the rpm of the left engine.

Revision1-January 1984 FOR TRAINING PURPOSES ONL y 7·17


The function of the engine synchronizing system
is to reduce engine-generated noise level in the
occupied áreas with the resulting increase in
passenger comfort.
The engine synchronizing system must be
selected off for takeoff and landing. Prior to
turning the system on, rpm should be manually
synchronized within 2.5 OJo.
NOTE
Even though the engine sync system
permits the selection of NI or N 2 for
synchronization, thrust symmetry
will be ensured only when the NI
rpm of both engines are synchro-
nized.
Sorne operators feel that N 2 synchronization
results in a quieter cabin. The engine manufac-
turer strongly recommends that comfort be
evaluated against the possibilities of engine
parameter splits.
The TFE731 engines are designed, assembled,
and tested so that at matched NI rpm, equal
thrust is delivered, and as in any free turbine
engine, sorne differences in N2 rpm will be
necessary to achieve the selected thrust.
Therefore, N2 synchronization may result in
asymmetric thrust, requiring flight control trim
changes, with resulting drag and increased fuel
consumption.
AUTOMATIC
PERFORMANCE
RESERVE (APR)
GENERAL
The APR system is an electronically controlled
system that will automatically increase the nor-
mal engine rating of both engines to a preset :
higher rating if an N, split of 5% or more occurs .
. 7·18 FOR TRAINING PURPOSES ONL_y
..
FlightSafety
Internalional
NOTE
No increase in thrust will occur if
ambient conditions are such that
the engines are already NI limited at
the normal rating.
The APR system consists of an APR controller
that opera tes through the engine synchronizer
and the fuel computer of each engine. The
system is triggered by a 5% split between N 2
which is approximately 12% N l. The increase in
thrust is obtained by allowing the engines to
operate at higher limits. (The N 2 rotor speed will
increase about 1% maximum and ITT will in-
crease about 22 o e maximum.)
The synchronizer controller must be operational
to provide for N2 inputs to the APR controller in
the auto mode. The override mode is indepen-
dent of N2 inputs.
If there is an electrical power loss to the APR
controller, both fuel computers will reset to the
APR rating.
The APR system must be on and operational for
takeoff, except for crew training flights, when it
may be off. APR takeoff power is limited to 5
minutes, and this includes the time period that
the engine operated at normal rated takeoff
power.
CONTROL ANO INOICATION
The APR system is controlled by two latching-
type switches (Figure 7-17) located on the center
instrument panel. The left switch is marked
"APR O/RIDE" and the right switch is marked
"APR ARM." Pushing and latching in the arm
switch will turn on a white legend marked "APR
ARMED." The light will go out if the switch is
pushed again to unlatch.
The APR O/RIDE switch has a green legend
marked "O/RIDE" that will come on if (1) the
system is armed and triggered automatically by
an N2 split of 5% or (2) the O/RIDE switch is
pushed and latched in.
Revision 1-January 1984
 FlightSafety
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,~~
• Throttle-Closed immediately ••
~IlLW ••• Engine Ignition-ON
•••
'I'Uf •• If the relight is unsuccessful, close the HP cock :
•• and accomplish the engine shutdown in the :
•• flight checklist. :
•• ••
••
• ••
Relights should not be attempted if
engine failure is accompanied by
symptoms of internal engine
damage or if there is no indication
of NI.
•• •
••
• STARTER·ASSISTED RELlG HT
•••
••
••
•
IWARNING I
••• Airstarts should not be attempted
Figure 7·17. APR Switchlights
•• unless NI rotation IS indicating
• aboye zero.

Starter-assisted airstarts should be

OPERATION
When armed, the APR system will provide an
increase in power (above the normal flat-rated
power) if an engine failure or transient fault oc- •
curs during takeoff. The APR may be armed for •
single engine landing.
APR operation will occur for both engines if the
system is armed and the O/RIDE switch is
pushed and latched in. To turn the APR system
off following an override selection, the APR
ARM switch and the O/RIDE switch should
both be pushed to unlatch even though unlatch-
ing the APR ARM switch will disable the system
and both switch legends will go off. However, if
the APR ARM switch is again pushed and
latched, APR operation will resume.
AIRSTARTS
IMMEDIATE RELlGHT
If the flameout is detected quickly, the following :
procedure may be used:
made if the altitude/airspeed com-
bination is not producing 15070N2
rpm.
Airstarts should not be attempted
aboye 20,000 feet if the fuel com-
•• puter is off or inoperative.
Prior to initiating a starter-assisted airstart, be
sure that the engine shutdown checklist has been
completed and that the altitude/airspeed is •
within the relight envelope. :
Engine start procedures for a starter.-assisted
airstart are identical with those explained for
ground starts.
NOTE
Manual fuel enrichment may be
used as outlined in the approved
Airplane Flight Manual up to an in-
dicated ITT of 400 o C.
:
•• Fuel enrichment (automatic or
manual) is not available if the fuel
: computer is off or failed.

Revision1-January 1984 FOR TRAINING PURPOSES ONLy 7·19 '

 FlightSafety
intematlonal

WINDMILLlNG AIRSTARTS ABORTED STARTS

NOTE
Windmilling airstarts must be car-
ried out in accordance with the
relight envelope. Airstarts with the
fuel computer off or failed must be
carried out below 20,000 feet and as
shown on the relight envelope.
Assuming that the engine flameout was not ac-
companied by any indications of internal engine
damage, the NI indicates at least 10OJo(if the fuel
computer is inoperative), and the shutdown
checklist has been completed, check the relight
envelope and proceed as follows.
Check that the LP cock is open and that the
boost pump is 00. and see that the associated
ENG LO PRESS light is out. Check N 2 rpm and
determine that it is 15% or more and that NI is
indicating. Turn on the appropriate ignition
switch and check that the ignition light comes
on. Now move the HP cock to OPEN. Manual
fuel enrichment may be used as recommended
by the approved Airplane Flight Manual.
Release the FUEL ENRICH switch by 400 o C
ITT. Monitor all engine instruments for normal
response and when the engine stabilizes at idle,
turn off the ignition system and set power as re-
quired ,
To abort any type of start, move the affected
HP cock to the CLOSE position and then com-
plete the shutdown checklist for ground starts or
airstarts.
••
THRUST REVERSER
SYSTEM
GENERAL
The HS-125 Series 700A airplanes may be
equipped with an optional Aeronca thrust
reverser system. The system includes two thrust
reverser assemblies and various controls and in-
dicators.
THRUST REVERSER ASSEMBLY
Each thrust reverser assembly (Figure 7-18) is
electromechanically controlled and pneumatically
operated. (Refer to Chapter 9, "Pneumatics.")
Normally, both reversers are deployed
simultaneously, although use of one reverser is
permitted.

NOTE

Engine starts must be aborted for

any one of the following reasons:
• If lightoff does not occur FLEXIBLE
PNEUMATIC
within 10 seconds after mov- DRIVE SHAFT
ACTUATOR
ing the HP cock to OPEN
• If ITT is rapidly approaching
the start limit of 907 o C
• If oil pressure is not showing RACK
BLOCKER
within 10 seconds after DOOR
lightoff BEAM
• If N 2 rpm hangs or decays
Figure 7·18. Thrust Reverser Assembly

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7·20
 FlightSafety
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CONTROLS ANO INOICATORS SYSTEM OPERATION

The thrust reverser system controls (Figure 7-19)
consist of a reverse thrust selector and a balk
manual override lift on each engine throttle
lever, as well as the following switches and an-
nunciators (Appendix B) located on the center
instrument panel:
• THRUST REVERSER annunciators:
REVERSE (2, green)
REVERSER UNLOCKED (2, amber)
• MWS THRUST REVERSER annunci-
ators (2, red)
• REVERSER emergency STOW switch and
annunciator (amber) labeled "RVRSR IN-
OP"
• REVERSER AIR SUPPL y ANN SEL
switch and annunciator (white) labeled
"AIR ON 1" and "2"
• TIR FLASHER pushbutton (when fitted)
test section on roof panel
In order for the pilot to use the thrust reverser
system, it must be armed. System arming occurs
when weight on wheels is sensed by both the left
and right leg microswitches when the airplane
lands. In addition, the engine throttles must be
in their idle position. The REVERSER AIR
SUPPL y ANNunciator 'SELector switch should
be in its ON position to allow the AIR ON 1 and
AIR ON 2 annunciators to illuminate, indicating
air is available for reverser deployment. (See
Figure 7-20.)
After the system is armed, the thrust reverser
assemblies are deployed by selecting the reverse
idle position with the reverse thrust selectors.
This locks the throttle in idle and initiates
reverser deployment which illuminates the
amber REVERSER UNLOCKED annunciators.
In 2 to 3 seconds, the assemblies complete
deployment; the REVER SER UNLOCKED an-
nunciators go out, and the green REVERSE an-
nunciators come on. At this time, a balk is
removed and the pilot may increase the reverse
thrust by moving the reverse thrust selectors up
and back. Reverse thrust in excess of 70070 NI
rpm is permitted for periods up to 1 minute.

CENTER INSTRUMENT PANEL

DEPLOY STOW Except in an emergency, reverse

MAXIMUM ENGINE THROTTLE LEVER idle must be selected before the
REVERSE THRUST FULLY AFT AT ENGINE
IDLE SETTING airspeed reduces below 60 knots.
This action minimizes the risk of in-

L·~...
.
l:
- .'
,.-~-' ~
.
gestion damage.

IDLE NOTES
REVERSE
THRUST With reverse thrust selected, engine
anti-icing bleed air is automatically
shut off, and the airbrake warning
horn is isolated.

Should a landing take place with an

Figure 7·19. Thrust Reverser System Controls air-conditioning main air valve in-
advertently open, system air pres-
sure may be reduced and deploy-

APRIL 1983 FOR TRAINING PURPOSES ONL y

 ment of the affected thrust reverser
assembly may be delayed.
Subsequently, moving the reverse thrust selec-
tors forward and down into reverse idle detent
reduces engine speed to idle. Further downward
movement into the stow position begins thrust
reverser assembly stowing. In the event of
solenoid failure preventing reselection of stow,
the balk override lift can be used to remove the
balk. As stowing takes place, the REVERSE an-
nunciators go out and the REVERSER UN-
LOCKED annunciators come on again and stay
on until the thrust reverser assemblies are stow-
ed.
After 2 to 3 seconds, the thrust reverser
assemblies are completely stowed, which turns
off the REVERSER UNLOCKED annun-
ciators. Selecting stow also releases the throttle
lock so the pilot can move the engine throttle
levers out of the idle position, which turns off
the AIR ON 1 and 2 annunciators.
NOTE
With Mod. 8584, the REVERSER
UNLOCKED amber annunciator
flashes, on the ground only, to in-
dicate that the associated blocker
doors are incorrectly stowed. This
fault condition must be investigated
and rectified before the next
takeoff.
Pressing a TIR FLASHER test but-
ton on the roof panel flashes both
REVERSER UNLOCKED annun-
ciator lights.
It should be noted that during thrust reverser
operation, the rudder bias system is inhibited. If
the rudder bias inhibit system fails on deploy-
ment of the thrust reverser assemblies, an ap-
propriate red THRUST REVERSER annun-
ciator illuminates. This warns the pilot that the
rudder bias inhibit system has failed and that it is
unadvisable to operate the thrust reverse system.
The red THRUST REVERSER annunciator il-
luminated in flight indicates that the TIR air
valve is open while the throttle is not at idle.
EMERGENCY OPERATION
If the thrust reverser assemblies fail to stow on
the ground or in flight, pressing the emergency
stow switch bypasses the normal stow circuits
and illuminates an integral RVRSR INOP an-
nunciator. This annunciator indicates that
reverse thrust is not available to either engine.
Normal operation is restored by depressing the
switchlight a second time, which also turns off
the RVRSR INOP annunciator.
LIMITATIONS
GENERAL
The limitations contained in the approved
Airplane Flight Manual are part of the type and
operating certificate, and compliance is required
by law.

Engine NI % RPM (Min) When Descending in Icing Conditions

10,000 20,000 30,000 40,000
Altitude ft 8,000
57 68 77 86
Less than 10 mino 55
63 73 82 91
Engine out 63

NOTE:
Minimum rpm under altitude 8,000 feet for both descending and approach:
1. Less than 10 minutes, 55% N,
2. More than 10 minutes, 60% N,

7·22 FOR TRAINING PURPOSES ONL y Revision 1-January 1984

 FlightSafety intemational

THROTILE LEVER
Rrr BALK AS LOCKED AT IDLE
STEP 3 ,," I I /
....:-íAiRl-:.
..... WHITE
LQ!iJ .......
I \ -,
--
/ I
- - - -' - - - - - -
'\_ - - - -,
I
TRANSLATING STRUCTURE
FULL y DEPLOYED BUT
BLOCKER DOORS NOT
YET CLOSED

L ,

REVERSE IOLE THRUST

TRANSLATlNG STRUCTURE
AS IN STEP 2 BUT
BLOCKER DOORS CLOSED

I
I L__ ~
~ - - - - - - - - - - - - - - -- - - - - - - ~ =I ~~V;~S~ I~I I
D--0---_.-
----__,.-
-- -, _L...--.--I

REVERSE THRUST AVAILABLE

REVERSE THRUST THROTILE IDLE
SELECTOR LEVER BUT NOT LOCKED
BALKO~ <, -, I I /
r- ~ 'íAiRl-
I Rrr SELECTOR 1LQ!iJ:::::WHITE
I L~E~ S~I:!:..C~I/I,~ '- ...,

PRESSURE I REVERSER
SWITCH LATCH VALVE BLOCKER DOORS

DIRECTIONAL NULLlNG CABLE

CONTROL FLEX ORIVE
ACTUATOR

STOW SELECTEO

Figure 7·20. Thrust Reverser Schematic

FOR TRAINING PURPOSES ONL y 7·21

 FlightSafetyintemalional

ENGINE LlMITATIONS

%RPM Max
Condition Time Limit
NI N2 ITTO C
Starting and - - 907 Unrestricted time
relighting - - 927 10seconds
Above
927 5 seconds Hot section
inspection
Max continuous 101.5 100 885 Unrestricted-
Use only when
operationally necessary
Max climb - - 885 30 minutes
Max cruise - - 865 -
Max overspeed 103 103 - 60 seconds
105 105 - 5 seconds
Takeoff 101.5 100 907 5 minutes
917 10 seconds
927 Momentary
Max overtemp - - 977 Reject engine

MAXIMUM TAKEOFF POWER CONDITIONS*

% RPM Max
Condition Time Limit
NI N_¡_ ITTo C
Maximum takeoff 101.5 101 929 5 minutes
(APR) power 939 10 seconds
949 Momentary
Initial Maximum 101.5 100 907 5 minutes
takeoff power (APR 917 10 seconds
not operating) 927 Momentary

• A placard or appropriately marked instruments are to be provided.

APRIL 1983 FOR TRAINING PURPOSES ONLy 7·23

 FlightSafety
intemational

OIL L1MITATIONS
Minimum oil temperature for engine starting -40 oC

Minimum oil temperature for opening up · ··· + 30 oC

Maximum oil temperature 127oC up to 30,000 ft

140oC aboye 30,000 ft

Transient maximum 149oC for 2 minutes

Minimum oil temperature (for fuel filter deicing):

+40 +62 +83

Oil temp oc +30
-15 and aboye -20 -30 -40
Fuel temp -c

Oil Pressure
Takeoff, max continuous and climb 38 to 46 psi

Idle 25 psi minimum

Transient max 55 psi for 3 min

Oil
Oil.. Refer to the approved Airplane Flight Manual

Usable per engine ························.2.0 U .S. Qts./ 1.9liters

NOTE Aviation Kerosene to the current approved issue

of specifications:
Check main engine oil levels within
15 minutes after engine shutdown. American ASTM 0.1655-74 JET A
ASTM 0.1655-74 JET A-1
Canadian 3-GP-23h
I.A.T.A Kerosene Dec. 1975

Aviation wide-cut fuel to the current approved

issue of specifications when both engines em-
body British Aerospace Mod. 252738:

American ASTM 0.1655 JET B

Fuel MIL-T-5624 JP4 Grade
The following fuels and additives are approved Canadian 3-GP-22 Wide-cut-type
for use with this engine installation. I.A.T.A Wide-cut fuel

FOR TRAINING PURPOSES ONLy Revision1-January 1984

7·24
 FlightSafety intemational

Fuel Additives Minimum Fuel Temperatures

Antistatic To avoid the possibility of fuel freezing, the in-
dicated fuel temperature must not be allowed to
Shell ASA 3 additive may be used in concentra- fall below the following minimum permissible
tions not exceeding 0.75 part per million and at a values:
conductivity maximum of 36 picohms per meter
at point and time of delivery into the airplane. FUEL FUEL TEMPERATURE
ASTM D.1655 JET A-1 -500 e
3-GP-23 Kerosene
Anti·icing and Biocidal Additives Other approved fuels -400 e
For anti-icing and preventative continuous
Biocidal treatment: NOTE
D.Eng.R.D.2451 Issue 1 and Issue 2 A fuel anti-icing additive is required
MIL-I-27686E for fuel temperatures below -40 o C.
May be used in concentrations not exceeding
0.15070by volume.
Maximum Fuel Temperature
For biocidal shock treatment:
The maximum permissible fuel temperature is
D.Eng.R.D.2451 Issue 2
570 C.
MIL-I-27686E
May be used in concentrations not exceeding
0.25% by volume. Oil
The oils approved for the engines are Mobil Jet,
NOTE Exxon 2380, Castrol 5000, and Aeroshell 500- • •
all type 11.
The aboye additives should not be
added to fuels to specifications Oil Temperature
D.Eng.R.D.2453 and MIL-T-5624
as they are already present in these The maximum oil temperature is 127 o C at sea
fuels. level and up to 30,000 feet. Aboye 30,000 feet it
is 140 C.
0

Biobar J F may be used at concentrations not ex-
ceeding 270 parts per million (20 ppm boron).
Anticorrosive Additive
HITEC E515 (formerly Santolene C) MIL-
T-25017 may be used in concentrations not ex-
ceeding 4 lb per 42,033 U .S. gallons, and
phosphorus content of 0.06 part per million, in
fuel supplied from the installation.
Transient oil temperatures up to 149 o C at any
altitud e are permissible provided that the dura-
tion aboye maximum does not exceed two
minutes.
Oil Consumption
The maximum permissible oil consumption rate
of an engine during any flight is 0.2 U.S. quarts
per hour.

Revision1-January 1984 FOR TRAINING PURPOSES ONLy 7·25

. ~.
 FlightSafety
international

ENGINE FUEL COMPUTER For operation of the airplane with the APR
system unserviceable, see CAA Supplement No.
Flight must not be initiated with an engine fuel 5 in the Airplane Flight Manual.
computer unserviceable.
Initial maximum takeoff power is selected by the
pilot on takeoff. When the automatic perform-
ENGINE SYNCHRONIZER ance reserve (APR) system is operative, max-
imum takeoff (APR) power will be obtained
The ENG SYNCH switch must be selected OFF automatically on one engine if the other engine
for takeoff. fails during the takeoff. The five-minute limit of
maximum APR power must include the duration
of operation at initial maximum takeoff power
AUTOMATIC PERFORMANCE prior to the operation of APR. Anytime the ini-
RESERVE (APR) tial maximum takeoff limitations are exceeded
during APR operation, the excess must be
The automatic performance reserve system
recorded in the technicallog.
(APR) must be serviceable and must be armed
for takeoff except for crew training enly when it
need not be armed.

7·26 FOR TRAINING PURPOSES ONLy APRIL 1983


QUESTIONS
1. The TFE731 engine is defined as a:
A. Reverse-flow turbofan
B. Single-spool turbojet
C. Free-spool turbofan
D. Twin-spool turbofan
2. - The planetary gear performs one of the
following functions:
A. Drives the airplane and engine ac-
cessories
B. Maintains 1.8: 1 ratio between the LP
turbine and the LP compressor
C. Maintains the LP turbine to fan rpm
ratio
D. Maintains the HP compressor to LP
turbine rpm ratio
3. The TFE731 combustor section is defined
as a:
A. Reverse-flow annular combustor
B. Can-type combustor
C. Can-annular combustor
D. Straight-flow annular type
4. Engine cranking is provided for by a:
A. DC starter motor through the
transfer gearbox
,I B. Starter-generator through the ac-
cessory gearbox
C. Starter-generator through the plane-
tary gearbox
D. Lightweight pneumatic starter
5. The HP spool of the TFE731 engine con-
sists of:
A.
Three radial compressor stages and
four axial turbine.stages
B. A two-stage axial compressor and a
two-stage radial turbine
~ C. A single-stage centrifugal compressor
and a single-stage axial turbine ~
D. One axial compres sor stage and one
radial turbine stage
APRIL 1983 FOR TRAINING PURPOSES ONL y
FlightSafety
intemational
6. During a ground start of an engine, oil
ptessure will be indicated if:
yA. An inverter is operating.
B. The engíne fuel computer switch is on.
C. The emergencypower system is armed.
D. The emergency power system is on.
7. The primary thrust indicator when setting
takeoff thrust on the TFE731 engine is:
A. Fuel flow
B. N2 rpm
C. ITT
D. NI rpm
8. During engine start, the STAR T PWR
light will remain on until the:
~ A. Engine reaches 10070 N2
B. Termination of start
'C. START PWR switch is pushed
D. Starter switch is released
9. It is determined that a fuel computer has
failed. Which of the following actions
comply with the powerplant limitations?
A. Turn off the computer to provide for
NI and N2 overspeed control.
B. Continue to destination and have the
problem corrected before the next
flight.
C. Land at the nearest airport and then
set the normal-manual switch to
MANUAL and continue to destina-
tion.
D. Shut the engine down and land as
soon as possible.
/
7·27

The automatic performance reserve system
10.
(APR) when armed will provide:
A. Increased takeoff thrust during high-
altitude, hot day operation
B. Maximum continuous thrust if N2
differential is 5OJo or more
C. Automatic thrust increase if both
fuel computers fail during takeoff
D. Increased thrust if N 2 differential is
5%
11. Engine synchronization will be available
when selected and:
I A. Both fuel computers are operating.
B. The left engine fuel computer is
operating.
C. The APR system is armed.
D. The right fuel computer is operating.
12. Windmilling airstarts should not be at-
tempted with the fuel computer operating
unless:
A. Altitude is less than 20,000 feet.
B. Stabilized NI rpm is less than 15%.
v C. Stabilized N2 rpm is 15% or more.
D. Altitude is aboye 2,000 feet.
13. External power units used for engine start-
ing should have a maximum output
amperage of:
A. 600 amperes at 29.5 volts
'B. 1,400 amperes at 28.5 volts
C. 1,100 amperes at 24 volts
:; D. 1,100 amperes at 28 volts
14. To connect external power to the starter
bus, the following sequence of switch
selection must be made:
A. Battery switch on, start power switch
push, external power switch on
B. External power switch on
C. Start power switch push, battery
switch on, external power switch on
D. Battery switch on, start power switch
push, starter switch push, external
power switch on
7·28 FOR TRAINING PURPOSES ONL y
FlightSafety
international
15. During normal ground start, the affected
ignition light should come on:
A. After pushing the starter switch
B. When the throttle lever is set to idle
i C. When the HP cock lever is moved to
open
D. Simultaneously with the starter
operating light
16. To maintain engine thrust symmetry with
synchronized engines, one of the following
must be-accomplished:
A. Manually sync the engines and select
the sync switch to NI'
B. Equalize engine fuel flow and select
the sync switch to N 2
C. Manually sync the engines to N2 rpm
and select the sync switch to N2•
D. Equalize ITT and select the sync
switch to NI or N2•
17. During a pretakeoff fuel computer check,
the N 2 of the right engine rapidly increased
when the computer switch was turned to
manual. Which of the following actions is
required?
A. Leave the affected switch off for
takeoff.
B. Set the remote computer switch to
manual and the cockpit switch to on.
,; e) Turn the computer switch to AUTO,
shut the engine down, and have the
system checked before flight.
D. Leave the switch off and match the
affected Nito the opposite engine for
takeoff.
18. The maximum NI acceptable for takeoff,
(both engines operating) is:
A. 100% with no time limit
B. 101.5% momentarily
C. 100% at 927 o e ITT
D. 101.5% for 5 minutes
APRIL 1983
 FlightSafety
international

19. The maximum transient oil temperature at 22. With the REVERSER STOW switch
altitude is: depressed, which annunciator illuminates?
/ A. 149oC for two minutes A. RVRSR INOP
B. -40 o C continuous B. RVRSR OFF
C. 127oC aboye 30,000 feet C. T/R INOP
D. 140 C below 30,000 feet
0
D. RVRSR STOW
20. If the reverser unlocked annunciator il-
luminates with reverse thrust not selected,
••• 23. When the red thrust reverser annunciator •
the appropriate action is: ••• light is illuminated in flight, it indicates:
A. Air valve is open and throttle not at
A. Close throttle to actuate auto stow •
••• '-
idle.
circuit. B. Air valve is open and throttle is at
B. Shut down engine •
•••
idle.
C. Open throttle to activate auto stow
system
D. Nothing, normal indication
•••
•
C. Air valve is closed and throttle is not
at idle
D. Air valve is closed and throttle is at
..••••
•
21. Which switch controls emergency stowing
idle.
•••
of the thrust reverser assemblies? 24. When the red thrust reverser annunciator ••
A. EMER STOW light is illuminated on the ground, it in-
B. T/R STOW dicates:
C. REVERSER EMER STOW A. Both thrust reversers are INOP.
D. REVERSER STOW switch B. One thrust reverser is INOP.
'~ C. Rudder bias system is not inhibited.
D. Thrust reversers are not deployed.

Revision 1-January 1984 FOR TRAINING PURPOSES ONL y 7-29