Book 9 Module 15

CATEGORY B1.1 B1.3

THE JET ENGINE 9
HELICOPTER ENGINES

Licence By Post

For best examination

results always use latest
issue number.

Licence By Post © Copyright B1.1 B1.3 EASA 66 15.4 to 15.6 15.10 15.11 15.13 15.17 ISSUE 03 0208
© Licence By Post
No part of this study book may be re-produced or distributed in any form or by any means, or
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Books in the LBP series are regularly up-dated/re-written to keep pace with the changing
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AUTHORITY

It is IMPORTANT to note that the information in this book is for study/training

purposes only.

When carrying out a procedure/work on aircraft/aircraft equipment you MUST

always refer to the relevant aircraft maintenance manual or equipment
manufacturer’s handbook.

You should also follow the requirements of your national regulatory authority (the
CAA in the UK) and laid down company policy as regards local procedures, recording,
report writing, documentation etc.

For health and safety in the workplace you should follow the regulations/guidelines
as specified by the equipment manufacturer, your company, national safety
authorities and national governments.
CONTENTS

Page

Introduction 1
Engine example 1 1
Engine example 2 3
Engine example 3 4
Engine example 4 4
Engine construction 5
Oil system 9
HP fuel system 11
Adjustments 17
Engine example 5 18
Lubrication system 21
Fuel system 22
Typical engine faults 25
Starting 27
Engine shut-down 30
Syllabus 31
HOW TO TACKLE THIS BOOK

Because the jet engine syllabus is a common syllabus for the fixed wing
man/woman as well as the helicopter person, and because most jet engine
theory is of necessity associated with fixed wing aircraft, we have considered it
prudent to include this book specifically on helicopter engines.

Whether you are a ‘fixed wing person’ or not, you should read and understand
this book. It shows different engine constructional arrangements, operating
procedures etc and gives you an opportunity for some revision. The
adjustments, fault finding and engine running sections make excellent
revision.

For the helicopter person this book is a must (along with all the others of
course).

Five example engines are discussed. Each one selected as it shows some
particular feature that is different from what has been described so far. The
first three deal with general layout and the last two are dealt with in a bit more
detail. There is no need to remember the detail but you should understand
what is being described and most should be revision anyway.

The book is written to level 2 and 3 where appropriate to the B1 standard.

There is no need to commit to memory specific engine systems/running/

setting parameters but you should fully understand the sections at the rear of
the book dealing with engine running and fault and rectification procedures.

Remember, when running a helicopter engine/engines a pilot has to be at the

controls. This is because, under certain aerodynamic/ground resonance
conditions, the only way to correct an otherwise serious situation is for the
pilot to get the aircraft airborne.
 HELICOPTER ENGINES

INTRODUCTION

Jet engines intended for fixed wing aircraft are designed to produce thrust (for
a pure jet) or torque for the propeller. Thrust is created by accelerating air
rearwards at a high velocity with little energy being extracted by the turbine.
Torque is produced to drive a propeller by extracting as much energy as
possible from the gas stream flow by a turbine.

Jet engines intended for use with helicopters are of the latter type and usually
employ a power turbine (or free turbine) ie, a turbine that has a compressor
and turbine on the one shaft and the gas generated is used to power the
turbine that is connected to the rotor blade main drive.

This means that the engine (gas generator) can be started without the rotor
blades rotating. When the rotor brake is released the free turbine will start to
rotate and rotate the blades.

In general terms, the basic principles which apply to airflow, compressor

design, combustion systems and turbines are identical to the gas turbines
found on fixed wing aircraft. However, in order to provide rotary motion for the
rotors a mechanical drive is needed.

This is normally derived from a ‘free’, ‘power’ or ‘independent’ turbine placed in

the gas stream downstream of the normal turbines. In some cases the
mechanical drive is taken from the main rotating spools directly and its rpm
reduced through a reduction gearbox.

Some multi-engined rotorcraft use a common gearbox into which is fed the
drive taken from two engines. Should one engine fail then the other is able to
provide sufficient power to land the helicopter safely.

Some designs are so efficient in extracting energy from the gas stream flow
that there is little energy left that and the jet pipe is merely an exhaust gas
outlet.

In very general terms the engine is divided into two – the Gas Generator and
the Power Turbine. The gas generator produces a high speed gas flow and the
power turbine takes the energy out of the gas flow to rotate the main and tail
rotors.

All modern helicopter engines can be FADEC controlled.

ENGINE EXAMPLE 1

Figure 1 shows a Turbomeca engine used on small to medium sized

helicopters.

-1-
The gas generator consists of a two stage axial flow compressor and a
centrifugal high compression ratio compressor in series, and a single stage
turbine.

Fig. 1 THE TURBOMECA TM333

Between the centrifugal compressor and the turbine are the reverse flow
combustion chambers. Note that the reverse flow combustion chamber
principle is used to reduce the overall length of the engine.

The compressors and the turbine are mounted on the same shaft which is
concentric with an inner shaft carrying the power turbine and the drive to the
reduction gearbox.

The hot stream gas from the gas generator impinges on the power turbine
causing it to rotate and rotate the reduction gearbox. The reduction gear box
provides the torque to rotate the rotors.

The accessory gearbox is driven directly by the gas generator to drive

accessories such as generators and hydraulic pumps.

blank

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 ENGINE EXAMPLE 2

This is not too unlike the first engine except that it is more powerful and its
compressor is made up of two centrifugal compressors in series. There is a two
stage power turbine to extract the increased energy from the gas generator.

As before, the accessory gearbox is connected to the gas generator shaft and
the power gearbox is connected to the power turbine shaft that runs inside the
gas generator shaft.

Fig. 2 THE TURBOMECA MTR390

ENGINE EXAMPLE 3

Another Turbomeca engine, this time designed for the bigger helicopter such
as the EC725. Its main difference is that the power output shaft from the
power turbine goes out of the rear of the engine (similar to the Gnome engine
described next). The gas generator consists of a three stage axial flow
compressor followed by a centrifugal compressor and a two stage turbine.

There is no power gearbox involved and the accessory gearbox (as before) is
taken from the front of the gas generator.

Unlike the previous engines the intake is at the front as opposed to the side.

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 Fig. 3 THE TURBOMECA MAKILA ENGINE

ENGINE EXAMPLE 4

This Rolls Royce Gnome engine is a free turbine (power turbine) shaft drive
unit consisting of a gas generator and power output sections (figure 4).

The compressors consist of a two-stage axial flow compressor feeding into a

single-stage single-sided centrifugal compressor. These are driven by a three-
stage axial turbine. It has an annular combustion chamber.

Air enters the intake and is guided onto the first stage axial rotors at the
optimum angle of attack by the variable inlet guide vanes. The first stage
rotors accelerate the air rearwards into the first stage stators, which being
divergent convert the velocity into pressure. This action is repeated by the
second-stage axial compressor. A set of vanes parallel to the airflow are fitted
behind the second-stage stators. These take out the swirling motion, which
has been imparted to the air by the axial compressor.

The air is now guided into the eye of the centrifugal impeller by the rotating
guide vanes. The impeller centrifuges the air radially at a high velocity into the
radial diffuser, which converts the velocity into pressure. The air then passes
into the main casing through the axial diffuser.

Air now enters the combustion chamber through dilution holes and tubes and
is mixed with the atomised fuel where it is ignited. The hot gases expand and
flow onto the first stage turbine guided by the first stage nozzle guide vanes.
This is repeated by the second stage turbine assembly with the two stages
providing the drive for the compressors.

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 Fig. 4 GENERAL ARRANGEMENT

Most of the remaining kinetic energy in the gas is extracted by the power
turbine (free turbine) and converted into mechanical energy for the
transmission system to power the main and tail rotors. A set of nozzle guide
vanes in front of the power turbine direct the gas on to it at the optimum angle
of attack.

Finally the gases are expelled through the divergent bifurcated exhaust duct to
atmosphere.

Engine Construction

The engine is divided into two mechanically independent sections, namely:

The Gas Generating Section, which includes:

* The Accessory Gearbox.

* Compressors.
* Combustion System.
* Coupled Turbines.

The Power Output Section, which includes:

* The Power Turbine Assembly.

* Power Output Gearbox.

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The complete ECU is made up of a number of cylindrical casings and the
output gearbox. The casings are, in order from the front:

* Front Compressor Casing. Includes the oil tank, fuel inlet housing,
accessory gearbox, front bearings, support arms and VIGVs.
* Centre Compressor Casing.
* Rear Compressor Casing.
* Main Casing.
* Second Stage Turbine Casing.
* Rear Bearing Support Casing.
* Free Turbine Casing.
* Bifurcated Exhaust.

Support Arms

The three arms have channels formed in them, these being used for oil feed to
number 1 bearing and auxiliary gears, fuel transfer into the compressor shaft,
anti-icing hot air to the VIGVs, the drive shaft to take drive from inner to outer
auxiliaries and scavenge oil from fuel inlet housing to accessory gearbox.

Accessory Gearbox

Consists of spur gears driven from the outer auxiliary gears. The spur gears
are mounted on the accessories mounting plate, the rear of which forms
mounting pads for the starter/generator, combined fuel pump and control
unit, numbers 1 and oil pumps and the compressor tacho generator.

Centre Compressor Casing

The smallest casing in the engine and houses the first-stage axial rotors and
stators.

Rear Compressor Casing

Houses the following components:

* Second-stage axial rotors and stators.

* Outlet guide vanes.
* Rotating guide vanes.
* Centrifugal impeller.
* Radial diffuser.
* Axial diffuser.
* Hub assembly - supported by three arms.

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The front section of the casing houses the shroud for the second stage axial
rotors, stators, the outlet guide vanes and the outlet guide vanes thrust ring.
The rear section houses the centrifugal compressor.

The hub assembly provides a housing for the compressor rear bearing, the
main rotating assembly front bearing and the muff coupling, which provides
the mechanical connection between the shafts. Oil is fed down the port
support arm and away from the lower support arm.

The Main Casing

Made of nimonic alloy this central casing has a flange machined inside it at
the rear. Mounted on the flange are the first stage nozzle guide vanes and first
stage turbine shroud. The guide vanes are hollow, thus allowing tertiary air to
be fed to the inner member of the combustion chamber, the front face of the
first stage turbine and the inside of the main rotating assembly shaft. The
outer member of the annular combustion chamber is bolted to a flange
machined on the front of the first-stage nozzle guide vanes.

The inner member of the chamber is bolted to a flange at the rear of the nozzle
guide vanes, along with the support member and support member labyrinth.

Tappings in the casing allow pneumatic air to be supplied to the following:

* IGV anti-Icing.
* Fuel heating/generator cooling.
* The winch (if fitted).
* Cabin heating.
* Fuel drain.
* Torch igniter purge.
* IGV actuator.
* The P2 switch.

The second stage turbine casing houses the second stage NGVs and turbine.

Rear Bearing Support

Houses the rear bearing of the main rotating shaft in a hub supported by three
support arms. Hollow bolts fitted into the banjo ends of the support arms
secure the hub and carry oil to and from the bearing.

A compound labyrinth is attached to the front face of the hub and located on
the front end of the casing inner member, which is attached by three hollow
support vanes to the double outer skin. Hollow tubes surround the support
arms and allow cooling air to be ducted from the atmosphere into the hub.

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Rotating Assembly

The axial compressor consists of the first and second-stage axial compressor
rotors bolted together to form a single unit. An inter-stage spacer is fitted
between the two rotors. The rotors are machined from a forging.

Fuel is fed through the hollow shafts. The assembly is supported in two
bearings, the front bearing is a ball bearing and the rear is a roller bearing.

The main rotating assembly consists of a hollow shaft onto which is fitted:

Rotating Guide Vanes doweled to:

Centrifugal Impeller
First-Stage Turbine
Inter-stage Spacer attached to rear of shaft by
Second-Stage Turbine 4 fluted bolts
Rotating Baffle
Stub Shaft and Impeller

The drive between the axial and main shaft is transmitted out through a ring
of jets called the rotary atomiser, a cruciform splitter within the shafts assists
in the centrifuging. Tertiary air from the main casing is ducted into the rear of
the shaft, which is sealed from the fuel, to provide cooling.

Muff Coupling

Allows for slight misalignment between the axial and main shafts and also
allows for main shaft thermal expansion. A gear is splined to the rear of the
axial shaft and the front of the main shaft with the drive being transmitted by
an internally toothed coupling.

Rotating Guide Vanes

Consists of a hub with integral curved vanes, alternately of long and short
chord. The assembly is doweled to the impeller.

Centrifugal Impeller

Single-sided and machined from a forging, it rotates within a diffuser. The

blades of the impeller align with the blades of the rotating guide vanes.

Turbines

These are of the impulse/reaction type and are machined from a solid disc.

-8-
Inter-stage Spacer

Made of steel and has air holes to allow cooling air to be ducted to the faces of
the turbine.

Rotating Baffle

Fitted against the rear face of the second stage turbine and guides the air
across it’s face.

POWER OUTPUT SECTION

Power Turbine Assembly

Consists of turbine nozzle guide vanes and a turbine wheel. A shaft at the rear
of the turbine carries the power into a pinion for the engine reduction gearbox.
The shaft is supported in ball bearings at the front and rear.

Engine Reduction Gearbox

Consists of a casing bolted to a mounting frame. The drive from the power
turbine is transmitted to the output shaft via four single helical gears. A ramp
and roller freewheel unit is located between the output shaft and the second
stage reduction gear. Two small gears meshed with the second stage reduction
gear provide drives for the turbine governor and the oil cooler fan. The gearbox
also provides mountings for:

* The thermocouple junction box.

* The oil distribution block.
* The torque meter.
* The rotor brake.
* The free turbine governor actuator.
* The rear engine mountings.

THE OIL SYSTEM (figure 5)

The oil system cools and lubricates all the moving parts of the engine with oil
under pressure from jets, or by splash and mist.

The system contains an oil tank and two pumps. Number 1 pump contains a
pressure pump, a filter, a pressure relief valve and a scavenge pump.

The annular oil tank is bolted to the front compressor casing and forms the
front section of the air intake. It has a capacity of 14 pints (7.9L). An oil level
sight glass is fitted and graduated at 9, 10, 11 and 12 pints.

-9-
The tank is filled to 11 pints so that any dilution of the oil with fuel will be
observed as an increase in oil level (the oil dilution fault can then be rectified).

Incorporated in the tank is an oil temperature bulb and two galleries, one de-
aerates the oil and the other acts as a breather duct.

System Operation

Oil is fed under gravity from the tank to No 1 pump, the pressure pump, and
this delivers the oil at 80psi to the filter via a pressure relief valve (set to
80psi).

Fig. 5 THE LUBRICATION SYSTEM

Oil is pumped from the pump filter block to the gas generator oil distribution
block via a non-return valve and is distributed to the following consumers:

* Bearings 1, 2, 3 & 4.
* Inner and outer auxiliary drives.
* Starter/generator drive.
* Fuel pump and control unit drive.
* Gas generator oil pressure transmitter.

The pressure oil for the power output section is tapped off at the gas generator
distribution block and piped to the power output section distribution block.

- 10 -
This supply feeds the following consumers:

* Torque meter. Used for test purposes only.

* Bearings 5 & 6.
* Freewheel.
* Oil cooler fan drive.
* Power output section pressure transmitter.
* Gearbox main feed.
* Power turbine governor bearing and drive.

The Oil Scavenge System

Pressure oil supplied to the gas generator accessories drains down to the
bottom of the front compressor casing. The pressure oil supplied to number 1
bearing and the auxiliary drive drains down the lower hollow support arm of
the fuel inlet housing, into the bottom of the front compressor casing. Oil is
then passed through a non-removable filter and is scavenged by the number 1
pump. A magnetic probe is fitted to the outlet from this filter to monitor oil
scavenged from the accessory casing for ferrous debris.

The oil supplied to numbers 2 and 3 bearings drains through the lower
support arm and is piped to the number 1 pump. Oil scavenged by pump 1
passes to the oil cooler and back to the oil tank’s de-aerator.

Oil supplied to number 4 bearing drains through the two lower hollow bearing
support arms into a branch pipe. The oil is then piped back to the number 2
pump and then direct to the oil tank (uncooled).

Oil supplied to the power output section (engine reduction gearbox) and the
gearbox accessories drains down into the gearbox sump. It is then piped to the
number 2 pump, which pumps the oil to the oil cooler and then back into the
tank into the de-aerator gallery. Situated in the reduction gearbox sump is
another magnetic probe.

HP FUEL SYSTEM (Figure 6)

Fuel from the aircraft fuel system enters the HP system at the heat exchanger
(supplied with P2 air), a low-pressure filter and finally to a pump filter and
engine driven pump.

The pump is a spur gear type and is not fitted with a by-pass valve. Its output
is dependent on its speed, it is fuel lubricated and therefore must not run dry.

The fuel is delivered under pressure to a fuel control unit, which is bolted to
the pump. The two units are calibrated as a matched pair and therefore must
be renewed as one unit. The assembly is attached to, and driven from, the
accessories mounting plate.

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The fuel control unit supplies metered fuel to the gas generator through the
power turbine governor. The control unit houses a throttle valve, a flyweight
operated governor and a throttle spindle. The throttle valve adjusts the fuel
flow to accelerate the gas generator speed from Ground Idle to Flight Idle.

Governor and Throttle Valve

The throttle valve adjusts the fuel flow to give selected gas generator speed.
The flyweight controlled governor is positioned upstream of the throttle valve
and senses any change of selected gas generator speed, altering the fuel flow to
the throttle valve, to restore the selected speed. Two cams on the throttle
spindle bear against the throttle valve and governor, one cam adjusts the
position of the spring-loaded throttle and the other adjusts the spring loading
of the governor.

Because both cams are on the same spindle, the spring loading of the governor
is directly related to throttle position.

The governor has two springs, the lighter operating over the low speed range
and the heavier one over the high speed range.

The Power Turbine Governor

The power turbine governor is also flyweight controlled, driven from the
reduction gearbox in the power output section and therefore the speed will be
directly related to the speed of the free turbine and main rotors, causing the
governor to act as a constant speed unit for the rotors. As the collective lever is
lifted (increasing the main rotor blades pitch), the rotors will reduce their
speed (due to the increased drag). This speed reduction will be felt by the
flyweights of the power turbine governor, thus allowing the spring to overcome
the weights and open the valve. Fuel flow will be increased to the combustion
chamber, making more energy available to the turbines. Hence with more
engine power, the rotor speed will be brought back to its original setting.

Free Turbine Governor Actuator

The governor does not fully compensate for changes of load on the main rotor.
To overcome this, the pilot has a three-position switch (bleep system) situated
on the side of the collective lever, which when selected, will operate an
electrical actuator connected to the governor via a linkage. This will alter the
datum of the power turbine governor spring within set limits.

blank

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Fig. 6 THE FUEL SYSTEM

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Operation

It can be seen from the above explanations that the gas generator and power
output sections are mechanically independent, so for flight operation the
collective twist grip control (throttle) is set to the fully open position. Variations
in the fuel flow requirement are automatically made by the power turbine
governor and only small variations to the main rotor speed may be made by
operation of the selector switch on the collective.

Engine Maximum Speed

To prevent damage to the engine due to over-speeding, a maximum speed

governor is fitted. This is the gas generator governor in the fuel control unit
previously mentioned. As the throttle is set in the fully open position to give
maximum engine speed, should the engine tend to go beyond this setting the
flyweights would overcome the spring and reduce the fuel flow.

Ground to Flight Idle

To accelerate the engine from Ground Idle to Flight Idle, the throttle is moved
from its Min to its Max stop by operation of the twist grip in a given time (this
prevents engine surge). At flight idle the throttle is fully open as previously
mentioned and must be supplying sufficient fuel to reach maximum power.

However, the engine speed only reaches 86% approximately, this is because
the power turbine governor, which is downstream of the throttle, is further
reducing the fuel to the gas generator.

Gas Generator Governor By-Pass

Flight Idle to Ground Idle. When the throttle is moved from the Maximum stop
to Minimum stop quickly, the load is taken off the governor spring. Although
the governor will be set to give 46% (Ground Idle), the flyweights will initially
be driven at 86%. Therefore the governor valve will shut-off the fuel supply,
causing a flame out. To prevent this an adjustable bleed of fuel around the
governor ensures sufficient fuel to the burner to maintain combustion
whenever the governor is closed. This is known as the gas generator by-pass.

Acceleration Bleed Screw

This is an adjustable bleed providing a means of adjusting the basic fuel

pressure and therefore controlling the acceleration and deceleration
characteristics of the engine. Adjusted when required using the AMM.
Afterwards an engine run must be carried out.

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Fuel Supply to Gas Generator

Metered fuel from the power turbine governor reaches the fuel inlet housing
via the HP cock, a distribution block and the left hand integral support arm of
the front compressor casing. The fuel flows from the drilling of the support
arm, through a fuel inlet pipe and into the fuel inlet housing.

A fuel jet in the fuel inlet housing transfers the fuel to a small fuel splitter at
the forward end of the hollow axial compressor shaft. The fuel flows along the
hollow shaft and is passed from the axial flow compressor shaft to the main
rotating assembly shaft via a fuel transfer tube situated between the two
shafts and on the inside of the muff coupling. From here the fuel is directed
via a large splitter in the main rotor shaft, which imparts final rotary motion to
the fuel prior to being injected by centrifugal force through radial holes (rotary
atomizer) and into the combustion chamber.

The Special Flexibox Seal

Provides a fuel tight joint between the fuel inlet housing and the axial
compressor shaft. The rotating carbon face seal is positioned on the front end
of the small fuel splitter. The splitter and seal rotating with the compressor
shaft. The carbon face seal acts against a spring-loaded steel sealing ring
situated at the rear end of the fuel inlet housing so giving a fuel tight joint
between the rotating and non-rotating parts. Failure of this seal will cause a
rise in oil level, as fuel will drain into the accessories gearbox. Reference to this
has already been made in the lubrication system regarding the oil tank level.

Honeywell Fuel Dampers

Fitted in the system between the HP cock and the fuel inlet housing. The
dampers suppress fuel pressure fluctuations initiated by the power turbine
governor.

Engine Control

The gas generator is controlled between Ground and Flight Idle by the throttle
twist grip on the pilot’s collective lever. Between Flight Idle and maximum rpm,
control is automatic by the power turbine governor (in figure 6 this is called a
free turbine governor).

Main rotor rpm is maintained by the power turbine governor.

The fuel system increases or decreases engine power to match load changes at
the main rotor. Variation of fuel flow from the throttle valve takes place in the
power turbine governor, which passes the correct amount of fuel via the HP
cock to the rotary atomiser burner.

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Under the action of the power turbine governor the power turbine maintains
an approximately constant speed. When the rotor speed drops due to the load
increasing the turbine slows, the governor will sense this and pass more fuel
to bring the turbine back on speed increasing power to the rotor. If rotor load
decreases the reverse happens.

Fig. 7 ENGINE CONTROL SYSTEM SCHEMATIC

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The pilot is given the option to select extra power by operating a three-position
switch to reset the governor datum when operationally necessary.

Variable inlet guide vanes at the compressor intake are controlled and
operated automatically, by sensing compressor outlet P2 pressure, which will
vary with the speed of the gas generator. An air motor moves the guide vanes
progressively between low speed, 30° coarse angle to 9° fine angle related to air
flow, ie closed at low speed, open at higher speed. Adjustment to compensate
for change in altitude is done by an aneroid bellows.

ADJUSTMENTS

These are carried out at the times stated in the maintenance schedule or as
required due to fault location procedures, component changes etc. The
procedure is in accordance with the AMM.

All work should be recorded, including actual settings, engine running times
etc and signed for.

Governor By-Pass Adjustment

The reason for the governor by-pass is to prevent flame out on deceleration
and the adjusting screw should be adjusted out just sufficiently for this.
However, as mentioned in the previous paragraph, ground idling speed can
also be affected. The approximate effect on idling speed and fuel flow is quoted
in the previous paragraph but the governor rates at both maximum and
minimum conditions are also affected by this adjustment. The maximum
acceleration flow however is unaffected and the minimum throttle acceleration
flow is only marginally affected.

Acceleration Bleed Screw

This screw is provided to adjust fuel flow for surge free acceleration.
Adjustment of the screw alters the bleed of high-pressure fuel within the fuel
control unit, back to the low-pressure side. When adjusted all acceleration fuel
flows are affected so it is necessary to check all conditions after an
adjustment.

Maximum Speed Stop

Adjustment of the fuel control unit maximum stop affects the maximum fuel
flow to the engine. Maximum stop adjustment has no effect on fuel flows
delivered at the minimum throttle condition and consequently does not affect
starting and ground idling characteristics.

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Rotor Speed Governing

The rotor speed is adjusted by altering the setting of the power turbine
generator. Alteration of this adjuster changes the spring loading on the
governor and consequently the governed speed.

Inlet Guide Vane Actuator

Operate from 28° fully closed to 9° fully open.

Before installing an inlet guide vane actuator, its range of movement must be
checked by applying an air pressure of 75psi to the air inlet of the actuator.
When the pressure is applied, the actuator rod will extend and its extension
measured and checked against the AMM.

When the engine is running the operation of the actuator is checked against
the operating graph with regard to ambient temperature and engine speed.
The only adjustment permitted is on the forward facing adjusting screw which
adjusts the tension of the datum spring.

ENGINE EXAMPLE 5

The Allison 250 series gas turbine is a popular power unit used in modern
helicopters. Referring to figure 8 it can be seen that it consists of an air inlet to
an axial compressor, a centrifugal compressor, a discharge duct, a combustion
chamber, the gas generator turbines, the power turbines and the exhaust.

The six stage axial and single-stage centrifugal compressor is located by the
front support, itself supported by seven radial struts each acting as an inlet
guide vane, directing the air onto the first stage of the axial compressor at the
correct angle of attack.

Air is compressed by the six-stage axial flow compressor and then turned
through 90° by the single-sided centrifugal compressor, which further
compresses the air. The air is then ducted to the single reverse flow
combustion chamber. The gas generator two stage turbine assembly extracts
enough energy from the gas stream to drive the compressor. The remaining
energy drives the 3rd and 4th stage power turbine, which drives the rotors.

Compressor Section

The axial stages of the compressor are made up of precision cast stainless
steel combine wheel and blade assemblies. The centrifugal compressor
impeller is made of the same material. The rotor front location bearing
(number 1) is housed in the front support and the rotor thrust bearing
(number 2) is housed in the compressor rear diffuser.

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The upper and lower compressor case is fabricated from stainless steel with
the stainless steel stator blades brazed to support bands which are spot
welded to the casings.

Thermo-setting plastic is centrifugally cast into the area on the case where the
compressor rotor blade tips run. This ensures a minimum rotor tip to case
clearance for maximum compressor efficiency and in the event of contact
between the rotor blade tips and casing the plastic will be abraded with no
damage to the compressor blades. The compressor has provision for mounting
a bleed valve at the 5th stage.

The centrifugal impeller is housed in a diffuser. The diffuser is sprayed with a

thin coating of aluminium; if the impeller contacts the housing it will wear
away the aluminium and again prevent damage to the impeller.

The diffuser assembly directs the airflow into two elbows. These elbows
contain stainless steel vanes, which turn the air through 90° from the radial
direction (out of the impeller) to a rearwards direction through compressor
discharge air tubes to the combustion chamber outer case.

Fig. 8 GENERAL ARRANGEMENT

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Combustion System

The single ‘can’ type combustion chamber is fabricated from stainless steel
and has various bosses for mounting the burner drain valve, fuel nozzle and
igniter plug. As can be seen from figure 8 this engine utilises a reverse flow
combustor, thus providing for a shorter power unit.

Turbine Section

The turbine section has a 2-stage gas generator turbine and a 2-stage ‘power’
or ‘free’ turbine. The gas producer turbine consists of the 1st and 2nd stages,
the power turbine consists of the 3rd and 4th stages.

The gas generator turbine rotor rear bearing (number 8), which serves as a
thrust bearing, is housed in the gas producer turbine support. The power
turbine support houses the gas generator rotor front bearing (number 7) and
the power turbine rotor rear bearing (number 6). These two bearings are for
radial support only. The power turbine rotor front bearing (number 5), which
serves as a thrust bearing, is housed in the exhaust collector support.

Fig. 9 CUT-AWAY VIEW OF THE ALLISON 250-B17F

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Accessory Gearbox Assembly

This unit can be considered to be the main structure of the engine as it

supplies the mounting support for both the compressor and turbine and also
contains the four mounting pads to secure the power unit to the aircraft. It
also contains most of the lubrication system components and incorporates
reduction gears to reduce the power turbine rpm from around 33,000rpm
down to 6,000rpm, a reduction of approximately 5.5:1.

This particular gear train, known as the power turbine gear train, also has
fitted a torque-meter, which measures engine output torque, a power turbine
tachometer generator and a power turbine governor. The other gear train in
the accessory gearbox, the gas producer gear train, provides drives for the oil
pumps, fuel pump, gas producer, fuel control, tachometer generator and
starter generator.

LUBRICATION SYSTEM (Figure 10)

The oil system used on this unit is a recirculatory dry sump system. It is a
relief valve system, albeit, regulated at the relatively high pressure of 130psi.
This high pressure is used to enable the hydraulic torque-meter system to
operate effectively.

Oil is contained in an airframe mounted oil tank and delivered by gravity to

the inlet of the spur gear pressure pump, located as part of the oil pumps pack
in the accessory gearbox. Filtration of the oil is carried out in the wire mesh
cleanable pressure filter, which contains a by-pass system in the event of filter
blockage.

The oil pressure regulator valve is situated in the same casing as the pressure
filter and will maintain 130psi in the system, by passing excess pressure back
to the inlet side of the pump. The regulator valve is adjustable to enable the
required relief pressure to be accurately set, especially at high N1 rpm’s.

A lightly loaded check valve situated after the pressure filter prevents oil from
the tank draining into the engine ie, closed - engine stationary, open – when
engine is running.

Oil to number 1 bearing is supplied via a pressure reducing valve set at

approximately 10psi. This is because the bearing is lightly loaded and situated
in a relatively cool area, hence the requirement for less oil. The remaining
bearings are supplied with oil at normal system pressure with numbers 6, 7
and 8 bearings protected by a check valve which prevents oil draining into the
low volume turbine sumps. Scavenging of the consumers is effected by a pack
of four spur gear scavenge pumps.

Two chip detectors are fitted with a remote indicator display in the cockpit,
which will illuminate if either detector picks up any ferrous metal.

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 Fig. 10 LUBRICATION SYSTEM - SCHEMATIC

To prevent over pressurisation of the oil tank a vent line is connected from the
tank to the gearbox. The gearbox has an oil-air separator, which vents the
gearbox to the overboard vent.

The separator is driven by a shaft in the gearbox and, as a consequence, any

oil vapour is centrifuged radially which is recovered into the gearbox with the
air displaced to the centre of the separator and, thence, overboard.

An air-cooled oil cooler is fitted in the scavenge line back to the tank which will
normally maintain the oil temperature below about 100°C.

The oil temperature and pressure can be monitored on cockpit gauges with an
additional low-pressure warning light both connected to an oil pressure line
from the engine. The temperature is sensed by a capillary tube system fitted in
the oil tank.

FUEL SYSTEM (Figure 11)

The engine or high-pressure fuel system meters fuel during starting,

acceleration, deceleration and various rpm settings.

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The fuel system must be capable of:

(a) Providing fuel for starting and ground idling.

(b) Metering fuel, on demand, through the twist grip by the pilot.
(c) Ensuring metering of fuel to prevent surge and stall of the
compressor.
(d) Providing overspeed protection for both gas producer and power
rotor systems.
(e) Providing a means of stopping fuel flow to the engine.

Fuel is supplied by the helicopter airframe fuel system to the inlet of the spur
gear type fuel pump via a low-pressure filter. The fuel is then further filtered
by a five-micron, cleanable, mesh filter. In the event of a filter blockage a by-
pass valve will open at 50psi differential pressure.

Fig. 11 FUEL SYSTEM – SCHEMATIC

LEGEND FOR FIGURE 11

P0 = BYPASS FUEL
P1 = PUMP DISCHARGE FUEL
P2 = METERED FUEL
PY = COVERNOR SERVO PRESSURE
PR = REGULATED AIR PRESSURE
PC = COMPRESSOR DISCHARGE PRESSURE
PG = GOVERNOR PRESSURE

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Clean pressurised fuel is now metered by the gas generator fuel control as a
function of:

(a) Compressor discharge pressure (Pc).

(b) Pilot demand, (fuel control lever actuated by the twist grip control
mounted on the end of the collective pitch lever in the cockpit).
(c) N1 rpm (once the gas generator is rotating).
(d) N2 Nr rpm (via the power turbine governor).

Compressor discharge pressure is sensed via a filter and the power turbine
governor.

The twist grip control has three basic positions:

(a) Cut-off. Indicated next to the control lever at 0° to 5°.

(b) Ground idle. At position 30° on the quadrant (33,000 rpm, 64.8%).
(c) Fully open. At position 90° on the quadrant (50,970 rpm, 100%).

The power turbine governor does not influence metered fuel flow during
starting or ground idle operation but is required to govern power turbine and,
hence, rotor rpm’s (N2Nr) at ‘fully open’ positions on the twist grip.

The power turbine governor is driven by the power turbine gear trim as a
function of:

(a) Power turbine rpm (N2Nr).

(b) Compressor discharge pressure (PC).
(c) Power turbine governor lever (droop compensator and/or a ‘beeper’
system).

The power turbine governor is nominally set to 100% N2, however, it is

possible for the operator to re-datum the rpm at which the governor will
operate by selecting the ‘beeper switch’. The droop compensator also
influences the power turbine governor rpm any time the collective pitch is
increased or decreased.

When the twist grip is moved from ground idle to fully open the gas generator
drives the rotor system at 100% N2Nr, however, if N2Nr tries to vary from the
setting of the power turbine governor the governor will influence the metered
fuel flow from the gas generator fuel control unit accordingly. For example,
when collective pitch is increased, the helicopter power requirements are
increased and, as a result, N2Nr decreases (droops) slightly. The power turbine
governor detects the rpm droop and signals the gas generator fuel control to
meter more fuel to the combustor system. As engine power increases N2Nr is
restricted to the original setting hence power output is now matched to the
new output required by the helicopter rotor system.

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The reverse is equally true. For example, when collective pitch is reduced, N2Nr
increases slightly and the power turbine governor reduces fuel flow, which
causes N2Nr to return to the previous setting but with reduced power output.

The fuel system schematic is shown in figure 11 with the legend indicated
below. Check the drawing and make sure you understand the outline of how
the system works.

TYPICAL ENGINE FAULT CONDITIONS

The following tables give examples of typical symptoms encountered and

suggested rectification. Of course, always check the AMM (aircraft
maintenance manual), FIM (fault isolation manual) and any on-board fault
computers.

If the aircraft has an on-board maintenance computer then any fault codes
indicated on the computer can be cross referred to the FIM fault code list.
Against each fault code will be stated and the appropriate rectification action.

It should be noted that many of the symptoms and rectifications are not too
dissimilar to those that may be found on jet engines generally.

Power and Flight

N1 Limiting

1. Clean PC air filter.

2. Clean and inspect fuel nozzle.
3. Reset fuel control maximum speed (throttle) stop.
4. Adjust start/acceleration CW.
5. Replace fuel control unit.

Over-speeding

1. Check Pr air line and fittings.

2. Check rigging of engine control system.
3. During ground run after overspeed incident, note the speed with
throttle at idle. If idle speed is normal, replace governor. If idle
speed is high, replace fuel control unit.
4. Faulty N1 or N2 tachometer.

High Temperature, Low Power

1. Compressor FOD. Replace if damage exceeds limits. If within

limits blend out damage and re-check limits as per the AMM.
2. Clean compressor.

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 3. Open bleed valve. Replace valve.
4. Leaking anti-icing valve. Check linkage or replace valve.
5. Compressor air leaks. Check and rectify.
6. Faulty TAT indicator. Replace.
7. Leaking particle air separator bleed-air system. Cap-off or rectify
as required. Inform pilot.
8. Faulty torquemeter indicating system. Replace gauge and/or
transmitter.
9. Refer to Operation and Maintenance Manual trouble-shooting
table for further information.

Low Temperature, Low Power

1. Check engine control system rigging.

2. Reset fuel control maximum speed (throttle) stop.
3. Clean PC air filter.
4. Check fuel system air (pneumatic) lines for leaks.
5. Replace fuel control unit.

Oscillations

1. Check Pg air lines, fittings and accumulators.

2. Replace double check valve.
3. Check throttle shaft for looseness.
4. Check accumulator.
5. Inspect governor drive shaft.
6. Replace governor.
7. Replace fuel control unit.

Torque Split (On helicopters with two engines driving into one gearbox)

1. Check rigging.
2. Clean governor Pg air circuits on both engines.
3. Ground run both engines with both governors isolated from fuel
controls if torque split is still present. On number 1 engine
disconnect Pr air line at governor elbow. On number 2 engine
disconnect Pr air line at fuel control elbow. Ground run both
engines to 50% torque. One engine should lead other engine on
acceleration. On lagging engine, clean fuel control air circuit.
Reconnect both Pr lines. Repeat ground run. If torque split
is still present, clean air circuit of other fuel control.
4. Check accumulator.
5. Inspect governor drive shaft.
6. Replace fuel control unit of lagging engine.
7. If torque split is still present, replace fuel control of other engine.

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Droop

1. Check rigging.
2. Check Pg air lines and fittings and accumulators.
3. Inspect governor drive shaft.
4. Replace governor.
5. Replace fuel governor.

STARTING

Engine starting is effected by energising an electrical circuit to enable the

starter/generator to drive the gas generator. At a specific rpm the throttle is
opened, the ignition activated and the engine will ‘light up’ and reach self-
sustaining rpm after a set period of time.

The start circuit is shown in figure 12 and there follows a typical start
procedure (ambient temperatures above +4°C). A qualified pilot to carry out the
run.

1) Carry out a pre-flight inspection and, if possible, ensure an

external electrical power source is available.
2) Plug in external power and set aircraft switches.
3) Ensure twist grip is to Fuel Off position.
4) Place collective pitch control to ‘Min’.
5) Set aircraft switches to provide fuel to engine.
6) Energise starter and ignition.
7) Monitor oil pressure and N1 rpm.
8) At 12% to 15% N1 move twist grip to ‘idle’ to introduce fuel and
monitor TOT (turbine outlet temperature).
9) Monitor N2 rpm (should be 25% N1). If not abort start.
10) At 58% N1 de-energise starter and ignition.
11) Ensure oil pressure is reading correct.
12) Engine will now idle at 62% N1 ±3%.

During starting, maximum permissible TOT is 927°C.

This engine has a ‘Start De-rich Fuel Control’ system which alleviates
problems associated with changes in ambient pressures and temperatures and
stagnated and overtemp starts.

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 Fig. 12 STARTER SYSTEM – SCHEMATIC

The following pages show examples of starting problems that may be

experienced and the actions to take.

Starting

Cannot Reach 15% N1 Cranking Speed

1. Try using an external power source if using internal battery. If N1

reaches 15%, replace battery.
2. If N1 is less than 15%, check starter output.
3. N1 binding. Check and rectify.

No Light Up

1. Check aircraft fuel supply.

- all valves open.
- pumps operative.
- fuel lines not leaking and fuel pump drain closed.
2. Purge air from fuel system.
3. Check rigging.
4. Check fuel control cut-off valve.

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 5. Check ignition system (including input to exciter). Listen for
igniter operation. Look for fuel vapour coming from exhaust or
remove nozzle and check for flow.
6. Check for fuel from firewall check valve.
7. Replace fuel nozzle if valve stuck or orifice clogged.
8. Check fuel pump (fuel vapour will not be observed leaving
exhaust).

High Light Up Temperature

1. Delay ignition system input to exciter.

2. Check rigging.
3. Check fuel control cut-off valve.
4. Sticking burner drain valve. Replace valve.
5. Adjust start/acceleration. If additional adjustment is necessary,
adjust start derichment.

Low Light Up Temperature

1. Check rigging.
2. Check fuel control cut-off valve.
3. Check PC and PY air lines and fittings.
4. Adjust start/acceleration clockwise.

Early Light Up

1. Check rigging.
2. Review start procedure.

Stagnated, Slow or Hung Start

1. Low battery capacity (try using an eternal power source).

2. Check fuel supply (ensure all fuel valves are open).
3. PC air supply. Check PC air lines and fittings and PC air filter.
4. Check Py air line and fittings.
5. Adjust start/acceleration clockwise.
6. Adjust start derich.

Fast or Auto Accelerations

(Especially under high relative humidity and low ambient temperature or after
cold soak).

1. Immediately close throttle and shutdown engine. Restart and

resume warm-up period.
2. If auto acceleration repeats during restart, apply heat (180°F) to
fuel control.

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Flame-Out After Light Up

1. Ensure all fuel valves are open.

2. Ensure fuel pump drain is closed.
3. Purge air from fuel system.

ENGINE SHUT-DOWN

To ensure a positive engine shutdown with minimum thermal stress, the

following procedure is normally used:

1) Allow engine to idle for at least two minutes.

2) Rotate twist grip to ‘shut down’ or ‘closed’ position and hold in
that position until N1 decelerates to 0%. Record run down time as
well as total engine running time.
3) Ensure TOT has decreased and is stabilising.
4) Set all relevant aircraft switches to OFF position.

’’’’’’’’’’’’’’

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SYLLABUS

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