TRAINING_NOTES_ARRIEL_2B-2B1-2D_L1_2012-02

Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)




ARRIEL 2B-2B1-2D

Training Notes 1st line maintenance course

This document is intended to assist a TURBOMECA-qualified instructor in teaching basic information related to the operation and maintenance of the ARRIEL 2B-2B12D turboshaft engines. It is a training aid and should only be used to support the training course to which it refers, and only by a person attending such training. It must not be used in any other circumstances. It will not be updated and should not be relied upon for the maintenance or repair of ARRIEL 2B-2B1-2D engines. Only the current approved TURBOMECA maintenance technical publications should be used for such purposes. The acquisition of this document does not constitute proof of official formal training. Only completion of a course delivered by a TURBOMECA-qualified instructor can lead to the issuance of a TURBOMECA-recognised training certificate stating, when applicable, a successful result. Turbomeca Training - February 2012 This document is the property of TURBOMECA and it may not be copied without the express written authority of TURBOMECA. Turbomeca Training is a registered Trademark. For training purposes only © Copyright - Turbomeca Training

Edition: February 2012

0.1

FOREWORD



FOREWORD

ARRIEL 2B-2B1-2D


0 - Foreword 1 - Introduction 2 - Power plant 3 - Engine 4 - Oil system 5 - Air system 6 - Fuel system

8 - Measurement and indicating systems 9 - Starting system 10 - Electrical system 11 - Engine installation 12 - Troubleshooting 13 - Checking of knowledge

7 - Control system

For training purposes only © Copyright - Turbomeca Training


0.2

SUMMARY



SUMMARY

ARRIEL 2B-2B1-2D


0 - FOREWORD

• Technical publications Advisory notices ............................ 2.24 • Lubricants / Fuels / Materials Preservation and storage............... 2.26 • Safety Management - Human Factors........................................... 2.28 - 2.29

- Summary........................................... 0.2 - Table of contents............................... 0.3 - Index of pages per variants............... 0.7 - List of abbreviations.......................... 0.17 - Conversion table............................... 0.20

1 - INTRODUCTION

3 - ENGINE

- General information.......................... 1.2 - Training programme ......................... 1.4 - 1.5

2 - POWER PLANT

- Power plant....................................... 2.2 - Principle of adaptation to the helicopter.......................................... 2.8 - Main characteristics.......................... 2.10 - Design and development ................. 2.14 - Maintenance .................................... 2.16 • Maintenance concept .................... 2.16 • Life limitations................................. 2.18 • Preventive and corrective maintenance................................... 2.20 • Technical publications Presentation .................................. 2.22


- Engine presentation.......................... 3.2 - Axial compressor.............................. 3.6 - Centrifugal compressor .................... 3.8 - Combustion chamber........................ 3.10 - Gas generator turbine....................... 3.12 - Power turbine.................................... 3.14 - Exhaust system................................. 3.16 - Reduction gearbox............................ 3.18 - Transmission shaft and accessory gearbox ............................................ 3.20 - Engine - Operation ........................... 3.26 - Engine - 1st line maintenance .......... 3.28 - 3.33


0.3

TABLE OF CONTENTS



TABLE OF CONTENTS

ARRIEL 2B-2B1-2D


TABLE OF CONTENTS 4 - OIL SYSTEM

- Oil system presentation.................... 4.2 - Oil tank - Oil cooler - Oil pressure transmitter......................................... 4.8 - Oil pumps.......................................... 4.10 - Oil filter and heat exchanger............. 4.12 - 2B-2B1: Oil filter pre-blockage indicator............................................ 4.18 - 2D: Oil pressure and temperature transmitters....................................... 4.20 - 2B-2B1: Low oil pressure switch....... 4.22 - Mechanical magnetic plugs............... 4.24 - Scavenge strainers........................... 4.26 - Oil valve assembly............................ 4.28 - Electrical magnetic plug.................... 4.30 - Centrifugal breather.......................... 4.32 - External oil pipes............................... 4.34 - Oil system - Operation ..................... 4.36 - Oil system - 1st line maintenance .... 4.38 - 4.43

5 - AIR SYSTEM

- Air system presentation.................... 5.2 - Internal air system............................. 5.4 - Air tappings....................................... 5.6


- Compressor bleed valve................... 5.8 - P3 pressure transmitter..................... 5.12 - External air pipes.............................. 5.14 - Air system - 1st line maintenance .... 5.16 - 5.19

6 - FUEL SYSTEM

- Fuel system presentation ................. 6.2 - Pump and metering unit assembly.... 6.8 • Fuel pumps..................................... 6.12 • Fuel filter......................................... 6.16 • Fuel filter indication........................ 6.20 • 2D: Fuel pressure and temperature transmitters..................................... 6.24 • 2B-2B1: Low fuel pressure switch.. 6.26 • Start purge valve............................ 6.28 • Metering unit................................... 6.32 - Fuel valves assembly........................ 6.46 - Start injectors.................................... 6.54 - Main injection system........................ 6.56 - Combustion chamber drain valve..... 6.58 - Fuel system - Operation ................... 6.60 - External fuel pipes............................ 6.80 - Fuel system - 1st line maintenance . 6.82 - 6.87


0.4

TABLE OF CONTENTS



(CONTINUED)

ARRIEL 2B-2B1-2D


(CONTINUED)

7 - CONTROL SYSTEM

- Control system presentation............. 7.2 - Engine Electronic Control Unit.......... 7.10 - Control system - Operation .............. 7.14 - Control system - Indication and monitoring......................................... 7.30 - Control system - General operation .......................................... 7.40 - Control system - 1st line maintenance .................................... 7.42 - 7.51

8 - MEASUREMENT AND INDICATING SYSTEMS - Measurement and indicating systems presentation........................ 8.2 - Speed measurement and indicating system....................... 8.4


- T4.5 measurement and indicating system............................................... 8.14 - Torque measurement and indicating system............................................... 8.18 - 2D: EDR - Engine Data Recorder..... 8.22 - Miscellaneous indications................. 8.24 - Measurement and indicating systems - 1st line maintenance ........ 8.32 - 8.35

9 - STARTING SYSTEM

- Starting system presentation ........... 9.2 - Starter-generator............................... 9.4 - Ignition system.................................. 9.6 - Starting system - Operation ............. 9.8 - Starting system - 1st line maintenance .................................... 9.10 - 9.13


0.5

TABLE OF CONTENTS



TABLE OF CONTENTS

ARRIEL 2B-2B1-2D


TABLE OF CONTENTS 10 - ELECTRICAL SYSTEM

- Electrical system presentation.......... 10.2 - Alternator.......................................... 10.4 - Electrical harnesses.......................... 10.8 - Electrical system - 1st line maintenance .................................... 10.10 - 10.13

11 - ENGINE INSTALLATION

- Engine compartment ........................ 11.2 - Engine mounting and lifting............... 11.4 - Air intake and exhaust system.......... 11.6 - Engine/airframe system interfaces.... 11.8 - Drains - Purges - Air vents................ 11.16 - Fire protection................................... 11.18 - Engine installation - 1st line maintenance .................................... 11.20 - 11.25

12 - TROUBLESHOOTING

- General ............................................ 12.2 - Troubleshooting ............................... 12.4 - Conclusion ....................................... 12.8 - 12.9

13 - CHECKING OF KNOWLEDGE

- Introduction....................................... 13.2 - Questionnaire 1 ................................ 13.3 - Questionnaire 2 ................................ 13.6 - Questionnaire 3 ................................ 13.12 - Questionnaire 4................................. 13.15 - 13.30

OBSERVATIONS........................... LAST PAGE These Training Notes are established to meet the training requirements, to a certain extent, take into consideration ATA 104 recommendations and the requirements of the various authorities concerned. This document has 414 pages. It was produced using a desktop publishing system.



0.6

TABLE OF CONTENTS



(CONTINUED)

ARRIEL 2B-2B1-2D


2B-2B1

X X X X X X

2D X X X X X X X

X X X X X X X X X X X X X X X X X X X X X X

CHAPTER 2

Power plant - General .......................................................................................................... 2.2 - 2.3 Main characteristics - Engine ratings.......................................................................................... 2.10 Main characteristics - Engine ratings...........................................................................................2.11 Main characteristics - Engine operating envelope...................................................................... 2.13 Design and development ................................................................................................. 2.14 - 2.15 Maintenance - Life limitations............................................................................................ 2.18 - 2.19 Maintenance - Technical publications - Presentation.................................................................. 2.23

CHAPTER 3

Engine presentation - General ............................................................................................. 3.2 - 3.3 Axial compressor - Presentation........................................................................................... 3.6 - 3.7 Centrifugal compressor - Presentation.................................................................................. 3.8 - 3.9 Gas generator turbine - Presentation................................................................................ 3.12 - 3.13 Power turbine - Presentation............................................................................................. 3.14 - 3.15 Exhaust system ................................................................................................................ 3.16 - 3.17 Reduction gearbox - General............................................................................................ 3.18 - 3.19 Transmission shaft and accessory gearbox - General...................................................... 3.20 - 3.21 Transmission shaft and accessory gearbox - Operation................................................... 3.24 - 3.25 Engine - Operation ........................................................................................................... 3.26 - 3.27 Engine - 1st line maintenance - Preventive maintenance (2B-2B1).................................. 3.28 - 3.29 Engine - 1st line maintenance - Preventive maintenance (2D)......................................... 3.30 - 3.31



0.7

INDEX OF PAGES PER VARIANTS




ARRIEL 2B-2B1-2D


INDEX OF PAGES PER VARIANTS 2B-2B1

2D

X X X X X X X X X X X X X X X X X X X X X

CHAPTER 4

Oil system presentation - General ........................................................................................ 4.2 - 4.3 Oil system presentation - Description (2B-2B1).................................................................... 4.4 - 4.5 Oil system presentation - Description (2D)........................................................................... 4.6 - 4.7 Oil tank - Oil cooler - Oil pressure transmitter....................................................................... 4.8 - 4.9 Oil filter and heat exchanger - General............................................................................. 4.12 - 4.13 Oil filter and heat exchanger - Description - Operation (2B-2B1)...................................... 4.14 - 4.15 Oil filter and heat exchanger - Description - Operation (2D)............................................. 4.16 - 4.17 Oil filter pre-blockage indicator (2B-2B1).......................................................................... 4.18 - 4.19 Low oil pressure switch (2B-2B1)...................................................................................... 4.20 - 4.21 Mechanical magnetic plugs......................................................................................................... 4.23 Centrifugal breather.................................................................................................................... 4.30 Oil system - Operation................................................................................................................ 4.33 External oil pipes............................................................................................................... 4.34 - 4.35 Oil system - 1st line maintenance - Preventive maintenance (2B-2B1)........................... 4.36 - 4.37 Oil system - 1st line maintenance - Preventive maintenance (2D).................................. 4.38 - 4.39 Oil system - 1st line maintenance - Corrective maintenance..................................................... 4.41



0.8




(CONTINUED)

ARRIEL 2B-2B1-2D


(CONTINUED)

2B-2B1

2D

X X X X X X

X X X X X X X X X X X X X

CHAPTER 5

Air system presentation ........................................................................................................ 5.2 - 5.3 Air tappings .......................................................................................................................... 5.6 - 5.7 External air pipes.............................................................................................................. 5.14 - 5.15 Air system - 1st line maintenance - Preventive maintenance..................................................... 5.17

CHAPTER 6

Fuel system presentation - General...................................................................................... 6.2 - 6.3 Fuel system presentation - Description (2B-2B1)................................................................. 6.4 - 6.5 Fuel system presentation - Description (2D)......................................................................... 6.6 - 6.7 Pump and metering unit assembly - Presentation (2B-2B1)................................................. 6.8 - 6.9 Pump and metering unit assembly - Presentation (2D).................................................... 6.10 - 6.11 Pump and metering unit assembly - Fuel pumps (2B-2B1).............................................. 6.12 - 6.13 Pump and metering unit assembly - Fuel pumps (2D)...................................................... 6.14 - 6.15 Pump and metering unit assembly - Fuel filter (2B-2B1).................................................. 6.16 - 6.17 Pump and metering unit assembly - Fuel filter (2D).......................................................... 6.18 - 6.19 Pump and metering unit assembly - Fuel filter indication (2B-2B1).................................. 6.20 - 6.21 Pump and metering unit assembly - Fuel filter indication (2D).......................................... 6.22 - 6.23 Pump and metering unit assembly - Fuel pressure and temperature transmitters (2D)... 6.24 - 6.25



0.9





ARRIEL 2B-2B1-2D



2D

X X X X X X X X X X X X X X X X X

CHAPTER 6 (CONTINUED)

Pump and metering unit assembly - Low fuel pressure switch (2B-2B1).......................... 6.26 - 6.27 Pump and metering unit assembly - Start purge valve (2B-2B1)...................................... 6.28 - 6.29 Pump and metering unit assembly - Start purge valve (2D)............................................. 6.30 - 6.31 Pump and metering unit assembly - Metering unit - General (2B).................................... 6.32 - 6.33 Pump and metering unit assembly - Metering unit - Automatic control system (normal operation) (2B)......................................................................................... 6.34 - 6.35 Pump and metering unit assembly - Metering unit - Manual control system (2B)............. 6.36 - 6.37 Pump and metering unit assembly - Metering unit - Forced idle mode - Mixed mode (2B)......................................................................................................................... 6.38 - 6.39 Pump and metering unit assembly - Metering unit - General (2B1-2D)............................ 6.40 - 6.41 Pump and metering unit assembly - Metering unit - Automatic control system (2B1-2D)............................................................................................................... 6.42 - 6.43 Pump and metering unit assembly - Metering unit - Automatic back-up control system (2B1-2D)............................................................................................................... 6.44 - 6.45 Fuel valves assembly - Presentation (2B-2B1)................................................................. 6.46 - 6.47 Fuel valves assembly - Operation (2B-2B1)..................................................................... 6.48 - 6.49 Fuel valves assembly - Presentation (2D)........................................................................ 6.50 - 6.51 Fuel valves assembly - Operation (2D)............................................................................. 6.52 - 6.53



0.10




(CONTINUED)

ARRIEL 2B-2B1-2D


(CONTINUED)

2B-2B1

X X X X X X X X X

2D X X X X X X X X X


Start injectors.............................................................................................................................. 6.54 Start injectors.............................................................................................................................. 6.55 Fuel system - Operation (2B-2B1) - Pre-start................................................................... 6.60 - 6.61 Fuel system - Operation (2B-2B1) - Fuel system purge.................................................... 6.62 - 6.63 Fuel system - Operation (2B-2B1) - Starting..................................................................... 6.64 - 6.65 Fuel system - Operation (2B-2B1) - Normal running - Back-up control............................ 6.66 - 6.67 Fuel system - Operation (2B-2B1) - Shut-down................................................................ 6.68 - 6.69 Fuel system - Operation (2D) - Pre-start........................................................................... 6.70 - 6.71 Fuel system - Operation (2D) - Fuel system purge........................................................... 6.72 - 6.73 Fuel system - Operation (2D) - Starting............................................................................ 6.74 - 6-75 Fuel system - Operation (2D) - Normal running - Back-up control.................................... 6.76 - 6-77 Fuel system - Operation (2D) - Shut-down....................................................................... 6.78 - 6.79 External fuel pipes....................................................................................................................... 6.81 Fuel system - 1st line maintenance - Preventive maintenance (2B-2B1)......................... 6.82 - 6.83 Fuel system - 1st line maintenance - Preventive maintenance (2D)................................. 6.84 - 6.85 Fuel system - 1st line maintenance - Corrective maintenance................................................... 6.87



0.11





ARRIEL 2B-2B1-2D



2D

X X X X X X X X X X X X X X X X X X X X X X X X

CHAPTER 7

Control system presentation - General ................................................................................ 7.2 - 7.3 Control system presentation - Description (2B).................................................................... 7.4 - 7.5 Control system presentation - Description 1 (2B1-2D).......................................................... 7.6 - 7.7 Control system presentation - Description 2 (2B1-2D).......................................................... 7.8 - 7.9 Engine Electronic Control Unit - General.......................................................................... 7.10 - 7.11 Engine Electronic Control Unit - EECU inputs and outputs............................................... 7.12 - 7.13 Control system - Operation - Main functions..................................................................... 7.14 - 7.15 Control system - Operation - Control................................................................................ 7.16 - 7.17 Control system - Operation - Starting (2B-2B1)................................................................ 7.20 - 7.21 Control system - Operation - Starting (2D)........................................................................ 7.22 - 7.23 Control system - Operation - Speed control...................................................................... 7.24 - 7.25 Control system - Operation - Manual mode - Manual mode training (2B)......................... 7.26 - 7.27 Control system - Operation - Principle of limitations................................................................... 7.28 Control system - Indication and monitoring - General................................................................. 7.30 Control system - Indication and monitoring - General................................................................. 7.31 Control system - Indication and monitoring - Failure Tolerance - Failure indication (2B).. 7.32 - 7.33



0.12




(CONTINUED)

ARRIEL 2B-2B1-2D


(CONTINUED)

2B-2B1

2D


CHAPTER 8

X X X X X X X X X X

X X X X X X X X X X X X

Control system - Indication and monitoring - Failure Tolerance - Failure indication (2B1-2D)........................................................................................................... 7.34 - 7.35 Control system - Indication and monitoring - Failure Tolerance Tables (example)...................... 7.37 Control system - General operation - Functions performed by the electronic control system................................................................................................................... 7.40 - 7.41 Control system - 1st line maintenance - Preventive maintenance (2B-2B1)..................... 7.42 - 7.43 Control system - 1st line maintenance - Preventive maintenance (2D)............................ 7.44 - 7.45 Control system - 1st line maintenance - Corrective maintenance - EECU maintenance (2B-2B1)...................................................................................................... 7.48 - 7.49 Control system - 1st line maintenance - Corrective maintenance - EDR maintenance (2D).............................................................................................................. 7.50 - 7.51 Speed measurement and indicating system - General (2B)................................................. 8.4 - 8.5 Speed measurement and indicating system - General (2B1-2D).......................................... 8.6 - 8.7 Speed measurement and indicating system - N1 speed sensors (2B)................................. 8.8 - 8.9 Speed measurement and indicating system - N1 speed sensor (2B1-2D)....................... 8.10 - 8.11 Speed measurement and indicating system - N2 speed sensors..................................... 8.12 - 8.13 T4.5 measurement and indicating system - Presentation................................................. 8.14 - 8.15 T4.5 measurement and indicating system - System components..................................... 8.16 - 8.17



0.13





ARRIEL 2B-2B1-2D



2D


CHAPTER 9

X X X X X X X X X X X X X X X X X X X X X X X

Torque measurement and indicating system - Presentation............................................. 8.18 - 8.19 Torque measurement and indicating system - System components........................................... 8.20 Torque measurement and indicating system - System components........................................... 8.21 EDR - Engine Data Recorder (2D).................................................................................... 8.22 - 8.23 Miscellaneous indications - Indicators............................................................................... 8.26 - 8.27 Miscellaneous indications - VEMD - Presentation............................................................ 8.28 - 8.29 Measurement and indicating systems - 1st line maintenance - Preventive maintenance................................................................................................................................ 8.33 Measurement and indicating systems - 1st line maintenance - Corrective maintenance........... 8.35 Starting system presentation................................................................................................. 9.2 - 9.3 Starter-generator................................................................................................................... 9.4 - 9.5 Ignition system.............................................................................................................................. 9.6 Starting system - Operation.......................................................................................................... 9.8 Starting system - Operation.......................................................................................................... 9.9 Starting system - 1st line maintenance - Preventive maintenance..............................................9.11



0.14




(CONTINUED)

ARRIEL 2B-2B1-2D


(CONTINUED)

2B-2B1

2D

X X X X X X X

CHAPTER 10

Alternator - General........................................................................................................... 10.4 - 10.5 Alternator - Description - Operation.................................................................................. 10.6 - 10.7 Electrical harnesses.......................................................................................................... 10.8 - 10.9 Electrical system - 1st line maintenance - Preventive maintenance..........................................10.11

CHAPTER 11

CHAPTER 12

X X X X X X X X X X X X X

X

X

Air intake and exhaust system...........................................................................................11.6 - 11.7 Engine/airframe system interfaces - Oil system.................................................................11.8 - 11.9 Engine/airframe system interfaces - Fuel system (2B-2B1)........................................... 11.10 - 11.11 Engine/airframe system interfaces - Fuel system (2D)..................................................11.12 - 11.13 Engine/airframe system interfaces - Electrical system...................................................11.14 - 11-15 Drains - Purges - Air vents.........................................................................................................11.16 Drains - Purges - Air vents.........................................................................................................11.17 Engine installation - 1st line maintenance - Preventive maintenance (2B-2B1).............11.20 - 11.21 Engine installation - 1st line maintenance - Preventive maintenance (2D)....................11.22 - 11.23 Troubleshooting - Anomalies during engine shut-down.............................................................. 12.6



0.15





ARRIEL 2B-2B1-2D



2D

X X X X X X X

CHAPTER 13

Questionnaire 3......................................................................................................................... 13.13 Questionnaire 4......................................................................................................................... 13.17 Questionnaire 4......................................................................................................................... 13.18 Questionnaire 4......................................................................................................................... 13.22 Questionnaire 4......................................................................................................................... 13.23 Questionnaire 4......................................................................................................................... 13.26



0.16




(CONTINUED)

ARRIEL 2B-2B1-2D


The abbreviations / symbols shown below may be used during training: A/C................. Aircraft AC.................. Alternating Current ACMS............. Automatic Control Monitoring System ACW............... Anti-clockwise AEO................ All Engines Operating AFCS.............. Automatic Flight Control System APM................ Auto Pilot Module ATA................. Air Transport Association ATS................. Air Traffic Services BITE............... Built-In Test Equipment CAN................ Controller Area Network cc/hr................ Cubic centimetres per hour CFT................. Frequency/Voltage Converter cSt.................. CentiStoke CW.................. Clockwise daN................. decaNewtons dB................... Decibels DC.................. Direct Current DDR................ DECU Digital Read-out DECU............. Digital Engine Control Unit DGAC............. Direction Générale de l'Aviation Civile EASA.............. European Aviation Safety Agency EBCAU .......... Engine Back-up Control Auxiliary Unit Ec................... Kinetic energy EDR................ Engine Data Recorder


EECU............. Engine Electronic Control Unit EGT................ Exhaust Gas Temperature FAA................. Federal Aviation Administration FADEC........... Full Authority Digital Engine Control FCU................ Fuel Control Unit FLI.................. First Limit Indicator FM.................. Flight Manual FMU................ Fuel Metering Unit FOD................ Foreign Object Damage ft..................... Feet FWD............... Forward G..................... Mass air flow g..................... Grams HE.................. High Energy HF................... Human Factor HFC................ Hourly Fuel Consumption HP................... Horsepower HP................... High Pressure Hz................... Hertz ICAO............... International Civil Aviation Organisation ICP.................. Intermediate Contingency Power ID.................... Identification IFDS............... Integrated Flight Display System IIDS................ Integrated Instrument Display System ILS.................. Integrated Logistics Support


0.17

LIST OF ABBREVIATIONS




ARRIEL 2B-2B1-2D


LIST OF ABBREVIATIONS ISA.................. International Standard Atmosphere ISV.................. Servo-valve intensity kHz................. Kilohertz kPa................. Kilopascal kW.................. Kilowatt lb..................... Pound lb/HP.hr........... Pounds per Horse Power per hour lb/hr................ Pounds per hour lb/sec. ............ Pounds per second LP................... Low Pressure LRU................ Line Replaceable Unit LTT................. Learning Through Teaching LVDT............... Linear Variable Differential Transducer m..................... Metres mA.................. Milliamperes MAX................ Maximum MCP................ Max Continuous Power MCQ............... Multiple-choice Questionnaire MGB............... Main gearbox MHz................ Megahertz MIN................. Minimum mm.................. Millimetre MTBF.............. Mean Time Between Failure MTBUR........... Mean Time Between Unscheduled Removal




(CONTINUED)

MTCP............. Maintenance Test Control Panel MTOP............. Maximum Take-Off Power mV.................. Millivolts N..................... Rotation speed N1, Ng............ Gas generator rotation speed N2, NTL.......... Power turbine rotation speed NGV................ Nozzle Guide Vane NMD............... Navigation and Mission Display NR.................. Rotor rotation speed O/S................. Overspeed OEI................. One Engine Inoperative P..................... Pressure P3................... Compressor outlet pressure PCMCIA.......... Personal Computer Memory Card International Association PH.................. Oil pressure POS................ Position ppm................ Parts per million PSI.................. Pounds per Square Inch PSID............... Pounds per Square Inch Differential PT................... Power Turbine RAM................ Random-Access Memory ROM............... Read-Only Memory rpm................. Revolutions per minute RTD................ Resistive Temperature Device


0.18


ARRIEL 2B-2B1-2D


(CONTINUED)

SFC................ Specific Fuel Consumption shp.................. Shaft horse power SI.................... International System SMM............... Safety Management Manual SMS................ Safety Management System SRU................ Shop Repleacable Unit t...................... Time T..................... Temperature T/O.................. Take-Off TBO................ Time Between Overhauls TET................. Turbine Entry Temperature TOT................ Turbine Outlet Temperature TRQ................ Torque US G............... US Gallon VAC................ Volts, Alternating Current VDC................ Volts, Direct Current VEMD............. Vehicle and Engine Multi-function display VMS................ Vehicle Monitoring System W.................... Power WF.................. Fuel flow XBV................ Bleed Valve position XCP................ Collective pitch position XMV................ Metering Valve position XPa................. Pedal position signal XTL................. Pedal position signal Z..................... Altitude Zp................... Pressure altitude For training purposes only © Copyright - Turbomeca Training

°C................... Degrees Celsius °F.................... Degrees Fahrenheit °K.................... Degrees Kelvin ±...................... Positive and negative for electrical circuits Ω..................... Ohm ∆..................... Difference ∆P................... Pressure difference %.................... Percent <..................... Less than >..................... More than ω..................... Angular velocity *...................... Datum (e.g. N1* = N1 datum)


0.19






ARRIEL 2B-2B1-2D

UNIT

Length

1 mm 1 m

Volume

1 dm3 = 1 litre

Mass

1 kg

= 2.2 lb

Power

1 kW

= 1.34 HP

Temperature

°C °K

Pressure

1 kPa = 0.01 bar

= 0.145 PSI

Flow (air, oil, fuel)

1 kg/s

= 2.2 lb/sec.

Specific Fuel Consumption


International System

1 g/kW.h


British or American Systems

= 0.039 inches = 3 ft 3 inches = 39 inches = 0.26 US gallons

= (°F-32).5/9 = [(°F-32).5/9] + 273

= 0.00164 lb/HP.hr 0.20

CONVERSION TABLE



CONVERSION TABLE

ARRIEL 2B-2B1-2D




1 - INTRODUCTION - General information............................................................................... 1.2 - Training programme.............................................................................. 1.4 - 1.5



1.1

INTRODUCTION

ARRIEL 2B-2B1-2D


GENERAL INFORMATION TURBOMECA Training

Adequate training is essential for obvious safety reasons, but also to reduce additional maintenance costs incurred by unjustified removals and excessive downtime.

In accordance with TURBOMECA support's proximity policy, TURBOMECA Training has developed a worldwide training network: it has an official office or Training Center for each continent.

"Greater knowledge leads to greater efficiency".

TURBOMECA Training courses can therefore be conducted worldwide:

Objectives of training

- In the TURBOMECA France reference Training Center

The main objective is the acquisition of the knowledge required for the tasks to be achieved (know and know how).

- In the TURBOMECA USA reference Training Center - In the TURBOMECA do Brasil reference Training Center

Further information is also communicated to widen the skill and the experience of the trainee.

- In other TURBOMECA subsidiaries, e.g. TURBOMECA AUSTRALASIA or TURBOMECA ASIA PACIFIC (Singapore)

Training approach

- In delegated Training Centers

- Performance based training according to task analysis, with classroom sessions, student involvement, practical work and troubleshooting techniques

- In TURBOMECA approved Training Centers

- Advanced training aids: training notes, multimedia courseware (or Computer Aided Presentation) and demonstration training engine - Instructors trained on the product and in training methods, and qualified by TURBOMECA - Courses are taught in English and French.


- Directly on the customer's site. The training courses are conducted by an instructor detached from TURBOMECA or by a TURBOMECA qualified and accredited instructor.

TURBOMECA training contact The focal point for all your TURBOMECA Training needs is the "TURBOMECA Operator On-Line Support" (TOOLS) web site: www.turbomeca-support.com


1.2

INTRODUCTION



"The power of knowledge"

ARRIEL 2B-2B1-2D


OBJECTIVES OF TRAINING

Adequate training is essential for obvious safety reasons, but also to reduce additional maintenance costs incurred by unjustified removals and excessive downtime. TRAINING APPROACH

"Greater knowledge leads to greater efficiency". North America Area TM USA RTC

Europe Africa Middle East

The focal point for all your TURBOMECA Training needs:

www.turbomeca-support.com

TM F RTC

Corporate TURBOMECA Training

TAP RTC

TM B RTC South America Area

GENERAL INFORMATION For training purposes only © Copyright - Turbomeca Training


Asia Pacific Australasia

RTC ................. Reference Training Center TM ................... TURBOMECA TM F ................ TURBOMECA France TM USA........... TURBOMECA USA TM B................ TURBOMECA do Brasil TAP ................. TURBOMECA Asia Pacific

1.3

INTRODUCTION



TRAINING: "The power of knowledge"

ARRIEL 2B-2B1-2D


The training programme is established to meet the training requirements and takes into consideration ATA 104 recommendations and the requirements of the various authorities concerned.



TRAINING PROGRAMME

It should be noted that the "classroom sessions" alternate with periods devoted to demonstrations, practical exercises and visits.



1.4

INTRODUCTION

ARRIEL 2B-2B1-2D

OBJECTIVE

DURATION

FAMILIARISATION

At the end of this course, the student will be able to describe the engine, to explain its principle of operation and to identify the main components of the engine and systems.

2 DAYS

1ST LINE MAINTENANCE COURSE

At the end of this course, the student will be able to identify the engine components, to describe and to explain the operation of the engine and its systems, to carry out maintenance procedures (engine installed in the airframe) and troubleshooting.

5 DAYS

2ND LINE MAINTENANCE COURSE

At the end of this course, the student will be able to identify the engine components, to carry out all the maintenance procedures (engine removed from the airframe), mainly the removal/installation of modules and shop replaceable units. PROGRAMME: The programme mainly includes practical work. This programme can be carried out after the 1st line maintenance programme.

3 DAYS

At the end of the course, the trainee will be able to carry out the intramodular maintenance procedures (deep maintenance). 3RD LINE MAINTENANCE COURSE

PROGRAMME: This course consists entirely of practical work and the students must have certain qualifications. The course documentation consists of Maintenance Technical Instructions and the Maintenance Manual. The qualification awarded at the end of this course has certain limits and requires regular renewal.

FROM 3 DAYS TO 3 WEEKS

At the end of this course, the trainee will have a greater understanding of the engine and its systems. REFRESHER

NOTE: This course is recommended for technicians who have attended the first line maintenance course, after about one year of experience on the engine type.

2 DAYS

At the end of this course, the trainee will be able to better identify and correct operating problems. TROUBLESHOOTING

FUEL AND CONTROL SYSTEM

ENGINE DOCUMENTATION

NOTE: This course is recommended for technicians who have attended the first line maintenance course, after about one year of experience on the engine type. At the end of this course, the trainee will have an in-depth understanding of the engine fuel and control systems. NOTE: This course is recommended for technicians who have attended the first line maintenance course, after about one year of experience on the engine type. At the end of this course, the trainee will be able to understand and use the engine documentation. NOTE: A general knowledge of engines is recommended.

2 DAYS

2 DAYS

2 DAYS

TRAINING REQUIREMENTS / ATA 104 RECOMMENDATIONS / REQUIREMENTS OF THE VARIOUS AUTHORITIES CONCERNED

TRAINING PROGRAMME For training purposes only © Copyright - Turbomeca Training


1.5

INTRODUCTION



TRAINING PROGRAMME




ARRIEL 2B-2B1-2D




2 - POWER PLANT - Power plant (71-00-00) .......................................................................... 2.2 - Principle of adaptation to the helicopter ............................................ 2.8 - Main characteristics ............................................................................. 2.10 - Design and development ..................................................................... 2.14 - Maintenance .......................................................................................... 2.16 • Maintenance concept ........................................................................ 2.16 • Life limitations.................................................................................... 2.18 • Preventive and corrective maintenance........................................... 2.20 • Technical publications - Presentation ............................................. 2.22 • Technical publications - Advisory notices ...................................... 2.24 • Lubricants / Fuels / Materials (71-00-02) - Preservation and storage (71-05-01) .............................................................................. 2.26 • Safety Management - Human Factors .............................................. 2.28 - 2.29

(XX-XX-XX): Page references which deal with the subject in the maintenance documentation. For training purposes only © Copyright - Turbomeca Training


2.1

POWER PLANT

ARRIEL 2B-2B1-2D


POWER PLANT

Function The power plant provides power by transforming the energy contained in the air and fuel into shaft power.

Main characteristics - Type: free turbine turboshaft engine, with forward power drive, external power transmission shaft - Concept: modular - Max. Take-Off Power (MTOP) (engine installed): • 2D: 598 kW (802 shp), ISA, sea level, with torque limitation • 2B-2B1: 557 kW (746 shp) - Specific fuel consumption: • 2B-2B1: 376 g/kW.h at 400 kW • 2D: 370 g/kW.h at 400 kW

- Approximate dimensions and mass of the engine: • Length: 1166 mm (45.9 inches) • Width: 609 mm (23.8 inches) • Height: 465.5 mm (18.2 inches) • Mass dry (with free wheel): - 2B-2B1: 136 kg (300 lb) - 2D: 139 kg (306 lb)



GENERAL

- Approximate dimensions and mass of the EECU: • Length: 300 mm (11.7 inches) • Width: 200 mm (7.8 inches) • Height: 80 mm (3 inches) • Mass: 4.2 kg (9.24 lb).

Main components - Turboshaft engine with its equipment - Engine Electronic Control Unit (EECU).

- Output shaft speed: • 2D: 6000 rpm (at 100% N2) • 2B-2B1: 5990 rpm (at 100% N2)



2.2

POWER PLANT




ARRIEL 2B-2B1-2D

GAS AIR

POWER PLANT

POWER

Type: Free turbine FUEL

2D: 6000 rpm at 100% N2 2B-2B1: 5990 rpm at 100% N2

Concept: Modular Mass dry (with free wheel): 2B-2B1: 136 kg (300 lb) 2D: 139 kg (306 lb)

Max. Take-Off Power (MTOP): (engine installed) 2D: 598 kW (802 shp), ISA, sea level, with torque limitation 2B-2B1: 557 kW (746 shp)

ENGINE ELECTRONIC CONTROL UNIT (EECU)

Specific fuel consumption: 2B-2B1: 376 g/kW.h at 400 kW 2D: 370 g/kW.h at 400 kW

GENERAL

POWER PLANT For training purposes only © Copyright - Turbomeca Training


2.3

POWER PLANT

ARRIEL 2B-2B1-2D


POWER PLANT This description considers the functional components of the engine.

Gas generator

- External transmission shaft located in a protection tube which connects the reduction gearbox to the accessory gearbox - An coaxial output shaft with main and rear power drive is fitted in the transmission shaft which drives it through a free wheel unit.

- Single-stage axial compressor - Centrifugal compressor - Annular combustion chamber with centrifugal fuel injection - Single-stage axial turbine.

Transmission shaft

Accessory gearbox - Gearbox containing the accessory drive train and the main power drive.

Power turbine - Single-stage axial turbine.

Exhaust pipe - Elliptical, axial exhaust pipe.

Reduction gearbox - Reduction gearbox comprising three helical gears.



2.4

POWER PLANT



DESCRIPTION


ARRIEL 2B-2B1-2D

Axial compressor

Centrifugal compressor

Combustion chamber

POWER TURBINE

Turbine

EXHAUST PIPE

ACCESSORY GEARBOX Accessory drive train Power drive (rear)

Main power drive

Free wheel unit

TRANSMISSION SHAFT

REDUCTION GEARBOX

DESCRIPTION



2.5

POWER PLANT



GAS GENERATOR

ARRIEL 2B-2B1-2D


OPERATION

Power turbine

This part deals with the parameters and the adaptation of the gas generator and power turbine.

The power turbine operation is defined by the balance between the power received from the gas generator and the torque applied on the shaft, that is the torque TRQ and the rotation speed N2.

Component adaptation For the engine operation, two functional assemblies can be considered: - The gas generator which provides kinetic energy - The power turbine which transforms the gas energy into mechanical power on a shaft. The two assemblies have different rotation speeds.

- The torque TRQ is a function of the N2 rotation speed

- At constant N2 speed, the power is only a function of the torque

The gas generator operation is defined by: - The air mass flow G (air flow which enters the engine) - The air pressure P3 and air temperature T3 at the centrifugal compressor outlet - The fuel flow WF injected into the combustion chamber

- The rotation speed N1 of the gas generator

The operation is represented by the diagram which shows the power W, the rotation speeds N1 and N2 and the max. torque limit TRQ imposed by the mechanical transmission:

- The power W is equal to the torque TRQ multiplied by the angular velocity ω

Gas generator

- The gas temperature TET at the turbine entry

Operation

- The engine parameters can be represented as a function of a reference parameter; N1 for example.

Control The operation of the engine is controlled and monitored by an Engine Electronic Control Unit.

- The kinetic energy Ec supplied to the power turbine.



2.6

POWER PLANT



POWER PLANT


ARRIEL 2B-2B1-2D

N1 (rotation speed)

G (air mass flow)

P3, T3 (compressor outlet pressure and temperature)

POWER TURBINE TRQ (shaft torque) Ec (kinetic energy)

N2 (constant rotation speed) W (shaft power)

TET (turbine entry temperature) WF (fuel flow)

W

ENGINE PARAMETERS

TRQ Q

Ma

qu

or

t x.

R eT



GAS GENERATOR

Isospeeds N1

G

W = TRQ . ω ω = 2. .N 60

P0 W C HF T TE

/ P3

SFC

N2 Power W and speeds N1, N2

N2 Torque TRQ as a function of N2

N1 P3/P0: Compression ratio HFC: Hourly Fuel Consumption SFC : Specific Fuel Consumption

OPERATION



2.7

POWER PLANT

ARRIEL 2B-2B1-2D


Installation requirements

Power transmission in a single engine configuration

The main functional requirements of the installation are:

The mechanical power supplied by the engine, is used to drive the helicopter rotors through a mechanical transmission. This power drives: - The main rotor (approx. 82%)

- Constant rotor rotation speed NR in all operating conditions - Max. torque limit TRQ (usually imposed by the aircraft transmission) - Complete engine protection (N1 and N2 speeds, TET, acceleration control ∆N1/∆t…).

- The tail rotor (approx. 10%) - The main gearbox (approx. 8%).

Adaptation to requirements

In a single engine configuration, the engine is installed at the rear of the main gearbox.

To obtain a constant power turbine (N2) rotation speed, the power supplied by the engine is automatically adapted to the demand. This adaptation is carried out the control system which meters the fuel flow injected into the combustion chamber so as to deliver the required power (variation of the gas generator N1 rotation speed) while keeping the engine within its operational limits.

The power turbine of the engine is mechanically connected to the main gearbox which drives the main rotor. A drive from the rear of the engine drives the tail rotor drive shaft.



2.8

POWER PLANT



PRINCIPLE OF ADAPTATION TO THE HELICOPTER


ARRIEL 2B-2B1-2D

ENGINE 100%

MAIN GEARBOX 8% POWER TRANSMISSION IN SINGLE ENGINE CONFIGURATION N2

TAIL ROTOR 10%

W - Power

∆W

NR N1, N2, TET, ∆N1/∆t ∆N2 ENGINE

∆N2 time

Max. torque TRQ

∆t ADAPTATION TO REQUIREMENTS

INSTALLATION REQUIREMENTS

PRINCIPLE OF ADAPTATION TO THE HELICOPTER For training purposes only © Copyright - Turbomeca Training


2.9

POWER PLANT



MAIN ROTOR 82%

ARRIEL 2B-2B1-2D


MAIN CHARACTERISTICS The engine ratings correspond to given conditions of helicopter operation. The ratings are generally defined under determined speed and atmosphere conditions (altitude and temperature). The following ratings are considered:

Note: 2D: The engine's TBO potential is not penalized. However, when the max. damage is reached, a deep maintenance (3rd level) procedure must be performed on module M03 to replace the gas generator turbine blades.

- Max. Take-Off Power (MTOP): max. rating which can be used during take-off. This rating has a limited duration (5 min. continuous) - Max. Continuous Power: rating which can be used without time limitation (this does not imply that it is used permanently) - 2D: Max. Take-Off Power 30 min. (MTOP 30 min.): • As soon as T4.5 > 600K (330°C) and N1 > 40%, the creep-damage counter is incremented continuously in proportion to the T4.5 and the N1. This incrementing is not linked to an engine rating or a time value. • The counter value is indicated in the VEMD "FLIGHT REPORT" screen when the engine stopped.



2.10

POWER PLANT



ENGINE RATINGS


N1

MAX.

MTOP (5 min.) 557 kW

MTOP (30 min.)

MTOP (5 min.)

598 kW

598 kW

Max. Continuous Power

Max. Continuous Power

(continuous)

(continuous)

A.E.O. RATINGS

A.E.O. RATINGS

2B-2B1 VERSIONS

2D VERSION



ARRIEL 2B-2B1-2D

Note: 2D: Use of MTOP 30 min.: the engine's TBO potential is not penalized. However, when the max. damage is reached, a deep maintenance (3rd level) procedure must be performed on module M03 to replace the gas generator turbine blades.

ENGINE RATINGS

MAIN CHARACTERISTICS For training purposes only © Copyright - Turbomeca Training


2.11

POWER PLANT

ARRIEL 2B-2B1-2D


MAIN CHARACTERISTICS The engine is designed to operate within a given climatic envelope. The envelope is defined by:

Note: The engine operates within various limits: rotation speeds, temperatures, pressures…

Refer to corresponding chapters and official publications.

- The atmospheric temperature T0 - The pressure altitude Zp - And lines of standard atmosphere.

Flight envelope The flight envelope is illustrated by the T0/Zp graph and the lines of standard atmosphere, with the max. tropical zone and the min. arctic zone.

Starting and relight envelope The starting and relight envelope is defined in the same way, but it can be affected by the specifications of oil and fuel used, and sometimes by special procedures.



2.12

POWER PLANT



ENGINE OPERATING ENVELOPE


Starting and relight envelope limit

7012 m (23000 ft)

PRESSURE ALTITUDE Zp ISA +35°

7012 m (23000 ft)

ISA +40°

L

PICA

. TRO

MAX

ERE

SPH

-50°C (-58°F)

TMO

. ARCTIC

L

PICA

0 -610 m (-2000 ft)

RD A

NDA

STA

MIN

. TRO

MAX

ERE

SPH

TMO

. ARCTIC

RD A

NDA

STA

6100 m (20000 ft)

Depends on oil and fuel specifications. Can also depend on special procedures

+50°C (+122°F)

TEMPERATURE 0 T0 -610 m (-2000 ft)

TEMPERATURE T0 -50°C -40°C (-58°F) (-40°F)

2B-2B1: FLIGHT, STARTING AND RELIGHT ENVELOPE

+55°C (+131°F)

2D: FLIGHT, STARTING AND RELIGHT ENVELOPE Note: Below -40°C (-40°F), a specific heating procedure must be applied to the Engine Electronic Control Unit.

ENGINE OPERATING ENVELOPE

MAIN CHARACTERISTICS



2.13

POWER PLANT


PRESSURE ALTITUDE Zp

MIN


ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


DESIGN AND DEVELOPMENT

- Squirrel EC 130 B4 (ARRIEL 2B1 / ARRIEL 2D) but other applications can be expected.

The engine is designed to meet the aircraft propulsion requirements and particularly for the new generation of helicopters. The engine design is based on: - An optimised thermodynamic cycle which gives high performance - Simple and reliable components giving a good supportability, and a good maintainability to reduce the costs.

Stages of development

Maintenance concept The main aspects of the maintenance concept are: - Full modularity - Good accessibility - Reduced removal and installation times - "On-condition" monitoring - High initial TBO

- Launch ARRIEL 2: 1992 - First flight: • 2B-2B1: 1994 • 2D: 2009 - Introduction into service: • December 1997 - ARRIEL 2B • March 2001 - ARRIEL 2B1.

- Low cost of ownership: • Low production costs • Durability (defined and proven TBO and life limits) • High reliability • Low fuel consumption.

Applications

ARRIEL - According to TURBOMECA tradition: name of a Pyrenean lake for the turboshaft engines.

Engine designation

The ARRIEL 2B, 2B1 and 2D currently power the single-engine helicopters: - Squirrel AS 350 B3 (ARRIEL 2B) - Squirrel AS 350 B3+ (ARRIEL 2B1) - Squirrel AS 350 B3e (ARRIEL 2D)


- 2: Type - B: Variant - 1: Version.


2.14

POWER PLANT



Principles of design


ARRIEL 2B-2B1-2D

MAINTENANCE CONCEPT

Optimised thermodynamic cycle

- Full modularity - Good accessibility - Reduced removal and installation times - "On-condition" monitoring - High initial TBO - Low cost of ownership: • Low production costs • Durability (defined and proven TBO and life limits) • High reliability • Low fuel consumption.

Simple and reliable components

Supportability Maintainability

High performance

Cost reduction

PRINCIPLES OF DESIGN

1994 First flight (2B)

2001 Introduction into service (2B1)

1997 Introduction into service (2B)

ARRIEL lake SQUIRREL AS 350 B3 ARRIEL 2B (x 1) SQUIRREL AS 350 B3+ ARRIEL 2B1 (x 1) SQUIRREL AS 350 B3e ARRIEL 2D (x 1)

2009 First flight (2D)

1992 Launch STAGES F DEVELOPMENT

SQUIRREL EC 130 B4 ARRIEL 2B1 (x 1) ARRIEL 2D (x 1)

ARRIEL 2B1 Name of a Pyrenean lake for the turboshaft engines 2: Type B: Variant 1: Version

ENGINE DESIGNATION

APPLICATIONS

DESIGN AND DEVELOPMENT For training purposes only © Copyright - Turbomeca Training

Example: ARRIEL:


2.15

POWER PLANT



Engine design

ARRIEL 2B-2B1-2D


MAINTENANCE CONCEPT

2nd line maintenance: engine maintenance in workshop.

Introduction

- Corrective maintenance: SRU and module removal and installation.

The engine is designed to have a high availability rate with reduced maintenance. The main aspects of the maintenance concept are the following: - Effective modularity - Good accessibility - Reduced removal and installation times - On-condition facility - Quick repair.

Maintenance levels Four maintenance levels can be considered: 1st line maintenance: - Scheduled and preventive maintenance • Checks and inspections • Life limit or completed TBO removal - Corrective maintenance • Fault detection • Component replacement (LRU) • Check.


3rd line maintenance: deep maintenance which involves module repairs. - Corrective maintenance: component replacement. 4th line maintenance: overhaul and repair in specific workshop. - Maintenance scheduled when the TBO is completed or when the life limit of a component is reached - Corrective maintenance.

Other aspects of maintenance Refer to the following pages. Note 1: LRU - Line Replaceable Unit SRU - Shop Replaceable Unit. Note 2: The maintenance steps are determined by the operator taking into account the difficulties, the personnel and logistic considerations. As far as the engine manufacturer is concerned, the current maintenance procedures (1st, 2nd line) are defined and described in the maintenance manual. Deep maintenance (3rd line) and overhaul (4th line) are described in other documents and are subject to particular license agreements.


2.16

POWER PLANT



MAINTENANCE


MAINTENANCE LEVELS

1st LINE MAINTENANCE - Scheduled or preventive maintenance - Corrective maintenance (LRU)

2nd LINE MAINTENANCE - Corrective maintenance (modules, SRU)

Maintenance Manual (Operator or Service Centre or Maintenance Centre)

4th LINE MAINTENANCE 3rd LINE MAINTENANCE (engine removed) (engine removed in specific workshop) - Scheduled maintenance - Deep maintenance (overhaul, repair) - Corrective maintenance Maintenance Technical Instruction (Operator or Maintenance Centre)

Overhaul Manual (Repair Centre)

MAINTENANCE CONCEPT

MAINTENANCE



2.17

POWER PLANT



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


MAINTENANCE Counting of hours and cycles A cycle is a clearly defined operating sequence.

TBOs TBOs (Times Between Overhauls) are defined for the engine, the modules and some accessories. These TBOs, determined by tests and experience, are subject to an extension programme. The TBO is expressed in flight hours.

Life limits Certain components (mainly rotating parts such as compressor, turbines, injection wheel…) have a life limit which requires the part to be scrapped when the limit is reached. The life limit is expressed in operating cycles (C1 or C2 cycles).

Calendar limits The calendar limit is the time (expressed in years) after which the complete engine, module or part subjected to calendar limit has to be returned to the factory or an approved repair center. The count starts at the engine first installation in the aircraft (since new, overhaul or repair).

Cycles and hours are counted either manually or automatically. The methods for counting hours and cycles and the various limits are described in Chapter 5 of the Maintenance Manual. A counting check (comparison between automatic counting and manual counting) is a procedure planned in the periodic maintenance. A simple check can be carried out by comparing the two engine readings for a given period of operation. 2D: A creep-damage counter monitors the damage to the gas generator turbine blades (expressed as a damage percentage). This counter is subject to an evolution program.

On-condition Some components have no TBO, no life limit and no calendar limit. They are generally considered to be "on-condition" components.

Use-limited parts These parts have a maximum usage defined in hours; this includes parts such as bearings, casings and shafts. Their limits are greater than the normal TBO of the engine, thus permitting them to be used over two or more TBOs, which reduces engine overhaul costs for the customer. These parts and their corresponding limits are listed in the engine log book.



2.18

POWER PLANT



LIFE LIMITATIONS


TBOs

COUNTING OF HOURS AND CYCLES

"ON-CONDITION"

- Engine - Modules - Accessories

- Manual counting - Automatic counting - Counting check

Some components have no TBO, no life limit and no calendar limit. They are generally considered to be "on-condition" components.

USE-LIMITED PARTS

LIFE LIMITS

Maximum usage: - Defined in hours - Greater than the normal TBO Usable for two or more TBOs, which reduce engine overhaul costs

Cycles for: - Compressors - Turbines - Injection wheel

2D CALENDAR LIMITS Time limits: - Engine - Modules - Part (since new, overhaul or repair)

2D: EDR (storage of counter data)

Display in the cockpit EECU AUTOMATIC COUNTING

LIFE LIMITATIONS

MAINTENANCE For training purposes only © Copyright - Turbomeca Training


2.19

POWER PLANT



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


MAINTENANCE Preventive maintenance is a schedule of planned maintenance actions aimed at the prevention of failures. It includes two inspection types.

Examples of considered means - Borescopic inspection: this permits inspection of internal parts which are not accessible without disassembly - Lubrication oil check: various methods are used to check for the contamination of the oil (magnetic plugs, strainers sampling). Samples of oil are taken at regular intervals and the samples are analysed to measure the contamination and anticipate incipient failures (analysis by magnetoscopy, ferrography, spectrometric oil analysis)

Servicing inspections - Inspection before the first flight of the day - Inspection between two flights - Inspection after 15 flight hours or 7 days.

- Vibration level check: the vibration level of the rotating assemblies gives an indication of the engine condition

Periodic inspections

- Power check: it is ensured by the pilot (refer to "Flight Manual")

- These procedures can be "blocked" (at fixed intervals for all the procedures) or staggered (each procedure is distributed over a period of time to reduce the turnaround time while still respecting the intervals)

- Visual inspection: conventional visual inspections are also considered for on-condition monitoring.

- Visits are scheduled as a function of flight hours (e.g.: every 500 hours) or calendar (e.g.: 2 years)

The objective is to put the engine back into normal service as soon as possible. Corrective maintenance includes all procedures which must be carried out when required (failures, anomalies, etc …).

- Special inspections: • Particular inspections • Inspections according to airworthiness.


CORRECTIVE MAINTENANCE


2.20

POWER PLANT



PREVENTIVE MAINTENANCE


ARRIEL 2B-2B1-2D

Servicing inspections / Periodic inspections EXAMPLE OF MAIN INSPECTION POINTS -

Visual checks Inspection of filters Inspection of magnetic plugs Oil sampling (for analysis) Oil level (and replenishment if required) Compressor cleaning (depending on operating conditions) - Ground run test - EECU data operation - ...


LUBRICATION OIL CHECK

VIBRATION LEVEL CHECK

To put the engine back into normal service as soon as possible

BORESCOPIC INSPECTION

VISUAL INSPECTION

EXAMPLE OF MAIN TASKS -

Troubleshooting Run-down check Functional and condition checks Removal and installation Adjustments Miscellaneous procedures (cleaning, storage ...) Repair (or replacement) Particular instructions

FLI

GH

REFER TO THE MAINTENANCE MANUAL Chapter 05

TM

AN

UA

L

POWER CHECK

PREVENTIVE AND CORRECTIVE MAINTENANCE

MAINTENANCE



2.21

POWER PLANT




ARRIEL 2B-2B1-2D


TECHNICAL PUBLICATIONS - PRESENTATION

- A list of failures observed during maintenance

This part deals with the 1st and 2nd lines engine technical documentation.

- A list of failure codes and their interpretation

Maintenance documents

Identification documents

The maintenance documents are: - The current maintenance documents (1st and 2nd lines): • Maintenance Manual (describes the engine and its systems and all the maintenance procedures) • Service Bulletins (approved by the authorities, and issued to inform the operators of a modification or an instruction which affects the operational aspects) • Service Letters (letter sent to inform the operator of certain instructions related to the operation of the engine) • Modification Index Standard practices: practices which are not specific to a product. When applied to a given engine, they are however described in chapter 70 of the Maintenance Manual

- A list of troubleshooting tasks. The identification documents are: - The routine-maintenance documents: • Spare Parts Catalogue (list and reference of all the spare parts) • Special Tools Catalogue (tool designations and part numbers).

Operation documents The operation documents are: - Engine log book (records and provides information on the engine status)

Main practices: thread inserts, LOCTITE products, tightening torques, locking of assemblies, electrical connectors, ...

- Flight Manual (the Flight Manual is the pilot's basic reference document and specifies the limitations, the normal and emergency procedures, and the performance data. It is approved by the Airworthiness Authorities).

Troubleshooting

Electronic documentation

It forms the last volume of Maintenance Manual. Chapter 71-00-06 of the Maintenance Manual, which is dedicated to troubleshooting includes: - A list of failures observed during use


- Maintenance Technical Publications: these are electronic versions of the maintenance documentation - TOOLS: It is a service providing real issue of technical publication as service bulletins, service letters, maintenance manual updating... Each new document edition will be notified and provided by email in real time to subscriber.


2.22

POWER PLANT



MAINTENANCE


ARRIEL 2B-2B1-2D

ARRIEL

ARRIEL

ARRIEL

IDENTIFICATION

ARRIEL

ARRIEL

ARRIEL

ARRIEL

2B or 2B1 or 2D

2B or 2B1 or 2D

2B or 2B1 or 2D

2B or 2B1 or 2D

2B or 2B1 or 2D

2B or 2B1 or 2D

2B or 2B1 or 2D

MAINTENANCE MANUAL vol. 1

MAINTENANCE MANUAL vol. 2

SERVICE BULLETINS

SERVICE LETTERS

MODIFICATION INDEX

SPARE PARTS CATALOGUE

TOOLS CATALOGUE

OPERATION

COMPOSITION OF THE MAINTENANCE MANUAL CHAP

ARRIEL

2B or 2B1 or 2D MAINTENANCE MANUAL vol. 3

00 05

CHAP. 71-00-06 TROUBLESHOOTING

26 70 71 72 73 74 75 77 78 79 80

Failures observed during use Failures observed during maintenance Failure codes Troubleshooting tasks

DESIGNATION Introduction Time limits / Maintenance checks Fire protection Standard practices Power plant Engine Fuel system Ignition Air Engine indicating Exhaust system Lubrication Starting

ENGINE LOG BOOK

(compiled according to recommendations of the American standard "ATA 100")

FLI

GH

TM

AN

UA

L

ELECTRONIC

MAINTENANCE

TECHNICAL PUBLICATION

TECHNICAL PUBLICATIONS - PRESENTATION

MAINTENANCE



2.23

POWER PLANT



MAINTENANCE

ARRIEL 2B-2B1-2D


MAINTENANCE Three types of advisory notice are used in the technical publications: - WARNING

Examples WARNING: do not breathe the oil vapors. Do not leave oil in contact with the skin. CAUTION: if the flush is being carried out because of metal particles in the oil system, change the filter and thoroughly clean the tank.

- CAUTION - NOTE.

NOTE: take the oil sample before carrying out any replenishment.

Interpretation WARNING: warns the reader of the possibility of physical harm (e.g. wounding, intoxication, electrocution). CAUTION: warns the reader of the possibility of damaging the engine or tooling. NOTE: gives the reader advice on how best to carry out a task.



2.24

POWER PLANT



TECHNICAL PUBLICATIONS - ADVISORY NOTICES


WARNING (physical harm)

CAUTION (possibility of damage)

NOTE (advice)

Examples:

Examples:

Examples:

-

Toxicity of engine oil and vapours Toxicity of cleaning products Toxicity of extinguishing products Eye protection Fire risk Electrical discharge from ignition units: - electrocution - risks with use in an inflammable atmosphere - ……

-

Titanium part cleaning Scrapping of O'ring seals Use of the correct cleaning products Engine cooling Engine cleaning after use of extinguishing product Orifice protection during removal Borescope fragility Tightening torque ……

-

Oil analysis Cycle counting Installation of O'ring seals Engine storage Insulation measurements Procedural change with modification ……

TECHNICAL PUBLICATIONS - ADVISORY NOTICES

MAINTENANCE



2.25

POWER PLANT



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


MAINTENANCE PRESERVATION AND STORAGE

LUBRICANTS / FUELS / MATERIALS

Type of storage

The engine manufacturer recommends the use of synthetic oils which keep their lubricating properties over a wide temperature range and have a longer operating life. The maintenance manual (chapter 71) contains specification tables and precautions. We shall remind you here that the mixture of oils of different types or brands is not recommended. Therefore the system should be flushed when the oil specification is changed.

Fuels

The maintenance manual (chapter 71) contains tables indicating the fuel types with the corresponding US, UK, NATO and French specifications. Two types of fuel can be considered: - The "normal fuels" which can be used without restriction in all the operating envelope - The alternative fuels (or replacement fuels) which may be used, but with particular restrictions (additives...) and for a limited time in order not to affect the engine TBO.

Materials

Various products are used for engine maintenance. For example graphite grease, molybdenum disulphide for the installation of parts, cleaning and inhibiting products. The various products must be used carefully, for instance use of trichlorethylene on titanium alloy parts is forbidden.


Engine uninstalled Refer to maintenance manual for preservation and storage procedures and periodicity. "Short term" storage Procedure which protects the engine for a duration of less than three months. "Long term" storage Procedure which protects the engine for a duration of more than three months. The max. duration of storage varies with the type of container used (wooden or metal container). With wooden container, the max. duration of storage also varies with the type of cover used.

Engine installed in the aircraft - For a duration of less than 6 months, 2 types of storage can be considered : "operational" (with 5 min. ground run) and "not operational" (with dry crank). - For a duration of more than 6 months, remove the engine and do the “long term” storage procedure.

Storage inspection Once the engine has been put into storage, it must be periodically checked to ensure that it is in good condition. In the event of an anomaly, the preservation and storage procedures must be renewed.


2.26

POWER PLANT



Lubricants

ARRIEL 2B-2B1-2D


GENERAL - Protection against corrosive agents

- NORMAL LUBRICANTS: medium viscosity synthetic oils - ALTERNATIVE LUBRICANTS: medium and low viscosity oils - No mixture of oils of different brands - Flushing of the system when the oil specification is changed

TYPE OF STORAGE ENGINE UNINSTALLED - "Short term" storage: duration less than 3 months - "Long term" storage: duration more than 3 months (wooden or metal container)

FUELS (Maintenance manual, chapter 71) - NORMAL FUELS (without restriction) - ALTERNATIVE FUELS (with particular restrictions: operating times, additives...)

ENGINE INSTALLED IN THE AIRCRAFT - Duration less than 6 months - Duration more than 6 months

MATERIALS - PART INSTALLATION: graphite grease, molybdenum disulphide... - CLEANING: water, fuel, alcohol, detergent... - STORAGE: water-repellent product...

Refer to maintenance manual for preservation and storage procedures and periodicity

STORAGE INSPECTION - To be carried out periodically - Renewal of preservation and storage if necessary

LUBRICANTS / FUELS / MATERIALS - PRESERVATION AND STORAGE

MAINTENANCE



2.27

POWER PLANT



LUBRICANTS (Maintenance manual, chapter 71)

ARRIEL 2B-2B1-2D


MAINTENANCE The International Civil Aviation Organisation (ICAO) requires that states establish a safety programme to achieve an acceptable level of safety in aviation operations. Therefore states shall require that individual operators, maintenance organisations, ATS providers and certified aerodrome operators implement a Safety Management System (SMS) accepted by the state. ICAO provides a Safety Management Manual (SMM) which explains in detail the implementation of an SMS in 19 chapters.

Environment - The situation in which the SHELL system must function, the social and economic climate as well as the natural environment Liveware - The human beings' engineers, technicians, aircrew, managers and administration personnel The edges of the blocks are not simple and straight because each component has to be adapted to the others. When considering HF, all the interfaces have to be taken into account: - Liveware - Software

HUMAN FACTORS

- Liveware - Hardware

The European Aviation Safety Agency (EASA) requires that aviation maintenance personnel receive training on Human Factors (HF).

- Liveware - Environment

They must have an initial HF training followed by regular refresher training.

The EASA part 145 recommends 1 to 3 days initial training on HF depending on the persons concerned and further training every 2 years.

Below is a precise of the ICAO SHELL model which is a conceptual model proposed in ICAO circular 216-AN31. It represents the different components of human factors and is only intended as a basic aid to understanding HF:

- Liveware - Liveware

Software - The rules, procedures, written documents, etc., which are part of standard procedures Hardware - Tools, equipment, workshop, hangar



2.28

POWER PLANT



SAFETY MANAGEMENT


ARRIEL 2B-2B1-2D

Chapter 01

Overview

Chapter 02

Responsibility for managing safety

Chapter 03

State Safety programme

Chapter 04

Understanding Safety

Chapter 05

Basics of safety management

Chapter 06

Risk management

Chapter 07

Hazard and Incident reporting

Chapter 08

Safety Investigations

Chapter 09

Safety analysis and Safety studies

Chapter 10

Safety performance monitoring

Chapter 11

Emergency response planning

Chapter 12

Establishing a safety management system

Chapter 13

Safety assessments

Chapter 14

Safety auditing

Chapter 15

Practical considerations for operating a safety management system

Chapter 16

Aircraft Operations

Chapter 17

Air Traffic Services (ATS)

Chapter 18

Aerodrome Operations

Chapter 19

Aircraft maintenance

HARDWARE

SOFTWARE

SAFETY MANAGEMENT

LIVEWARE

ENVIRONMENT

LIVEWARE

HUMAN FACTORS

SAFETY MANAGEMENT - HUMAN FACTORS

MAINTENANCE



2.29

POWER PLANT



CHAPTERS OF SAFETY MANAGEMENT MANUAL (SMM)



ARRIEL 2B-2B1-2D




3 - ENGINE - Engine presentation (72-00-00) ............................................................ 3.2 - Axial compressor (72-00-32) ................................................................ 3.6 - Centrifugal compressor (72-00-43) ...................................................... 3.8 - Combustion chamber (72-00-43) ......................................................... 3.10 - Gas generator turbine (72-00-43) ......................................................... 3.12 - Power turbine (72-00-54) ...................................................................... 3.14 - Exhaust system (72-70-00) ................................................................... 3.16 - Reduction gearbox (72-00-15) .............................................................. 3.18 - Transmission shaft and accessory gearbox (72-00-61) .................... 3.20 - Engine - Operation (72-00-00) .............................................................. 3.26 - Engine - 1st line maintenance ............................................................. 3.28 - 3.33



3.1

ENGINE

ARRIEL 2B-2B1-2D


ENGINE PRESENTATION Main components

Function

Main characteristics

- Gas generator • Axial compressor • HP section - Centrifugal compressor - Combustion chamber - Turbine

- Type: Free turbine with forward drive via an external shaft

- Power turbine

- Gas generator: • Speed: 52110 rpm (100% N1) • Direction of rotation: anti-clockwise (ACW)

- Exhaust pipe

The engine transforms the energy contained in the fuel and in the air into mechanical power on a shaft.

- Power turbine: • Speed: - 2B-2B1: 39095 rpm (100% N2) - 2D: 39158 rpm (100% N2) • Direction of rotation: clockwise (CW)



GENERAL

- Reduction gearbox - Transmission shaft - Free wheel - Accessory gearbox.

- Output shaft: • Speed: - 2B-2B1: 5990 rpm (100% N2) - 2D: 6000 rpm (100% N2) • Direction of rotation: clockwise (CW). Note: Direction of rotation given viewed from the rear.



3.2

ENGINE


AXIAL COMPRESSOR

CENTRIFUGAL COMPRESSOR

TURBINE COMBUSTION CHAMBER

POWER TURBINE

EXHAUST PIPE Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)


ARRIEL 2B-2B1-2D

ACCESSORY GEARBOX Type: Free turbine with forward drive via an external shaft Gas generator: 52110 rpm (100% N1), ACW Power turbine: 2B-2B1: 39095 rpm (100% N2), CW 2D: 39158 rpm (100% N2), CW Output shaft: 2B-2B1: 5990 rpm (100% N2), CW 2D: 6000 rpm (100% N2), CW

FREE WHEEL

TRANSMISSION SHAFT

REDUCTION GEARBOX

GENERAL

ENGINE PRESENTATION For training purposes only © Copyright - Turbomeca Training


3.3

ENGINE

ARRIEL 2B-2B1-2D


ENGINE PRESENTATION

Modular layout

Note 1: A module is a sub-assembly which can be replaced on-site (2nd line maintenance) without complex tooling or adaptation work.

The engine comprises 5 modules:

- Module M01: Transmission shaft and accessory gearbox

Each module has an identification plate. The engine identification plate is fitted on the left hand side of the M01 protection tube.

- Module M02: Axial compressor - Module M03: Gas generator HP section - Module M04: Power turbine

Note 2: Some accessories are provided with each module.

- Module M05: Reduction gearbox.



In these training notes, these components are dealt with in the chapters corresponding to the main systems.

3.4

ENGINE



DESCRIPTION


MODULE M02 Axial compressor

MODULE M03 Gas generator High Pressure section

MODULE M04 Power turbine



ARRIEL 2B-2B1-2D

MODULE M05 Reduction gearbox

MODULE IDENTIFICATION PLATES

MODULE M01 Transmission shaft and accessory gearbox

External identification plate Internal identification plate

ENGINE IDENTIFICATION PLATE

DESCRIPTION

ENGINE PRESENTATION For training purposes only © Copyright - Turbomeca Training


3.5

ENGINE

ARRIEL 2B-2B1-2D


AXIAL COMPRESSOR Functional description

Function The axial compressor ensures a first stage of compression to supercharge the centrifugal compressor.

The axial compressor ensures a first stage of compression in order to supercharge the centrifugal compressor.

Compressor air flow

Position

The ambient air, admitted through the air intake duct and guided by the inlet cone, flows between the blades of the axial compressor. The air is discharged rearwards with an increased axial velocity.


The air then flows through the vanes of the diffuser. Due to the divergent passage, the air velocity is transformed into pressure.

- At the front of the engine (the axial compressor assembly forms the module M02).

- Type: single stage axial compressor - Air flow: • 2B-2B1: approx. 2,5 kg/sec (5.5 lb/sec.) • 2D: approx. 2,71 kg/sec (5.9 lb/sec.) - Rotation speed: N1; ACW - Wheel made of titanium, cut from the solid.

Main components

The flow is straightened by the stator vanes before being admitted, through an annular duct, to the centrifugal compressor.

- Rotating components • Air inlet cone • Axial wheel, shaft, bearing and accessory drive shaft - Stationary components • Diffuser • Casing.


Note: In order to avoid compressor surge, a valve discharges overboard a certain amount of air in certain operating conditions (refer to "AIR SYSTEM" chapter for further details on the compressor bleed valve).


3.6

ENGINE



PRESENTATION

ARRIEL 2B-2B1-2D


Air flow: 2B-2B1: approx. 2.5 kg/s (5.5 lb/sec.) 2D: approx. 2.71 kg/s (5.9 lb/sec.) Rotation speed: N1; ACW

2B/2B1

Wheel made of titanium, cut from the solid

AIR INLET CONE BEARING AXIAL WHEEL

CASING

AIR DISCHARGED THROUGH THE COMPRESSOR BLEED VALVE

COMPRESSION AND STRAIGHTENING OF THE AIR

ACCESSORY DRIVE SHAFT

DIFFUSER

SHAFT

ADMISSION OF AMBIENT AIR

2D

ACCELERATION OF THE AIR

SUPERCHARGING OF THE CENTRIFUGAL COMPRESSOR

PRESENTATION

AXIAL COMPRESSOR For training purposes only © Copyright - Turbomeca Training


3.7

ENGINE



Type: Single stage axial compressor

ARRIEL 2B-2B1-2D


CENTRIFUGAL COMPRESSOR - Stationary components • Diffusers • Casings.

Function The compressor supplies the compressed air required for combustion.

Functional description

Supercharged by the axial compressor, it ensures the second stage of compression.

The centrifugal compressor ensures the main stage of compression.

Position - At the front of the module M03.

2D: To enhance performances and engine Time Between Overhaul: new centrifugal compressor front cover equipped with abradable deposit.


Compressor air flow

- Type: centrifugal

The air supplied by the axial compressor flows between the blades of the centrifugal compressor. The air pressure increases due to the divergent passage between the blades and the air velocity increases due to the centrifugal flow.

- Air flow: • 2B-2B1: approx. 2.5 kg/s (5.5 lb/sec.) • 2D: approx. 2.71 kg/s (5.9 lb/sec.) - Rotation speed: N1; ACW - Wheel made of titanium, cut from the solid.

Main components - Rotating components • Centrifugal wheel • Shaft • Bearing


The air leaves the tips of the blades at very high velocity and then flows through the 1st stage diffuser vanes where the velocity is transformed into pressure. The air then passes through an elbow and the flow becomes axial. In the 2nd stage diffuser, the velocity is again transformed into pressure. The air is then admitted into the combustion chamber.


3.8

ENGINE



PRESENTATION


ARRIEL 2B-2B1-2D

Air flow: 2B-2B1: approx. 2.5 kg/s (5.5 lb/sec.) 2D: approx. 2.71 kg/s (5.9 lb/sec.)

CASINGS

Rotation speed: N1; ACW

DIFFUSERS

Wheel made of titanium, cut from the solid

BEARING

COMPRESSION OF THE AIR IN THE DIFFUSERS

ACCELERATION AND COMPRESSION OF THE AIR

SUPERCHARGING BY THE AXIAL COMPRESSOR

AIR ADMITTED INTO THE COMBUSTION CHAMBER

CENTRIFUGAL WHEEL SHAFT

PRESENTATION

CENTRIFUGAL COMPRESSOR For training purposes only © Copyright - Turbomeca Training


3.9

ENGINE



Type: Centrifugal

ARRIEL 2B-2B1-2D


COMBUSTION CHAMBER - Primary air: one part flows through the orifices of the front swirl plate.

Function The combustion chamber forms an enclosure in which the air/ fuel mixture is burnt.

The primary air is mixed with the fuel sprayed by the injection wheel. The combustion occurs between the two swirl plates. The flame temperature reaches approximately 2500°C (4532°F).

Position

- Central section of the gas generator.


- Secondary air: the secondary air (or dilution air) flows through the orifices of the mixer unit. It is calibrated to obtain flame stability, cooling of the gas, and distribution of temperature on the turbine.

- Type: annular with centrifugal fuel injection - Made of special alloy.

Main components - - - - -

- Gas: the gas produced by the combustion is directed into the turbine nozzle guide vane.

Outer part (front swirl plate and mixer unit) Inner part (rear swirl plate and shroud) Fuel injection system Turbine casing Combustion chamber drain valve.

- Drain: a combustion chamber drain valve, fitted on a flange on the bottom of the turbine casing drains overboard any residual fuel.

Operating parameters

Functional description Combustion chamber flow In the combustion chamber, the compressed air is divided into two flows: a primary air flow mixed with the fuel for combustion and a secondary air flow (or dilution air flow) for cooling of the gas.


A second part flows through the hollow vanes of the turbine nozzle guide vane (cooling of the vanes) and through the orifices of the rear swirl plate.

The fuel/air ratio for combustion (primary air) is approximately 1/15; the total fuel/air ratio is approximately 1/45. The pressure drop in the combustion chamber is approx. 4%.


3.10

ENGINE



PRESENTATION

ARRIEL 2B-2B1-2D




Type: Annular with centrifugal fuel injection Made of special alloy OUTER PART Front swirl plate

Mixer unit

INNER PART Rear swirl plate

Shroud COMPRESSED AIR

Primary air (combustion) Secondary air (dilution) Gas GAS FLOW TO THE TURBINE

FUEL INJECTION SYSTEM

Combustion chamber drain valve

TURBINE CASING

FUEL INJECTION

COMBUSTION (2500°C / 4532°F)

PRESENTATION

COMBUSTION CHAMBER For training purposes only © Copyright - Turbomeca Training


3.11

ENGINE

ARRIEL 2B-2B1-2D


GAS GENERATOR TURBINE


Function The turbine extracts sufficient energy from the gas flow to drive the compressors and the accessories.

Position - At the rear of the gas generator.

Main characteristics - Type: axial, single stage - Turbine inlet temperature: • 2B-2B1: 1100°C (2012°F) • 2D: 1125°C (2057°F) - Rotation speed: N1; ACW

Functional description The gas generator turbine transforms the gas energy into mechanical power to drive the compressors and various accessories. 2D: To enhance performance and Time Between Overhaul: new blade material to resist to higher temperature and turbine ring material change.

Turbine gas flow The gas first flows through the nozzle guide vanes. The gas velocity increases due to the convergent passage.

- Made of special alloy.

The flow on the blades results in aerodynamic forces whose resultant causes the rotation of the wheel.

Main components

The gas, still containing energy, is directed to the power turbine.

- Rotating components • Wheel • Shafts • Bearing



3.12

ENGINE


- Stationary components • Nozzle guide vane • Containment shield • Casing.

PRESENTATION

ARRIEL 2B-2B1-2D


Rotation

Turbine inlet temperature: 2B-2B1: 1100°C (2012°F) 2D: 1125°C (2057°F) NOZZLE GUIDE VANE

CONTAINMENT SHIELD

Rotation speed: N1; ACW Made of special alloy NOZZLE GUIDE VANE (convergent passage)

Nozzle guide vane

Turbine wheel

GAS FROM THE COMBUSTION CHAMBER WHEEL COMPRESSOR DRIVE

GAS TO THE POWER TURBINE

BEARING

SHAFT

ROTATION OF THE TURBINE WHEEL

CASING

PRESENTATION

GAS GENERATOR TURBINE For training purposes only © Copyright - Turbomeca Training


3.13

ENGINE



Type: Axial, single stage

ARRIEL 2B-2B1-2D


POWER TURBINE Functional description

Function The turbine extracts the energy from the gas to drive the power shaft through the reduction gearbox.

Position - Between the gas generator and the reduction gearbox. It forms the module M04.

Main characteristics - Type: axial, single stage - Rotation speed: N2; CW - Made of special alloy.

Main components - Rotating components • Wheel • Shaft • Bearings

The power turbine transforms the gas energy into mechanical power to drive the reduction gearbox. The operation is characterised by the second phase of expansion. 2D: The turbine shroud is fitted with abradable deposit to reduce power turbine contacts. Blades on turbine wheels and nozzle guide vanes have a new design.

Turbine flow The gas supplied by the gas generator flows first through the nozzle guide vane. In the power turbine nozzle guide vane, the gas velocity increases due to the convergent passage. The gas are directed onto the turbine wheel and the resultant of the aerodynamic forces on the blades causes the wheel to rotate. The gas are then expelled overboard through the exhaust pipe.

- Stationary components • Nozzle guide vane • Containment shield • 2B-2B1: Casing • 2D: Turbine shroud.



3.14

ENGINE



PRESENTATION


ARRIEL 2B-2B1-2D WHEEL

BEARINGS

Type: Axial, single stage Rotation speed: N2; CW

2B/2B1

Made of special alloy NOZZLE GUIDE VANE SHAFT

CASING Turbine shroud

Containment shield

2D

GAS FROM THE GAS GENERATOR TURBINE

Rotation

Nozzle guide vane

Turbine wheel

GAS EXHAUST

BEARING SUPPORT

ROTATION OF THE POWER TURBINE

REDUCTION GEARBOX DRIVE

PRESENTATION

POWER TURBINE For training purposes only © Copyright - Turbomeca Training


3.15

ENGINE



NOZZLE GUIDE VANE

ARRIEL 2B-2B1-2D


Function


The exhaust system continues the expansion phase and expels the gas overboard.

The exhaust pipe, which has an elliptical outlet, is made from stainless steel. It is bolted to the rear flange of the power turbine casing with the containment shield.

Position

2D: The exhaust pipe is shorter to balance the longer power turbine containment shield.

- Behind the power turbine, around the reduction gearbox.


A heat shield is fitted between the exhaust pipe and the reduction gearbox to protect the gearbox from the exhaust heat. The exhaust pipe has two drains at the bottom.

- Type: elliptical

2D: A drilled hole allows the air vent pipe passage.

- Non-modular part

Functionally it should be noted that the exhaust gas still contains a certain amount of energy which produces a small residual thrust.

- Gas temperature: • 2B-2B1: 670°C (1238°F) • 2D: 660°C (1220°F) - Made of stainless steel.

Main components - Exhaust pipe - Heat shield. Note: The exhaust pipe is considered to be an SRU (Shop Replaceable Unit). For training purposes only © Copyright - Turbomeca Training


3.16

ENGINE



EXHAUST SYSTEM

ARRIEL 2B-2B1-2D

Training Notes 1st line maintenance course EXHAUST PIPE

Type: Elliptical

Reduction gearbox

Non-modular part Gas temperature: 2B-2B1: 670°C (1238°F) 2D: 660°C (1220°F)

HEAT SHIELD

Made of stainless steel 2B/2B1

EXHAUST GAS HEAT SHIELD 2D: Air vent pipe passage

DRAIN

Pipe passage EXHAUST PIPE

2D

GAS FROM THE POWER TURBINE

EXHAUST SYSTEM For training purposes only © Copyright - Turbomeca Training


3.17

ENGINE



EXHAUST PIPE

ARRIEL 2B-2B1-2D


REDUCTION GEARBOX Main components

Function

- Drive gear

The reduction gearbox provides a reduced speed output and transmits the drive forwards.

- Intermediate gear

Position

- A balance piston is fitted in front of the intermediate gear

- At the rear of the engine

- Fork shaped plate

- It forms the module M05.

- Casings.



- Type: 3 stage, helical gears

The reduction gearbox provides a forward output drive at a reduced speed.

- Drive gear speed: N2 - Output gear speed: • 2B-2B1: 5990 rpm • 2D: 6000 rpm - Gears made of steel.


- Output gear

The drive gear is directly driven by the power turbine shaft (muff coupling drive). It transmits the movement to the intermediate gear. The intermediate gear drives the output gear which provides the front power drive.


3.18

ENGINE



GENERAL

ARRIEL 2B-2B1-2D


DRIVE GEAR (N2)

MUFF COUPLING

DRIVE GEAR

N2

BALANCE PISTON

INTERMEDIATE GEAR

INTERMEDIATE GEAR

Type: 3 stage, helical gears Drive gear speed: N2

OUTPUT GEAR

MAGNETIC CARBON SEAL

Output gear speed: 2B-2B1: 5990 rpm 2D: 6000 rpm

OUTPUT GEAR

Gears made of steel CASINGS

GENERAL

REDUCTION GEARBOX For training purposes only © Copyright - Turbomeca Training


3.19

ENGINE



FORK SHAPED PLATE

ARRIEL 2B-2B1-2D


TRANSMISSION SHAFT AND ACCESSORY GEARBOX

Position

Note 1: The alternator drive gear also includes a phonic wheel for detection of the gas generator rotation speed.


GENERAL

Function The shaft transmits the engine power at the front to the Helicopter Main Gearbox and at the rear to the tail rotor gearbox. The accessory gearbox provides the drive for the engine accessories.

- Shaft beneath the engine - Accessory gearbox at the front of the engine - This assembly forms the module M01.

Main characteristics - Type of gears: bevel and spur gears.

Main components

- Transmission shaft - Power shaft - 2B-2B1: Free wheel unit (1 bearing)


Note 2: The transmission shaft also includes a torquemeter. Note 3: The free wheel unit and shaft assembly is supplied by the aircraft manufacturer.

Driven accessories

- Starter-generator - Oil pump unit - LP and HP fuel pumps - Alternator / Phonic wheel.


3.20

ENGINE


A free wheel is mounted between the transmission shaft and the power shaft. The lubrication of the bearing is ensured by the engine oil system.

- 2D: Free wheel unit (2 bearings: a ball bearing has been added and the inner and outer diameters of the ball bearings have been increased to improve the free wheel’s behaviour). The free wheel flange is attached by 6 screws - Power drive - Accessory gearbox - Accessory drive shaft - Engine front mounting flange - Engine front support casing - Module M05 mounting flange - Protection tube.

ARRIEL 2B-2B1-2D


CASINGS

ENGINE FRONT SUPPORT CASING

TRANSMISSION SHAFT

BEARING


LUBRICATION TUBE

FREE WHEEL UNIT

DRIVE FOR TAIL ROTOR

2B/2B1 POWER DRIVE POWER SHAFT

FREE WHEEL CASING


PROTECTION TUBE

PHONIC WHEEL

STARTER-GENERATOR DRIVE GEAR (centrifugal breather) 2D Type of gears: Bevel and spur gears

OIL AND FUEL PUMP DRIVE GEAR

ALTERNATOR DRIVE GEAR

GENERAL

TRANSMISSION SHAFT AND ACCESSORY GEARBOX For training purposes only © Copyright - Turbomeca Training


3.21

ENGINE





TRANSMISSION SHAFT AND ACCESSORY GEARBOX

Note 1: Fuel pump drive

SEALING OF DRIVES

Sealing of the various drives is ensured by seals fitted either in the support casing or in the accessory.

Note 2: Alternator drive

Main power drive Sealing is ensured by a magnetic carbon seal fitted in the accessory gearbox front casing.

Seals fitted in the fuel pump casing.

No seal on the drive shaft. The alternator cover is sealed by an O'ring on the mounting flange.

Note 3: Oil pump drive

No seal on the drive shaft. An O'ring is fitted on the mounting flange.

Tail rotor drive Sealing is ensured by a magnetic carbon seal fitted in the reduction gearbox rear casing.

Starter-generator drive A magnetic carbon seal is fitted in a support on the gearbox front casing.

Centrifugal breather gear (rear half of the starter-generator gear) Sealed by a magnetic carbon seal mounted in a support on the rear face of the gearbox.



3.22

ENGINE



ARRIEL 2B-2B1-2D


ARRIEL 2B-2B1-2D

Reduction gearbox rear casing

Seal carrier plate

Output gear and tail rotor drive


Seal carrier plate Accessory gearbox rear casing Seal carrier plate STARTER-GENERATOR DRIVE MAGNETIC CARBON SEAL

CENTRIFUGAL BREATHER MAGNETIC CARBON SEAL

TAIL ROTOR DRIVE

STARTER-GENERATOR DRIVE AND CENTRIFUGAL BREATHER GEAR Seal carrier plate

Shaft and drive flange

Accessory gearbox front casing

MAGNETIC CARBON SEAL MAIN POWER DRIVE

SEALING OF DRIVES



3.23

ENGINE



Accessory gearbox front casing

ARRIEL 2B-2B1-2D


TRANSMISSION SHAFT AND ACCESSORY GEARBOX The operation is considered during engine starting and in normal running.

Operation during engine starting

Note: In the event of autorotation, the free wheel unit disengages the power shaft.

During starting, the starter motor drives the accessory gearbox and thus the gas generator rotating assembly. The compressor supplies air to the combustion chamber and the starting sequence continues.

Operation in normal running 2B-2B1: at self-sustaining speed or 2D: at the end of the starting sequence, the electrical supply to the starter motor is automatically cut. The starter motor is then mechanically driven by the engine and operates as a generator to provide DC current to the aircraft electrical system. The gas generator drives the accessory gear train through the bevel gear located between the axial compressor and the centrifugal compressor. The following accessories are driven: - Starter-generator - Fuel pumps - Oil pumps - Alternator / phonic wheel.



3.24

ENGINE



OPERATION

The transmission shaft drives the output shaft through the free wheel unit


DRIVE OF THE GAS GENERATOR (through the accessory gearbox)

DRIVE OF THE ACCESSORIES (by the gas generator)

FWD

FWD

DC GENERATOR

STARTER (electric motor)

Transmission shaft

ACCESSORIES (fuel pumps, oil pumps, alternator, phonic wheel)

Free wheel unit

ENGINE STARTING

Power shaft

NORMAL RUNNING (2B-2B1: N1 ≥ SELF-SUSTAINING SPEED) (2D: AT THE END OF THE STARTING SEQUENCE)

OPERATION



3.25

ENGINE



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


The process comprises compression, combustion, expansion and the transmission of the power.

Expansion

Compression

During this phase the pressure and temperature of the gas drop, whilst the velocity increases.

The ambient air is compressed by an axial supercharging compressor and a centrifugal compressor.

The gas expands in the gas generator turbine which extracts the energy required to drive the compressors and accessories

This phase is essentially characterised by the air flow (2B2B1: approx. 2.5 kg/s; 5.5 lb/sec.; 2D: approx. 2.71 kg/s; 5.9 lb/sec.) the temperature increase and the compression ratio (2B-2B1: approx. 8.2; 2D: approx. 8.5).

There is a further expansion in the power turbine which extracts most of the remaining energy to drive the output shaft

Combustion The compressed air is admitted into the combustion chamber, mixed with the fuel and burnt in a continuous process.

After the power turbine the gas is discharged overboard via the exhaust pipe, giving a slight residual thrust.

Power transmission The power is transmitted forward by a reduction gearbox and an external shaft.

The air is divided into two flows: - A primary flow for combustion - A secondary flow for cooling the gas. This phase is essentially characterised by the temperature rise (flame temperature approx. 2500°C; 4532°F) and a pressure drop of about 4%.


Note:


The engine reference stations are: 0 - Ambient air 1 - Air intake 2 - Axial compressor inlet 2.4 - Centrifugal compressor inlet 3 - Centrifugal compressor outlet 4 - Turbine inlet 4.5 - Gas generator turbine outlet 5 - Power turbine outlet.

3.26

ENGINE



ENGINE - OPERATION


ARRIEL 2B-2B1-2D

Gas

Secondary air

Residual thrust

AIRFLOW 2B-2B1: 2.5 kg/s (5.5 lb/s) 2D: 2.71 kg/s (5.9 lb/s)

Exhaust

52110 rpm (100%) Fuel 1

2

2.4

# 2B-2B1 variants ● 2D variant

101,3 P kPa (14.7) (PSI) T°C (°F) 15 (59)

3

2500 (4532)

4

5

# 1100 (2012) ● 1125 (2057)

# 820 (118.9) ● 850 (123.2) # 160 (23.2) ● 156 (22.6)

4.5

2B-2B1: 39095 rpm (100%) 2D: 39158 rpm (100%)

# 800 (116) ● 820 (118.9) # 335 (635) ● 307 (584.6)

# 850 (1562) ● 880 (1616) # 300 (43.5) ● 306 (44.3)

# 65 (149) ● 60 (140)

# 670 (15.7) ● 660 (16)

# 108 (15.7) ● 111 (16)

V

AIR INLET

Compressors

Combustion chamber

COMPRESSION

COMBUSTION

Turbines

Exhaust


Values given for information at a given reference rating: MTOP, ISA conditions

EXPANSION

ENGINE - OPERATION For training purposes only © Copyright - Turbomeca Training

POWER TRANSMISSION (power transmitted forward by a reduction gearbox and an external shaft)

3.27

ENGINE



Primary air

ARRIEL 2B-2B1-2D


ENGINE - 1ST LINE MAINTENANCE PREVENTIVE MAINTENANCE (2B-2B1) Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)

Servicing inspections List of maintenance tasks to be carried out: - Before the first flight of the day - Between two flights - After 15 flight hours or 7 days.

Mandatory maintenance tasks List of maintenance tasks to performed to meet the Airworthiness objectives.

Required maintenance tasks List of maintenance tasks considered by the manufacturer as having to be carried out, although they do not directly affect flight safety.

Recommended maintenance tasks List of maintenance tasks that are advised by the engine manufacturer in order to improve reliability, increase availability and reduce the operating cost of the engine.



3.28

ENGINE


Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.

Refer to Maintenance Manual (chapter 05).


ARRIEL 2B-2B1-2D

SERVICING INSPECTIONS

REQUIRED MAINTENANCE TASKS

AFTER 15 FLIGHT HOURS OR 7 DAYS - Check the engine • make sure that the gas generator rotating assembly rotates freely during cranking (listen for abnormal noises) • make sure that the power turbine rotates freely by hand (listen for abnormal noises) • examine the engine for condition

- Combustion chamber • Inspection Chap. 72 - Gas generator turbine blades • Inspection Chap. 72 - Pre TU 057 - Sleeve coupling between power turbine and reduction gearbox • Inspection Chap. 72 Note: Do not carry out this inspection if SOAP is performed on the engine every 50 hours - Exhaust pipe • Inspection Chap. 72 RECOMMENDED MAINTENANCE TASKS - Cleaning, rinsing, washing and engine protection • Frequency - Axial compressor • Inspection of the blades • Inspection of the erosion • Inspection of the compressor casing

Chap. 71 Chap. 72 Chap. 72 Chap. 72

Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.

PREVENTIVE MAINTENANCE (2B-2B1)

ENGINE - 1ST LINE MAINTENANCE For training purposes only © Copyright - Turbomeca Training


3.29

ENGINE




ARRIEL 2B-2B1-2D


ENGINE - 1ST LINE MAINTENANCE PREVENTIVE MAINTENANCE (2D) Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)







3.30

ENGINE





ARRIEL 2B-2B1-2D


MANDATORY MAINTENANCE TASKS

AFTER 15 FLIGHT HOURS OR 7 DAYS REQUIRED - Check the engine • make sure that the gas generator rotating assembly rotates freely during cranking (listen for abnormal noises) • make sure that the power turbine rotates freely by hand (listen for abnormal noises)

- Combustion chamber • Borescope inspection

Chap. 72

REQUIRED MAINTENANCE TASKS - Axial compressor • Erosion check Chap. 72 Note: If engine used in sandy atmosphere: task to be carried out every 300 hours ± 10 hours - Exhaust pipe • Inspection

Chap. 72


PREVENTIVE MAINTENANCE (2D)



3.31

ENGINE




ARRIEL 2B-2B1-2D


ENGINE - 1ST LINE MAINTENANCE List of maintenance tasks to be carried out when required (in the event of an operating anomaly).







3.32

ENGINE

ARRIEL 2B-2B1-2D




CORRECTIVE MAINTENANCE (non exhaustive list)

- Seal of the breather cover • Removal / installation

Chap. 72

- Seal of the Dynastart adapter • Removal / installation

Chap. 72

- Seal of the drive shaft with tool 8813734000 • Replacement

Chap. 72

- Seal of the drive shaft with tool TM0357G004 • Replacement

Chap. 72

- Seal of the single engine output shaft • Replacement

Chap. 83





3.33

ENGINE



ARRIEL 2B-2B1-2D




4 - OIL SYSTEM - Oil system presentation (79-00-00) ..................................................... 4.2 - Oil tank - Oil cooler - Oil pressure transmitter ................................... 4.8 - Oil pumps (79-24-00) ............................................................................. 4.10 - Oil filter and heat exchanger (72-61-00) .............................................. 4.12 - 2B-2B1: Oil filter pre-blockage indicator (72-61-00) .......................... 4.18 - 2D: Oil pressure and temperature transmitters.................................. 4.20 - 2B-2B1: Low oil pressure switch (79-31-00) ....................................... 4.22 - Mechanical magnetic plugs (72-15-00) and (72-61-00) ...................... 4.24 - Scavenge strainers (72-61-00) ............................................................. 4.26 - Oil valve assembly (79-25-00) .............................................................. 4.28 - Electrical magnetic plug (79-38-00) ..................................................... 4.30 - Centrifugal breather (79-00-00) ............................................................ 4.32 - Oil system - Operation (79-00-00) ........................................................ 4.34 - External oil pipes (79-29-00) ................................................................ 4.36 - Oil system - 1st line maintenance ....................................................... 4.38 - 4.43 (XX-XX-XX): Page references which deal with the subject in the maintenance documentation. For training purposes only © Copyright - Turbomeca Training


4.1

OIL SYSTEM

ARRIEL 2B-2B1-2D


OIL SYSTEM PRESENTATION Lubrication requirements

Function

Lubrication is required for the following components:

The oil system ensures lubrication and cooling of the engine.

- Gas generator bearings - Power turbine bearings

Position All the components are fitted on the engine except the tank and cooler.

- Reduction gearbox - Accessory gearbox.


Sealing

- System type: variable pressure, full flow, dry sump, synthetic oil

The three gas generator bearings and the power turbine front bearing are sealed by pressurised labyrinth seals with abradable coatings.

- Max. oil temperature: • 2B-2B1: 115°C (239°F) • 2D: 117°C (242°F) - Low oil pressure: 130 kPa (18.85 PSIG) - 2D: The minimum oil pressure is calculated by the EECU as a function of N1 - Max. oil pressure: 980 kPa (142.1 PSIG) - Max. oil consumption: 0.2 l/h.



4.2

OIL SYSTEM



GENERAL


ARRIEL 2B-2B1-2D

GAS GENERATOR

ENGINE LUBRICATION

POWER TURBINE Rear bearing

Front bearings

Front bearing

Rear bearing

ENGINE COOLING

System type: Variable pressure, full flow, dry sump, synthetic oil Max. oil temperature: 2B-2B1: 115°C (239°F) 2D: 117°C (242°F) Low oil pressure: 130 kPa (18.85 PSIG) 2D: The minimum oil pressure is calculated by the EECU as a function of N1 Max. oil pressure: 980 kPa (142.1 PSIG)

Bearings

Gears

Bearings

ACCESSORY GEARBOX

Gears REDUCTION GEARBOX

Sealing: The gas generator and the power Gas three generator and powerbearings turbine bearings are sealed turbine front bearing are sealed by pressurised by pressurised labyrinths, which are provided with labyrinth with abradable coatings. abradableseals deposits.

Max. oil consumption: 0.2 l/h

GENERAL

OIL SYSTEM PRESENTATION For training purposes only © Copyright - Turbomeca Training


4.3

OIL SYSTEM



OIL SYSTEM

ARRIEL 2B-2B1-2D


OIL SYSTEM PRESENTATION The system contains all the components necessary for engine lubrication.

Oil tank The oil tank contains the volume of oil required to lubricate the engine. It is supplied by the aircraft manufacturer.

Oil pumps The oil pump unit contains one pressure pump and three scavenge pumps. The gerotor type pumps are driven by the accessory gearbox. The pressure pump is equipped with a pressure relief valve.

Scavenge strainers The scavenge strainers protect the scavenge pumps from debris in the system.

Magnetic plugs Mechanical magnetic plugs are fitted upstream of the scavenge pumps. An electrical magnetic plug is fitted at the scavenge outlet.

Oil cooler The air cooled oil cooler cools the oil (aircraft manufacturer's supply).

Oil valve assembly

Centrifugal breather

The oil valve assembly houses a check valve, an electrical magnetic plug and the strainer for the gas generator rear bearing.

The centrifugal breather separates the oil from the air/oil mist and vents the system.

Oil filter

Indicating devices - Oil temperature probe (aircraft manufacturer's supply)

The oil filter retains any particles which may be present in the oil. It is provided with a by-pass valve and a pre-blockage indicator. It also forms a heat exchanger with the fuel system.

- Low oil pressure switch - Oil pressure transmitter (aircraft manufacturer's supply) - Electrical magnetic plug.



4.4

OIL SYSTEM



DESCRIPTION (2B-2B1)


ARRIEL 2B-2B1-2D

CENTRIFUGAL BREATHER

ENGINE

Low oil pressure switch

Oil pressure transmitter Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)


AIRFRAME

Pre-blockage indicator Oil temperature probe

Fuel/oil heat exchanger OIL Pressure FILTER relief valve

OIL TANK OIL COOLER

PRESSURE PUMP Check valve

Electrical magnetic plug

Indication

Mechanical magnetic plug

By-pass valve

OIL VALVE ASSEMBLY

SCAVENGE PUMPS


SCAVENGE STRAINERS RESTRICTORS




4.5

OIL SYSTEM

ARRIEL 2B-2B1-2D


OIL SYSTEM PRESENTATION The system contains all the components necessary for engine lubrication.

Oil tank The oil tank contains the volume of oil required to lubricate the engine. It is vented by a pipe connected into the exhaust. It is supplied by the aircraft manufacturer.

Oil pumps The oil pump unit contains one pressure pump and three scavenge pumps. The gerotor type pumps are driven by the accessory gearbox. The pressure pump is equipped with a pressure relief valve.

Scavenge strainers The scavenge strainers protect the scavenge pumps from debris in the system.

Magnetic plugs Mechanical magnetic plugs are fitted upstream of the scavenge pumps. An electrical magnetic plug is fitted at the scavenge outlet.

Oil cooler The air cooled oil cooler cools the oil (aircraft manufacturer's supply).

Oil valve assembly

Centrifugal breather

The oil valve assembly houses a check valve, an electrical magnetic plug and the strainer for the gas generator rear bearing.

The centrifugal breather separates the oil from the air/oil mist and vents the system through the exhaust pipe.

Indicating devices

Oil filter The oil filter retains any particles which may be present in the oil. It is provided with and a by-pass valve. It also forms a heat exchanger with the fuel system. The filter pre-blockage is monitored by the EECU.


- Oil pressure transmitter upstream the oil filter - Oil pressure and temperature transmitter downstream the oil filter - Electrical magnetic plug.


4.6

OIL SYSTEM



DESCRIPTION (2D)


ARRIEL 2B-2B1-2D


ENGINE Oil pressure transmitter



AIRFRAME

Oil pressure and temperature transmitter OIL FILTER

Pressure relief valve

OIL TANK

OIL COOLER

PRESSURE PUMP Check valve

Electrical magnetic plug

Indication

By-pass valve

OIL VALVE ASSEMBLY

Fuel/oil heat exchanger


SCAVENGE PUMPS


SCAVENGE STRAINERS RESTRICTORS

DESCRIPTION (2D)



4.7

OIL SYSTEM

ARRIEL 2B-2B1-2D


OIL TANK - OIL COOLER - OIL PRESSURE TRANSMITTER

- Type: air/oil cooler - Differential and thermostatic by-pass valve.

Function The tank contains the oil required for engine lubrication.

2B-2B1: Oil pressure transmitter

Position

Function

- In the system: between the oil cooler and the pressure pump - On the aircraft: it is installed on the decking beside the MGB.

Main components - - - - -

Filler cap Level sight glass Drain plug Unions (supply, return and vent). 2B-2B1: One temperature probe.

The transmitter provides a signal of oil pressure.

Position - In the system: in the supply system, downstream of the filter after the restrictor. - On the engine: mounted on the filter base.

Main characteristics - Type: resistive - Output signal: voltage proportional to the oil pressure - Cockpit indication.

Oil cooler Function The oil cooler cools the oil after it has passed through the engine.

Note: All these components are aircraft manufacturer's supplies. Refer to aircraft manufacturer documentation.

Position - In the system: between the scavenge pumps and the tank - On the aircraft: it is installed in front of the main gearbox. For training purposes only © Copyright - Turbomeca Training


4.8

OIL SYSTEM



Oil tank



Aircraft manufacturer’s supply. For further details, refer to the aircraft documentarion. AIRFRAME OIL TANK

2B-2B1: Temperature probe

2B-2B1: OIL PRESSURE TRANSMITTER

ENGINE Filter unit

Oil pressure

Electrical signal to the cockpit Pump unit

OIL COOLER

OIL TANK - OIL COOLER - OIL PRESSURE TRANSMITTER For training purposes only © Copyright - Turbomeca Training


4.9

OIL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


OIL PUMPS Operation

Function

Pressure relief valve operation

The pumps ensure oil circulation.

If the oil pressure exceeds the valve setting the valve opens and allows the oil to return to the pump inlet.

Position

In normal operation the valve is closed and only opens in exceptional circumstances, e.g. starting with very low temperature.

- In the system: on engine oil system inlet and outlet - On the engine: the pump unit is mounted by bolts on the rear face of the accessory gearbox.

Main characteristics - Type: gerotor - Quantity: 4 - Pressure relief valve setting: 1500 kPa (217.5 PSI).

Description The pump unit comprises a body containing four pumps (one pressure pump with a pressure relief valve and three scavenge pumps). The four pumps are driven by means of a common shaft connected to the accessory drive (N1 drive).



4.10

OIL SYSTEM



PRESENTATION


ARRIEL 2B-2B1-2D

PRESSURE PUMP

Quantity: 4

From oil tank

Pressure relief valve setting: 1500 kPa (217.5 PSI)

Pressure relief valve

To oil filter

To oil cooler

DRIVE SHAFT N1

From engine

SCAVENGE PUMPS Valve closed

Normal running condition

Valve open

PUMP UNIT Overpressure

PRESENTATION

OIL PUMPS



4.11

OIL SYSTEM



Type: Gerotor

ARRIEL 2B-2B1-2D


OIL FILTER AND HEAT EXCHANGER Main components

Function

- Oil filter

The filter retains particles that may be in the oil. The filter housing forms a fuel/oil heat exchanger.

- Filter cover

Position

- 2B-2B1: Visual pre-blockage indicator

- In the system: downstream of the pressure pump

- 2B-2B1: Low oil pressure switch

- On the engine: on the left rear face of the accessory gearbox.

- Oil pressure transmitter

- Fuel/oil heat exchanger

- 2D: Oil pressure and temperature transmitter


- 2D: Oil filter mounting base

- Type: fibreglass cartridge

- Outlet unions.

- Filtering ability: 20 microns - 2B-2B1: Mechanical pre-blockage indicator setting: ∆P 250 kPa (36.2 PSID) - 2D: Pre-blockage monitoring by the EECU

Note: 2D: The oil filter body is the same as the 2B-2B1 versions but the low pressure switch and pressure transmitter supports are closed with obturators.

- By-pass valve setting: ∆P 563 kPa (81.6 PSID).



4.12

OIL SYSTEM



GENERAL


ARRIEL 2B-2B1-2D

From oil tank

To lubrication

Pressure pump

Heat exchanger

OIL FILTER

OIL FILTER AND HEAT EXCHANGER

Supply union (compressor bearing lubrication)

2D: FILTER COVER

2B-2B1: Oil pressure transmitter support

Oil filter body

2B-2B1: Low oil pressure switch support

Type: Fibreglass cartridge

Supply union (rear bearing lubrication)

Filtering ability: 20 microns 2B-2B1: Mechanical pre-blockage indicator setting: ∆P 250 kPa (36.2 PSID) 2D: Pre-blockage monitoring by the EECU By-pass valve setting: ∆P 563 kPa (81.6 PSID)

2B-2B1: VISUAL PRE-BLOCKAGE INDICATOR

Fuel inlet (fuel/oil heat exchanger)

2D: Oil filter mounting base 2D: Oil pressure transmitter support

2D: Oil pressure and temperature transmitter support

Fuel outlet (fuel/oil heat exchanger)

GENERAL

OIL FILTER AND HEAT EXCHANGER For training purposes only © Copyright - Turbomeca Training


4.13

OIL SYSTEM



2B-2B1: FILTER COVER

ARRIEL 2B-2B1-2D



Description

Operation

The main components of the filtering unit are the following:

Normal operation (filtering)

- Filter body - Filter cover (screwed onto the filter body)

The oil supplied by the pressure pump passes through the filter from outside to inside. The filtered oil then passes to the engine for lubrication.

- Fuel/oil heat exchanger fitted with walls which permit fuel flow around the oil filter casing

The oil is also used to heat the fuel through the heat exchanger as the fuel flows around the oil filter.

- Fibreglass cartridge (filtering element)

Pre-blockage

- Spring

If the filter begins to become blocked the pressure difference across the filter increases. At a given pressure difference, a red mechanical indicator pops out. The oil continues to flow through the filter.

- By-pass valve (fitted inside the filter body) - Pre-blockage indicator.

Blockage

The filter base incorporates: - Mounting points for the following: • Low oil pressure switch • Oil pressure transmitter • Oil outlet unions (compressor bearing lubrication and rear bearing lubrication) • Fuel inlet and outlet unions.

If the pressure difference exceeds a given value, the by-pass valve opens and unfiltered oil passes to the system.

O'ring seals ensure the oil filter sealing.



4.14

OIL SYSTEM



DESCRIPTION - OPERATION (2B-2B1)


ARRIEL 2B-2B1-2D

Fuel inlet - outlet (fuel/oil heat exchanger)

FILTER COVER FILTERING (20 microns)

FUEL/OIL HEAT EXCHANGER



PRE-BLOCKAGE INDICATOR

FILTERING ELEMENT Fuel inlet (fuel/oil heat exchanger)

NORMAL OPERATION

SPRING

PRE-BLOCKAGE INDICATION

Fuel outlet (fuel/oil heat exchanger) BY-PASS VALVE (fitted inside the filter housing)

FILTER BODY

PRE-BLOCKAGE

Oil inlet

Oil outlet OPENING OF THE BY-PASS VALVE

BLOCKAGE

DESCRIPTION - OPERATION (2B-2B1)



4.15

OIL SYSTEM

ARRIEL 2B-2B1-2D


DESCRIPTION - OPERATION (2D)

Operation

Description

Normal operation (filtering)

The main components of the filtering unit are the following:

The oil supplied by the pressure pump passes through the filter from outside to inside. The filtered oil then passes to the engine for lubrication.

- Filter body - Oil filter mounting base

The oil is also used to heat the fuel through the heat exchanger as the fuel flows around the oil filter.

- Filter cover (screwed onto the filter body) - Fuel/oil heat exchanger fitted with walls which permit fuel flow around the oil filter casing - Fibreglass cartridge (filtering element) - Spring - By-pass valve (fitted inside the filter body) The filter base incorporates mounting points for the following: - Oil outlet unions (compressor bearing lubrication and rear bearing lubrication) - Fuel inlet and outlet unions. The oil filter mounting base incorporates the oil pressure transmitter and the oil pressure and temperature transmitter mounting points. O'ring seals ensure the oil filter sealing.


Pre-blockage If the filter begins to become blocked the pressure difference across the filter increases. The two oil pressure transmitters provide the EECU with pressure information. If the pressure difference between the two measurements is higher than a given value, the EECU detects oil filter pre-blockage. This detection depends on N1 speed and temperature. The oil continues to flow through the filter. Note: The oil filter pre-blockage indication is not given in flight. It is displayed on the VEMD "FAILURE" page (maintenance mode) when the engine is shut-down.

Blockage If the pressure difference between both sides of the filter cartridge exceeds a given value, the by-pass valve opens and unfiltered oil passes to the system.


4.16

OIL SYSTEM





FUEL/OIL HEAT EXCHANGER

EECU

FILTER COVER FILTERING ELEMENT

Filtering (20 microns)

Fuel inlet (fuel/oil heat exchanger)

Pre-blockage indication upon engine shut-down (cockpit/VEMD)

Fuel outlet (fuel/oil heat exchanger)

SPRING

OIL FILTER MOUNTING BASE

To oil pressure transmitter

NORMAL OPERATION

Pre-blockage indication upon engine shut-down (cockpit/VEMD)

Oil inlet

Oil outlet

To oil pressure and temperature transmitter

EECU

Operation of the pressure and temperature transmitter EECU

Operation of the pressure transmitter Onset of filter clogging

Clogged filter Opening of the by-pass valve BLOCKAGE

PRE-BLOCKAGE

Note: The oil filter pre-blockage indication is not given in flight. It is displayed on the VEMD "FAILURE" page (maintenance mode) when the engine is shut-down

DESCRIPTION - OPERATION (2D)



4.17

OIL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


OIL FILTER PRE-BLOCKAGE INDICATOR (2B-2B1)

Operation Normal condition

The indicator detects the onset of filter blockage.

- In the system: between inlet and outlet of the oil filter

Filter downstream pressure plus spring pressure is greater than upstream pressure. The two pistons are held together by magnetic force. The indicator is not visible.

- On the engine: on the filter housing cover.

Pre-blockage condition

Position


Filter upstream pressure exceeds downstream plus spring pressure and the ∆P piston displaces.

- Type: differential - Setting: ∆P 250 kPa (36.2 PSID).

This breaks the magnetic hold and the indicator piston is pushed out by its spring. The indicator is visible.

Description The oil filter pre-blockage indicator comprises the following parts: - Indicator body including: • Filter upstream pressure inlet • Filter downstream pressure inlet

The bi-metallic thermal lock ensures that the indicator doesn't operate when a large ∆P is caused by low temperature (locked below 50°C (122°F)). The indicator is re-armed by pushing in the indicator.

- Red indicator piston - ∆P piston - Transparent cover - Thermal lock - O'ring seals.



4.18

OIL SYSTEM



Function


< 50°C (122°F)

> 50°C (122°F)

Red indicator "out"

Thermal lock operation

Type: Differential

Filter upstream pressure

Setting: ∆P 250 kPa (36.2 PSID)

∆P piston

OIL FILTER PRE-BLOCKAGE INDICATOR

Filter cover

Filter upstream pressure

Filter downstream pressure

Filter downstream pressure

NORMAL CONDITION

PRE-BLOCKAGE CONDITION

RED INDICATOR PISTON

Oil filter

TRANSPARENT COVER

Pressure pump

Oil filter

From oil tank

OIL FILTER PRE-BLOCKAGE INDICATOR (2B-2B1) For training purposes only © Copyright - Turbomeca Training


OIL FILTER PRE-BLOCKAGE INDICATOR

To lubrication

4.19

OIL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


Description

Function

Each oil pressure transmitter includes:

The oil pressure and temperature transmitters provide signals of oil filter upstream and downstream pressures and an oil temperature signal to the EECU.

- An electrical connector

- A resistor bridge printed on a flexible support - A mounting flange bolted onto the oil filter mounting base. The pressure and temperature transmitter also includes a platinum wire resistor.

Position - In the system: upstream and downstream of the oil filter - On the engine: on the oil filter mounting base.

Operation The EECU supplies each transmitter with a constant reference input voltage. Any change of oil pressure causes the deformation of the support and the resistor bridge outputs to the EECU a voltage proportional to the oil pressure.

Main characteristics Pressure transmitter

The EECU also provides the oil temperature transmitter with a constant current, the transmitter outputs a signal proportional to the oil temperature.

- Type: resistive - Output signal: • Electrical voltage proportional to the oil pressure. Pressure and temperature transmitter

Indication

- Type: resistive and platinum probe

The two pressure and temperature signals are used by the EECU:

- Output signals:

- To monitor the oil filter and provide pre-blockage indications

• Electrical voltage proportional to the oil pressure

- To detect and indicate the low oil pressure in the system

• Electrical current proportional to the oil temperature.

- To monitor and indicate the oil temperature at the engine entry.



4.20

OIL SYSTEM



OIL PRESSURE AND TEMPERATURE TRANSMITTERS (2D)


OIL PRESSURE TRANSMITTER

Cockpit indication (oil pressure, filter situation)

OIL PRESSURE AND TEMPERATURE TRANSMITTER

EECU

To lubrication system

Low pressure Oil filter

OIL PRESSURE TRANSMITTER Type: Resistive Output signal: Electrical voltage proportional to the oil pressure OIL PRESSURE AND TEMPERATURE TRANSMITTER Type: Resistive and platinum probe Output signals: - Electrical voltage proportional to the oil pressure - Electrical current proportional to the oil temperature

Oil filter mounting base

Oil pressure

Oil pressure Electrical connector

OIL PRESSURE TRANSMITTER

OIL PRESSURE AND TEMPERATURE TRANSMITTER

OIL PRESSURE AND TEMPERATURE TRANSMITTERS (2D) For training purposes only © Copyright - Turbomeca Training

Electrical connector


4.21

OIL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


Function

Operation

The low oil pressure switch provides cockpit indication of low oil pressure.

Normal running

Position

The microswitch is open. The low oil pressure indication on the instrument panel is off.

Low Pressure

- In the system: downstream of the filter

If the oil pressure becomes lower than the microswitch setting, the electrical contact closes and supplies the low oil pressure indication on the instrument panel.

- On the engine: mounted on the filter base.

Main characteristics - Type: diaphragm - Setting: 130 kPa (18.9 PSI) - Cockpit indication.

Description The pressure switch comprises the following components: a mounting flange and an electrical connector (connection with the instrument panel). The pressure switch is secured by means of screws onto the filter base. One O'ring seal ensures the sealing between the pressure switch and the filter base. For training purposes only © Copyright - Turbomeca Training


4.22

OIL SYSTEM



LOW OIL PRESSURE SWITCH (2B-2B1)

ARRIEL 2B-2B1-2D


LOW OIL PRESSURE SWITCH



Oil pressure

ELECTRICAL CONNECTOR

LOW OIL PRESSURE SWITCH

Type: Diaphragm Setting: 130 kPa (18.9 PSI) Cockpit indication LOW OIL PRESSURE SWITCH

LOW OIL PRESSURE SWITCH (2B-2B1) For training purposes only © Copyright - Turbomeca Training


From filter (pressure pump)

4.23

OIL SYSTEM

ARRIEL 2B-2B1-2D


Function

Description

The magnetic plugs retain magnetic particles which may be in the oil.

The magnetic plug includes: a magnet, O'ring seals and locking pins.

Position

The magnetic plug is installed in a self-sealing housing (valve, spring).

- In the system: • One on the reduction gearbox scavenge line • One on the accessory gearbox scavenge line - On the engine: • One at the bottom of the reduction gearbox • One at the bottom of the accessory gearbox.

Operation The magnetic plug retains magnetic particles which may be present in the oil scavenge system.

Main characteristics - Type: single magnetic probe. Self-sealing housing - Quantity: 2



4.24

OIL SYSTEM



MECHANICAL MAGNETIC PLUGS

ARRIEL 2B-2B1-2D


Oil SELF-SEALING HOUSING VALVE

Type: Single magnetic probe Self-sealing housing

MECHANICAL MAGNETIC PLUG (2B-2B1: POST TU 068 / TU 069; 2D: STANDARD)

Quantity: 2

SPRING

NORMAL POSITION

MECHANICAL MAGNETIC PLUG

MECHANICAL MAGNETIC PLUGS To scavenge pumps

MECHANICAL MAGNETIC PLUGS For training purposes only © Copyright - Turbomeca Training


REMOVED POSITION

MECHANICAL MAGNETIC PLUG

4.25

OIL SYSTEM



MAGNETS

ARRIEL 2B-2B1-2D


Function

Description

The strainers protect the scavenge pumps against large particles which might be in the oil.

Each strainer includes the following components: a wide mesh filter and an O'ring seal.

Position

Operation

- In the system: • One strainer is fitted in each scavenge line upstream of the scavenge pump

A strainer is a wide-mesh filter which retains any large particles which may be present in the oil in order to protect the scavenge pumps.

- On the engine: • Two different strainers are located on the accessory gearbox casing: - one on the reduction gearbox scavenge line - one on the accessory gearbox scavenge line • One strainer is located on the oil valve assembly (gas generator rear bearing scavenge).

Note 1: The electrical magnetic plug, mounted on the oil valve assembly, is fitted with its own strainer. Note 2: The reduction gearbox and accessory gearbox strainers are not interchangeable and must be fitted in the correct location.

Main characteristics - Type: wide-mesh filter - Quantity: 3



4.26

OIL SYSTEM



SCAVENGE STRAINERS


Oil valve assembly

Type: Wide-mesh filter

WIDE-MESH FILTER

Quantity: 3 GAS GENERATOR REAR BEARING SCAVENGE STRAINER

REDUCTION GEARBOX SCAVENGE STRAINER To oil cooler

From engine

Scavenge pumps To scavenge pumps

ACCESSORY GEARBOX SCAVENGE STRAINER

Note:

SCAVENGE STRAINERS For training purposes only © Copyright - Turbomeca Training


The reduction gearbox and accessory gearbox strainers are not interchangeable and must be fitted in the correct location.

4.27

OIL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


Function

Description

The assembly houses a check valve, an electrical magnetic plug and the strainer for the gas generator rear bearing.

The oil valve assembly comprises:

The check valve prevents oil flow from the cooler to the engine when the pressure is very low (engine stopped). The electrical magnetic plug collects ferrous particles which may be in the oil.

Position - On the engine: on the rear face of the accessory gearbox.

- Check valve setting: 15 kPa (2.17 PSI).


- An electrical magnetic plug and strainer - A scavenge strainer for the gas generator rear bearing.

Check valve operation Engine running

- In the system: downstream of the scavenge pumps


- A check valve

The outlet pressure of the scavenge pumps pushes the valve, compressing the spring thus allowing flow to the cooler.

Engine shut-down The scavenge pump outlet pressure is very low or zero. Spring pressure closes the valve and prevents any flow from the cooler into the engine.


4.28

OIL SYSTEM



OIL VALVE ASSEMBLY


ARRIEL 2B-2B1-2D

OIL VALVE ASSEMBLY

ELECTRICAL MAGNETIC PLUG AND STRAINER


Oil outlet union (to oil cooler)

Check valve setting: 15 kPa (2.17 PSI)

SCAVENGE STRAINER (for the gas generator rear bearing)

Valve open

CHECK VALVE

Valve closed

To oil cooler

OIL VALVE ASSEMBLY

Indication

Engine running

OIL VALVE ASSEMBLY For training purposes only © Copyright - Turbomeca Training


Indication

Engine shut-down

4.29

OIL SYSTEM


Mounting flange

ARRIEL 2B-2B1-2D


ELECTRICAL MAGNETIC PLUG

The electrical magnetic plug provides a cockpit indication of magnetic particles in the oil system.

Position

The plug is fitted into a housing which is provided with a strainer and a self-sealing housing. A bayonet type locking pin system ensures the locking of the electrical magnetic plug. The housings are bolted onto the oil valve assembly, where the scavenge oil can flow around the magnetic probe.

Operation

- In the system: downstream of the scavenge pumps

The magnetic probe attracts magnetic particles present in the oil.

- On the engine: mounted on the oil valve assembly.

If it attracts sufficient particles to form a bridge across the gap, this will complete the electrical circuit between the two magnetic parts and thus provide a cockpit indication.

Main characteristics - Type: • Magnetic with electrical indication • Self-sealing housing with strainer

Note : The oil system also has two mechanical magnetic plugs, one located on the lower part of the accessory gearbox and one on the lower part of the reduction gearbox.

- Cockpit indication.

Description The electrical magnetic plug comprises a magnetic probe which has two parts which are electrically insulated from one another and have a small insulation between them. The plug is connected, via the engine electrical harness, to the aircraft instrument panel.



4.30

OIL SYSTEM



Function


ARRIEL 2B-2B1-2D

LOCKING PINS


Cockpit indication

MOUNTING FLANGE

INSULATION ELECTRICAL MAGNETIC PLUG

STRAINER

SELF-SEALING HOUSING MAGNETIC PROBE ELECTRICAL CONNECTOR Oil valve assembly

To oil cooler

From engine

ELECTRICAL MAGNETIC PLUG ELECTRICAL MAGNETIC PLUG

ELECTRICAL MAGNETIC PLUG For training purposes only © Copyright - Turbomeca Training


Indication

Scavenge pumps

4.31

OIL SYSTEM


Type: Magnetic with electrical indication Self-sealing housing with strainer

ARRIEL 2B-2B1-2D


Function

Operation

The centrifugal breather separates the oil from the air/oil mist created by the oil system.

The centrifugal breather is driven by the intermediate gear of the accessory drive.

Position

When the engine is running the air/oil mist passes through the breather:

- In the system: before the general vent line of the system - On the engine: it is formed by the starter/generator drive gear in the accessory gearbox.

Main characteristics - Type: centrifugal - Air vent: through the rear part of the gear hollow shaft, connected to the exhaust.

- Centrifugal force throws the oil droplets out into the gearbox where they fall to the bottom of the casing - The de-oiled air passes out through the shaft, via a gearbox passage, into an external pipe which discharges into the exhaust. 2D: The general air vent is directly done into the exhaust.

Description The centrifugal breather is formed by the starter-generator drive gear. This gear is formed in one piece with a hollow shaft and has holes which provide a passage between the gearbox and the air vent. The gear is supported by two ball bearings and has a magnetic carbon seal at each end. The breather air outlet is at the rear end of the shaft, where the air passes into the gearbox outlet.



4.32

OIL SYSTEM




Training Notes 1st line maintenance course Air/Oil mist - from accessory gearbox - from gas generator bearings - from power turbine bearings - from reduction gearbox

Oil droplets (expelled by centrifugal force)

STARTER-GENERATOR DRIVE GEAR

To air vent

STARTER DRIVE De-oiled air (to air vent) Magnetic carbon seal

Air/Oil mist

Bearing Type: Centrifugal

BREATHER HOLES

Air vent: Through the rear part of the gear hollow shaft, connected to the exhaust

CENTRIFUGAL BREATHER For training purposes only © Copyright - Turbomeca Training

De-oiled air


Bearing

Magnetic carbon seal

Oil droplets

4.33

OIL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


The main functions of the oil system are: supply, scavenge, breathing and indicating.

Scavenge

Supply

After lubrication, the oil falls by gravity to the bottom of the sumps. The oil is then immediately drawn away by the scavenge pumps and returned to the tank through a check valve and the oil cooler (dry sump system).

The pressure pump draws the oil from the tank and supplies the system. A pressure relief valve limits maximum pressure by returning oil to the pump inlet. The oil is then delivered to the oil filter and restrictors to the engine sections which require lubrication:

Breathing

- Gas generator front bearings

The oil mist which results from lubrication is returned to the accessory gearbox, where the oil is separated from the air by a centrifugal breather which vents overboard.

- Gas generator rear bearing - Power turbine bearings - Reduction gearbox and intermediate gear balance piston - Accessory gearbox (supply upstream of the calibrated orifice). The oil is sprayed by jets onto the parts to be lubricated. It also supplies a squeeze film for the gas generator rear bearing and the power turbine front bearing.


The scavenge strainers protect the scavenge pumps against any particles which may be held in the oil. The magnetic plugs retain magnetic particles which may be in the oil.

Indicating The system ensures the following indications: pressure, temperature, low pressure, magnetic particles and filter preblockage.


4.34

OIL SYSTEM



OIL SYSTEM - OPERATION


2D

2D

2B/2B1 AIRFRAME

2B/2B1

ENGINE

2B/2B1

2B/2B1

Indication

SUCTION

SUPPLY

SCAVENGE

BREATHING

OIL SYSTEM - OPERATION For training purposes only © Copyright - Turbomeca Training


AIR VENT

4.35

OIL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


This description deals with the external pipes of the oil system.

Scavenge

Function

- Scavenge of the power turbine bearings (from power turbine to reduction gearbox; flexible pipe)

The oil pipes ensure the oil circulation between the oil system components and the lubricated parts of the engine.


- Oil outlet (from oil check valve to oil cooler; aircraft manufacturer's supply).

Breathing

- Type of pipes: rigid (one flexible)

- Gas generator rear bearing (external pipe).

- Type of unions: flanged.

Air vent

Description

- External pipe from the centrifugal breather to the exhaust pipe (aircraft manufacturer's supply)

Supply - Oil inlet (from oil tank to pressure pump; aircraft manufacturer's supply) - From accessory gearbox to filter base

- Scavenge of the gas generator rear bearing

- 2B-2B1: Engine air vent pipe (aircraft manufacturer's supply) - 2D: Engine air vent pipe (engine manufacturer's supply), fuel tank air vent pipe (aircraft manufacturer's supply).

- Supply of the gas generator front bearings - Supply of the gas generator rear bearing.



4.36

OIL SYSTEM



EXTERNAL OIL PIPES


ARRIEL 2B-2B1-2D GAS GENERATOR REAR BEARING SUPPLY

2B/2B1

2D

Indication

ENGINE AIR VENT (engine manufacturer's supply)

Oil inlet Oil outlet SUPPLY PIPE (from accessory gearbox to filter base)

POWER TURBINE BEARING SCAVENGE (flexible)

Type of pipes: Rigid (one flexible) Type of unions: Flanged

2D

2B/2B1

REAR BEARING SCAVENGE

SUPPLY SCAVENGE BREATHING AIR VENT

ENGINE AIR VENT (aircraft manufacturer's supply)

EXTERNAL OIL PIPES For training purposes only © Copyright - Turbomeca Training

GAS GENERATOR REAR BEARING BREATHING


OIL TANK AIR VENT (aircraft manufacturer's supply)

4.37

OIL SYSTEM



FRONT BEARING SUPPLY

ARRIEL 2B-2B1-2D


OIL SYSTEM - 1ST LINE MAINTENANCE PREVENTIVE MAINTENANCE (2B-2B1) Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)







4.38

OIL SYSTEM





ARRIEL 2B-2B1-2D



BETWEEN TWO FLIGHTS - Make sure that oil is at the proper level AFTER 15 FLIGHT HOURS OR 7 DAYS - Check the oil system • check the visual pre-blockage indicator of the oil filter - Make sure that oil is at the proper level • make sure that the oil level is correct within 15 minutes of engine shut-down

- Mechanical magnetic plug of module M05 • Check • Magnetism test - Preformed packings of rear bearing ducts • Replacement - Mechanical magnetic plug of module M01 • Check • Magnetism test - Electric magnetic plug • Magnetism test • Test • Inspection and cleaning

Chap. 72 Chap. 72 Chap. 72 Chap. 72 Chap. 72 Chap. 79 Chap. 79 Chap. 79

RECOMMENDED MAINTENANCE TASKS


- Oil dilution - Check and inspection - Spectrometric oil analysis - Sampling procedure - Oil filtering element - Replacement - Oil system - Draining • Operation in sandy air • Operation with 5 cSt oil • Operation with 3 cSt oil • Use with restriction

Chap. 70

- Oil pump - Inspection - Low oil pressure switch - Tightening check

Chap. 79 Chap. 70

Chap. 71 Chap. 72 Chap. 79 Chap. 79 Chap. 79 Chap. 79 Chap. 71


OIL SYSTEM - 1ST LINE MAINTENANCE For training purposes only © Copyright - Turbomeca Training


4.39

OIL SYSTEM




ARRIEL 2B-2B1-2D


OIL SYSTEM - 1ST LINE MAINTENANCE PREVENTIVE MAINTENANCE (2D) Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)







4.40

OIL SYSTEM





ARRIEL 2B-2B1-2D



BEFORE THE FIRST FLIGHT OF THE DAY REQUIRED - Make sure that oil is at the proper level BETWEEN TWO FLIGHTS REQUIRED - Make sure that oil is at the proper level AFTER 15 FLIGHT HOURS OR 7 DAYS REQUIRED - Make sure that oil is at the proper level • make sure that the oil level is correct within 15 minutes of engine shut-down

- Preformed packings of rear bearing ducts • Replacement

Chap. 72

- Electric magnetic plug • Magnetism test • Test

Chap. 79 Chap. 79

- Oil system - Draining • Sandy air • Use of 5 cSt oil • Use of 3 cSt oil

Chap. 79 Chap. 79 Chap. 79

- Oil pressure transmitter • Functional test

Chap. 79

- Oil pressure and temperature transmitter • Functional test

Chap. 79

- Oil filtering element • Replacement

Chap. 79

- Mechanical magnetic plugs • Check • Magnetism test

Chap. 79 Chap. 79





4.41

OIL SYSTEM




ARRIEL 2B-2B1-2D


OIL SYSTEM - 1ST LINE MAINTENANCE List of maintenance tasks to be carried out when required (in the event of an operating anomaly).







4.42

OIL SYSTEM


ARRIEL 2B-2B1-2D

CORRECTIVE MAINTENANCE - Oil system • Oil pressure check • Draining of the oil system • Rinsing of the oil system

Chap. 79

- Electrical magnetic plug • Cleaning • Removal / installation • Tests

Chap. 79

- Oil pumps • Removal / Installation • Inspection / check

Chap. 79

Chap. 79

- Oil valve assembly • Removal / Installation • Inspection / check

Chap. 79

- 2B-2B1: Low oil pressure switch • Removal / installation • Inspection / check • Tests

- Scavenge strainer • Removal / installation

Chap. 79

- Pipes and unions of the oil system • Removal / installation

Chap. 79





4.43

OIL SYSTEM



(non exhaustive list)



ARRIEL 2B-2B1-2D




5 - AIR SYSTEM - Air system presentation (75-00-00) ..................................................... 5.2 - Internal air system (75-00-00) .............................................................. 5.4 - Air tappings (75-00-00) ......................................................................... 5.6 - Compressor bleed valve (75-31-00) ..................................................... 5.8 - P3 pressure transmitter (75-41-00) ...................................................... 5.12 - External air pipes (75-29-00) ................................................................ 5.14 - Air system - 1st line maintenance ....................................................... 5.16 - 5.19



5.1

AIR SYSTEM

ARRIEL 2B-2B1-2D


AIR SYSTEM PRESENTATION

The engine air system includes:



Function - An internal air system which ensures: • The pressurisation of the labyrinth seals • The cooling of the engine internal parts • The balance of forces on the rotating assemblies - Air tappings which ensure: • The start injector ventilation • The air pressure measurement for the control system • The aircraft air system supply • The air for the bleed valve operation • The air for the pressurisation of the power turbine labyrinth seals • 2B: The air supply to the pump and metering unit assembly. - The compressor bleed valve. Note: Refer to the various systems for the location, the characteristics, the description and operation.



5.2

AIR SYSTEM


AIR TAPPINGS - Start injector ventilation - Air pressure measurement for the control system - Aircraft air system supply - Bleed valve operation - Pressurisation of the power turbine labyrinth seals - 2B: air supply to the pump and metering unit assembly

INTERNAL AIR SYSTEM - Pressurisation of labyrinth seals - Cooling of internal parts - Balance of forces on the rotating assemblies



ARRIEL 2B-2B1-2D

COMPRESSOR BLEED VALVE

AIR SYSTEM PRESENTATION For training purposes only © Copyright - Turbomeca Training


5.3

AIR SYSTEM

ARRIEL 2B-2B1-2D


Function

Gas generator HP section

Position

Air tapped from the centrifugal compressor wheel outlet passes down the rear face of the compressor wheel, through the curvic-couplings, the hollow shaft and internal passages. It is used to:

The internal air system pressurises the labyrinth seals, cools certain parts and provides a balancing of forces.

All the parts of the system are internal except the pressurisation of the power turbine labyrinth which is supplied by an external pipe.


- Type: air tapping with a calibrated flow - Air pressures used: • P2.4: centrifugal compressor inlet pressure • P2.6: centrifugal compressor wheel outlet pressure • P3: centrifugal compressor outlet pressure. Note: The internal air system is also referred to as the secondary air system.


The internal air system can be considered in three parts: the front section, the gas generator HP section and the power turbine section.

Front section Air tapped from the centrifugal compressor inlet is used to pressurise the front bearing labyrinths. There is a very small flow of air into the bearing chamber. Air tapped from the same point is discharged through the compressor bleed valve, mounted on the compressor casing (see compressor bleed valve).


- Cool the rear face of the gas generator turbine (discharging into the gas flow) - Pressurise the labyrinth seal of the gas generator rear bearing (small flow into the bearing housing) - Cool the front face of the power turbine (discharge into the gas flow). The air from the centrifugal compressor outlet flows through the hollow nozzle guide vanes and through holes in the shroud. It is used to cool the nozzle guide vane and the front face of the gas generator turbine. A small amount of air is also used to cool the turbine shroud.

Power turbine section The air is tapped from the front face of the centrifugal compressor casing (clean air) and is taken by an external pipe to the reduction gearbox casing. It then passes through internal passages to pressurise the labyrinth seal on the power turbine shaft and to cool the rear face of the power turbine.


5.4

AIR SYSTEM



INTERNAL AIR SYSTEM

ARRIEL 2B-2B1-2D


INTERNAL AIR SYSTEM - Internal passages - External pipes

Air pressures used: - P2.4: Centrifugal compressor inlet pressure - P2.6: Centrifugal compressor wheel outlet pressure - P3: Centrifugal compressor outlet pressure

Air supplied by external pipe Discharge of air (through compressor bleed valve)

FRONT SECTION

P2.4 (centrifugal compressor inlet pressure)

GAS GENERATOR HP SECTION

P2.6 (centrifugal compressor wheel outlet pressure)

INTERNAL AIR SYSTEM For training purposes only © Copyright - Turbomeca Training


POWER TURBINE SECTION

P3 (centrifugal compressor outlet pressure)

5.5

AIR SYSTEM



Type: Air pressure tapping with a calibrated flow

ARRIEL 2B-2B1-2D


AIR TAPPINGS Start injector ventilation Compressor delivery air is used to ventilate the start injectors to avoid blockage by the carbonisation of unburnt fuel.

Air tappings are used for: - - - - - -

Fuel control 2B: The pump and metering unit assembly (metering unit) Start injector ventilation Aircraft services Bleed valve operation Pressurisation of the power turbine labyrinth seals.

2B-2B1: The system comprises a tapping union and a pipe connected to the start electro-valve. 2D: The system comprises a tapping union and a pipe connected to the start injectors purge valve.

Aircraft services Compressor delivery air is tapped off for use in various aircraft systems.

Main characteristics - P3 air tapping limited by calibrated orifices.

The engine has two air tapping unions (used for the aircraft services) located on the centrifugal compressor casing.

Functional description Fuel control

Note: The use of this bleed is restricted during take-off.

A P3 pressure transmitter measures the centrifugal compressor outlet air pressure.

Bleed valve operation

The signal of pressure is transmitted to the EECU.

Compressor delivery air is tapped to operate the compressor bleed valve.

2B: Air tapping for the pump and metering unit assembly

Pressurisation of the power turbine labyrinth seal

The air tapped from the outlet of the centrifugal compressor supplies the metering unit through an external pipe (anti-surge function for manual control). For training purposes only © Copyright - Turbomeca Training

Refer to previous pages


5.6

AIR SYSTEM



Function


ARRIEL 2B-2B1-2D

ENGINE ELECTRONIC CONTROL UNIT Control signals

Aircraft services

P3 PRESSURE TRANSMITTER

Power turbine labyrinth seal START ELECTRO-VALVE

2B/2B1 Bleed valve operation

2D

PURGE VALVE

P3 air Ventilation of start injectors 2B Fuel control START INJECTORS

2B PUMP - METERING UNIT ASSEMBLY

Air tapping union location

AIR TAPPINGS For training purposes only © Copyright - Turbomeca Training


5.7

AIR SYSTEM



P3 air tapping limited by calibrated orifices

ARRIEL 2B-2B1-2D


COMPRESSOR BLEED VALVE Main components

Function

- Pneumatic control system

The valve prevents compressor surge by bleeding off a certain quantity of air tapped from the axial compressor outlet. When the valve is open, the discharge of air causes the air flow through the axial compressor to increase thus moving the working line away from the surge line. The operation of this valve depends on the P3/P0 pressure ratio.

- Butterfly valve

Position

- P3 inlet filter.

- In the system: between the axial and centrifugal compressors - On the engine: at the top of the compressor axial.

- Rack and pinion mechanism - Microswitch (connected to the EECU) - P2.4 air outlet

Note: The air is discharged under the cowling in order to improve cooling of the engine compartment.

Main characteristics - Type: pneumatic, butterfly valve - Control: by P3/P0 pressure ratio.



5.8

AIR SYSTEM



GENERAL

ARRIEL 2B-2B1-2D


Surge line

Working line (valve closed) Working line (valve open)

AIRFLOW G

MICROSWITCH (connected to EECU)

COMPRESSOR FIELD DIAGRAM

P2.4 air outlet BUTTERFLY VALVE RACK AND PINION MECHANISM

P3 INLET FILTER

Type: Pneumatic, butterfly valve Control: By P3/P0 pressure ratio

PNEUMATIC CONTROL SYSTEM P3 air

GENERAL

COMPRESSOR BLEED VALVE For training purposes only © Copyright - Turbomeca Training


5.9

AIR SYSTEM



COMPRESSION RATIO P3/P0

ARRIEL 2B-2B1-2D


COMPRESSOR BLEED VALVE

Operation Open position

The compressor bleed valve includes 3 main parts: the detection capsule, the intermediate stage and the bleed valve.

The P3/P0 pressure ratio is not sufficient to activate the capsules and there is an air discharge downstream of the calibrated orifices. The piston is not actuated and the butterfly valve is open.

Detection capsule

A certain amount of air, tapped from the centrifugal compressor inlet, is discharged overboard.

It is subjected to P3/P0 pressure ratio and controls the air discharge downstream of the calibrated orifice B.

The microswitch contact is closed and sends an open signal to the EECU, which outputs a position signal to the cockpit.

It is fitted with a filter at the inlet.

Closed position

Description

Intermediate stage It includes a diaphragm which is subjected to the pressure downstream of B. The diaphragm controls the discharge which determines the pressure downstream of the calibrated orifice A.

Bleed valve It includes a spring loaded piston subjected to the pressure downstream of restrictor A. The piston actuates the butterfly valve by means of a rack and pinion mechanism. It also includes a microswitch, operated by the piston, which sends a position signal to the EECU.


When the gas generator rotation speed N1 increases, the compression ratio P3/P0 increases and beyond a certain value: - The pressure becomes sufficient to deform the detection capsule which closes the discharge - The pressure downstream of the calibrated orifice B increases - The diaphragm of the intermediate stage closes the discharge - The pressure downstream of the calibrated orifice A increases - The piston moves down under P3 pressure and rotates the butterfly valve through the rack and pinion mechanism. The valve closes and stops the air bleed. The microswitch contact, actuated by the piston, opens. This provides a closed signal to the EECU, which outputs a position signal to the cockpit.


5.10

AIR SYSTEM



DESCRIPTION - OPERATION

ARRIEL 2B-2B1-2D


P2.4 P3 air A

B P0 air

PISTON

MICROSWITCH P2.4

Signal to the EECU

RACK

INTERMEDIATE STAGE

DETECTION CAPSULE

PINION

INDICATION

BUTTERFLY VALVE

VALVE SHOWN IN OPEN POSITION


COMPRESSOR BLEED VALVE For training purposes only © Copyright - Turbomeca Training


5.11

AIR SYSTEM



FILTER

ARRIEL 2B-2B1-2D


Function

Operation

The P3 pressure transmitter senses the compressor outlet air pressure and supplies a signal to the EECU.

The transmitter produces an electrical voltage proportional to the P3 air pressure.

Position

The pressure signal is used by the EECU for engine control (fuel flow limit, surge control).

- In the system: connected to the EECU - On the engine: on the ignition unit support.

Main characteristics - Type: resistive - Output signal: voltage proportional to the air pressure - Supply voltage: 10 VDC.

Description The P3 pressure transmitter system comprises the P3 tapping, an air pipe and the pressure transmitter. The transmitter is secured by screws. The electrical connector provides the connection with the EECU.



5.12

AIR SYSTEM





ARRIEL 2B-2B1-2D


Type: Resistive Output signal: Voltage proportional to the air pressure Supply voltage: 10 VDC


Engine Electronic Control Unit

ELECTRICAL CONNECTOR (connection with the EECU)

P3 PRESSURE TRANSMITTER Air pipe Compressor outlet pressure tapping

Ignition unit support

P3 PRESSURE TRANSMITTER For training purposes only © Copyright - Turbomeca Training


5.13

AIR SYSTEM



P3 air pressure

ARRIEL 2B-2B1-2D


EXTERNAL AIR PIPES

Function



This part considers the external air pipes of the air system.

The air pipes ensure the air supply from/to the various system components.

Main characteristics - Type of pipes: rigid, stainless steel - Type of unions: standard (connecting flange with bolts).

Description of the pipes The air system uses the following external pipes: - Air pipe for the control of the compressor bleed valve - Air pipe for the ventilation of the start injectors - Air pipe to supply the P3 pressure transmitter - Air pipe for the pressurisation of the power turbine labyrinth - 2B: Air pipe to supply the pump and metering unit assembly (acceleration controller).



5.14

AIR SYSTEM

ARRIEL 2B-2B1-2D




BLEED VALVE CONTROL

START INJECTORS VENTILATION

2B: AIR SUPPLY TO THE PUMP AND METERING UNIT ASSEMBLY

Type of pipes: Rigid, stainless steel Type of unions: Standard (connecting flange with bolts) PRESSURISATION OF THE POWER TURBINE LABYRINTH

EXTERNAL AIR PIPES For training purposes only © Copyright - Turbomeca Training


P3 PRESSURE TRANSMITTER SUPPLY

5.15

AIR SYSTEM

ARRIEL 2B-2B1-2D


AIR SYSTEM - 1ST LINE MAINTENANCE PREVENTIVE MAINTENANCE Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)







5.16

AIR SYSTEM




ARRIEL 2B-2B1-2D




PREVENTIVE MAINTENANCE REQUIRED MAINTENANCE TASKS - 2B-2B1: P3 pressure transmitter • Tests

Chap. 75

- 2D: Bleed valve filter • Check and inspection

Chap. 75

RECOMMENDED MAINTENANCE TASKS - 2B-2B1: P3 pressure transmitter • Tightening check

Chap. 70

- 2B-2B1: Bleed valve • Inspection of the filter • Inspection

Chap. 75 Chap. 75



AIR SYSTEM - 1ST LINE MAINTENANCE For training purposes only © Copyright - Turbomeca Training


5.17

AIR SYSTEM

ARRIEL 2B-2B1-2D


AIR SYSTEM - 1ST LINE MAINTENANCE List of maintenance tasks to be carried out when required (in the event of an operating anomaly).







5.18

AIR SYSTEM

ARRIEL 2B-2B1-2D





- Pipes and unions of the air system • Removal / installation

Chap. 75

- Compressor bleed valve • Cleaning • Removal / installation • Inspection • Inspection / Check • Test and adjustment

Chap. 75

- P3 pressure transmitter • Removal / installation • Inspection • Test

Chap. 75



AIR SYSTEM - 1ST LINE MAINTENANCE For training purposes only © Copyright - Turbomeca Training


5.19

AIR SYSTEM



ARRIEL 2B-2B1-2D




6 - FUEL SYSTEM - Fuel system presentation (73-00-00) ................................................... 6.2 - Pump and metering unit assembly (73-23-00) .................................... 6.8 • Fuel pumps (73-23-00) ....................................................................... 6.12 • Fuel filter (73-23-11) ........................................................................... 6.16 • Fuel filter indication ........................................................................... 6.20 • 2D: Fuel pressure and temperature transmitters ........................... 6.24 • 2B-2B1: Low fuel pressure switch (73-23-33) ................................. 6.26 • Start purge valve (73-23-00) .............................................................. 6.28 • Metering unit (73-23-00) .................................................................... 6.32 - Fuel valves assembly (73-14-00) ......................................................... 6.46 - Start injectors (72-43-00) ...................................................................... 6.54 - Main injection system (72-00-43) ......................................................... 6.56 - Combustion chamber drain valve........................................................ 6.58 - Fuel system - Operation (73-00-00) ..................................................... 6.60 - External fuel pipes (73-19-00) .............................................................. 6.80 - Fuel system - 1st line maintenance ..................................................... 6.82 - 6.87 (XX-XX-XX): Page references which deal with the subject in the maintenance documentation. For training purposes only © Copyright - Turbomeca Training


6.1

FUEL SYSTEM

ARRIEL 2B-2B1-2D


FUEL SYSTEM PRESENTATION Main components

Function The fuel system ensures fuel supply, distribution, control, metering and injection.

Position All the system components are mounted on the engine except the EECU, the fuel tank and the starting pump.

- Pump and metering unit assembly: • LP pump • Fuel filter • HP pump • Metering unit



GENERAL

- Fuel valves assembly - Fuel injection system.

Main characteristics - Supply by the aircraft system and the engine pumps - Centrifugal main injection and start injection by injectors - 2B: Manual control - 2B1-2D: Automatic back-up control - Fuel control: Electronic control unit controlling a metering device.



6.2

FUEL SYSTEM


Supply: - Aircraft system - Engine pumps

2B1-2D: AUTOMATIC BACK-UP CONTROL SENSORS

Injection: - Centrifugal main injection - Start injection by injectors 2B: Manual control

ENGINE ELECTRONIC CONTROL UNIT

2B1-2D: Automatic back-up control

METERING UNIT

FUEL VALVES ASSEMBLY

Fuel control: Electronic control unit controlling a metering device

2B: MANUAL CONTROL

FUEL TANK

FUEL FILTER

LP PUMP

HP PUMP N1

Starting pump

PUMP AND METERING UNIT ASSEMBLY Aircraft


Engine

GENERAL

FUEL SYSTEM PRESENTATION For training purposes only © Copyright - Turbomeca Training


6.3

FUEL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


FUEL SYSTEM PRESENTATION Metering unit

- Automatic control (stepper motor, position transmitter, metering needle, constant ∆P valve) - 2B: Manual control: twist grip on collective lever - 2B1: Automatic back-up control: by-pass valve and actuator (the actuator is supplied by the aircraft manufacturer).

Low pressure pump (LP) Centrifugal type pump.

Oil/Fuel heat exchanger (oil filter)

Additional check valve Fuel valves assembly

Fuel filter The filter has a fuel filter pre-blockage pressure switch, a blockage indicator and a by-pass valve.

Start purge valve Low fuel pressure switch

- - - -

Start electro-valve Stop electro-valve Pressurising valve Stop purge valve.

Fuel injection system

High pressure pump (HP)

- Start injectors (x 2) - Main injection (centrifugal wheel) - Engine fuel inlet union.

Spur gear type pump with a pressure relief valve.

Combustion chamber drain valve Note: An optional fuel flowmeter, supplied by the aircraft manufacturer, can be fitted between the metering unit and the fuel valves assembly.



6.4

FUEL SYSTEM





ARRIEL 2B-2B1-2D

FUEL FILTER (with by-pass valve) OIL/FUEL HEAT EXCHANGER (oil filter)

Constant ∆P valve

Stop purge valve 2B1: AUTOMATIC BACK-UP CONTROL

Pressurising Stop valve electro-valve

AUTOMATIC CONTROL

Fuel filter pre-blockage pressure switch

Centrifugal wheel

Engine fuel inlet union FUEL INJECTION SYSTEM

Indication


2B: MANUAL CONTROL

LP PUMP

Start injectors

Indication

Fuel filter blockage indicator

PUMP AND METERING UNIT ASSEMBLY

HP PUMP LOW FUEL PRESSURE SWITCH (with pressure relief valve)

Start electro-valve ADDITIONAL CHECK VALVE

START PURGE VALVE

COMBUSTION CHAMBER DRAIN VALVE

2B1: HP pump pressure 2B: Pressure from metering unit Restrictor




6.5

FUEL SYSTEM



An optional fuel flowmeter, supplied by the aircraft manufacturer, can be fitted between the metering unit and the fuel valves assembly.

ARRIEL 2B-2B1-2D


DESCRIPTION (2D)


Low pressure pump (LP)

Spur gear type pump with a pressure relief valve.

Metering unit

Liquid ring type pump.

Oil/Fuel heat exchanger (oil filter)

- Automatic control (stepper motor, position transmitter, metering needle, double constant ∆P valve)

Fuel pressure transmitter

- Automatic back-up control: by-pass valve and actuator (the actuator is supplied by the aircraft manufacturer).

Transmitter submitted to LP pump pressure outlet. It is used by the EECU for low pressure indication and fuel filter preblockage detection.

Additional check valve

Fuel filter

The fuel valves assembly includes the start electro-valve, the stop electro-valve, the pressurising valve, the start injectors purge valve and the stop purge valve.

The filter has a blockage indicator and a by-pass valve. The fuel filter pre-blockage monitoring is ensured by two pressure transmitters located on each side of the filter.

Fuel pressure and temperature transmitter The pressure transmitter is downstream the filter. It is used by the EECU to detect the fuel filter pre-blockage. This transmitter also senses the fuel temperature at the HP pump inlet. This signal is used by the EECU to indicate the fuel max. temperature

Start purge valve


Fuel valves assembly

Fuel injection system - Start injectors (x 2) - Main injection (centrifugal wheel) - Engine fuel inlet union.

Combustion chamber drain valve Note: An optional fuel flowmeter, supplied by the aircraft manufacturer, can be fitted between the metering unit and the fuel valves assembly.


6.6

FUEL SYSTEM



FUEL SYSTEM PRESENTATION


ARRIEL 2B-2B1-2D

Restrictor

Fuel pressure transmitter

Constant ∆P valve (double)

ADDITIONAL CHECK VALVE

Stop purge valve

Pressurising Centrifugal Stop valve wheel electro-valve Engine fuel inlet union

AUTOMATIC BACK-UP CONTROL

FUEL FILTER (with by-pass valve)

OIL/FUEL HEAT EXCHANGER (oil filter)


FUEL VALVES ASSEMBLY AUTOMATIC CONTROL Start electro-valve

LP PUMP Fuel filter blockage indicator HP PUMP (with pressure relief valve)


START PURGE VALVE Fuel pressure and temperature transmitter

INJECTORS PURGE VALVE

Start injectors COMBUSTION CHAMBER DRAIN VALVE

DESCRIPTION (2D)



6.7

FUEL SYSTEM



An optional fuel flowmeter, supplied by the aircraft manufacturer, can be fitted between the metering unit and the fuel valves assembly.

ARRIEL 2B-2B1-2D


PUMP AND METERING UNIT ASSEMBLY Main components

Function

- LP pump

The pump and metering unit assembly ensures fuel supply and fuel flow metering.

- Fuel filter

Position

- Fuel filter blockage indicator

- In the system: before the fuel valves assembly

- Low fuel pressure switch

- On the engine: on the left front face of the accessory gearbox.

- Start purge valve



PRESENTATION (2B-2B1)

- Fuel filter pre-blockage pressure switch

- HP pump

Main characteristics - Mounting: clamping ring - Replaceable components (LRUs): • Fuel filter • Fuel filter pre-blockage pressure switch • Low fuel pressure switch • Fuel filter blockage indicator.


- Constant ∆P valve - Metering unit - Additional check valve.


6.8

FUEL SYSTEM

ARRIEL 2B-2B1-2D

START PURGE VALVE

Mounting: Clamping ring

2B1: Pump and metering unit assembly

Replaceable components: Fuel filter Fuel filter pre-blockage pressure switch Low fuel pressure switch Fuel filter blockage indicator

LOW FUEL PRESSURE SWITCH HP PUMP LP PUMP

CONSTANT ∆P VALVE

METERING UNIT LOW FUEL PRESSURE SWITCH

FUEL FILTER

HP PUMP

FUEL FILTER BLOCKAGE INDICATOR

METERING UNIT

FUEL FILTER PRE-BLOCKAGE PRESSURE SWITCH To LP pump outlet

To fuel valves assembly Indication

FUEL FILTER Heat exchanger

LP PUMP METERING UNIT

START PURGE VALVE

Indication

START PURGE VALVE 2B: Pump and metering unit assembly


LP PUMP Fuel inlet (from aircraft fuel system)

HP PUMP

LOW FUEL PRESSURE SWITCH


PUMP AND METERING UNIT ASSEMBLY For training purposes only © Copyright - Turbomeca Training


6.9

FUEL SYSTEM



FUEL FILTER


ARRIEL 2B-2B1-2D


PUMP AND METERING UNIT ASSEMBLY Main components

Function

- LP pump

The pump and metering unit assembly ensures fuel supply and fuel flow metering.

- Fuel filter

Position

- Fuel filter blockage indicator

- In the system: before the fuel valves assembly

- Fuel pressure and temperature transmitter

- On the engine: on the left front face of the accessory gearbox.

- Start purge valve



PRESENTATION (2D)

- Fuel pressure transmitter

- HP pump

Main characteristics - Mounting: clamping ring - Replaceable components (LRUs): • Fuel filter • Fuel pressure transmitter • Fuel pressure and temperature transmitter • Fuel filter blockage indicator.


- Constant ∆P valve assembly - Metering unit - Additional check valve.


6.10

FUEL SYSTEM


ARRIEL 2B-2B1-2D

FUEL FILTER FUEL PRESSURE TRANSMITTER


Mounting: Clamping ring

To fuel valves assembly

To LP pump outlet

METERING UNIT

Heat exchanger


START PURGE VALVE

FUEL FILTER

FUEL PRESSURE TRANSMITTER

LP PUMP

Fuel inlet


Replaceable components: Fuel filter Fuel pressure transmitter Fuel pressure and temperature transmitter Fuel filter blockage indicator

Pump and metering unit assembly

FUEL PRESSURE AND TEMPERATURE TRANSMITTER HP PUMP Pump and metering unit assembly

HP PUMP LP PUMP

CONSTANT ∆P VALVE ASSEMBLY

METERING UNIT

PRESENTATION (2D)



6.11

FUEL SYSTEM



CONSTANT ∆P VALVE ASSEMBLY (double)

ARRIEL 2B-2B1-2D


PUMP AND METERING UNIT ASSEMBLY The LP pump has an ejector supplied by fuel from the LP pump outlet.

Function The pump assembly supplies fuel under determined conditions of pressure and flow.

Position

The fuel pump drive shaft is a shear shaft.


- In the system: before the metering unit - On the engine: on the right side of the pump and metering unit assembly.

Main characteristics - Type: • LP pump: centrifugal type • HP pump: spur gear type with pressure relief valve.

The high pressure pump is a gear type pump. It has a drive gear (driven at a speed proportional to N1) and a driven gear. The drive shaft is fitted with a double lip seal and a drain system, which ensure that no fuel can leak into the accessory gearbox casing. The high pressure pump also includes a pressure relief valve.

Operation

Description The pump assembly includes an LP pump and an HP pump fitted with a pressure relief valve. The two pumps are mounted on a common shaft.

Fuel from the aircraft system enters the LP pump which provides an initial pressure increase to supply the HP pump. The HP pump gives a second pressure rise and supplies the metering unit. The LP pump is capable of drawing fuel from the aircraft tank and therefore starting pumps are not necessary after starting.

Low pressure pump (LP) The low pressure pump is a centrifugal pump. It includes an impeller driven at a speed proportional to N1.


The pump is capable of operating with contaminated fuel so there is no filter at the inlet.

During normal operation, the HP pump pressure relief valve is closed. In the event of overpressure, it opens and returns the excess fuel to the HP pump inlet.


6.12

FUEL SYSTEM



FUEL PUMPS (2B-2B1)


ARRIEL 2B-2B1-2D

HP FUEL PUMP

2B1

Drive gear

DOUBLE LIP SEAL

DRIVE SHAFT (shear shaft)

Fuel inlet (from aircraft fuel system) Ejector

Impeller

DRAIN

LP FUEL PUMP 2B

PRESSURE RELIEF VALVE

Fuel filter

Heat exchanger (oil filter)

Type: LP pump: centrifugal type HP pump: spur gear type

HP PUMP LP PUMP

MOUNTING FLANGE Indication

To start purge valve Indication

Fuel inlet LP PUMP (from aircraft fuel system)

To metering unit

HP PUMP (with pressure relief valve)

FUEL PUMPS (2B-2B1)



6.13

FUEL SYSTEM



Driven gear

ARRIEL 2B-2B1-2D


PUMP AND METERING UNIT ASSEMBLY This internal drive shaft is also connected to the drive gear of the HP fuel pump. A seal ensures the sealing between the LP fuel pump and the HP fuel pump.

Function The pump assembly supplies fuel under determined conditions of pressure and flow.

Position - In the system: before the metering unit

High pressure pump (HP) The high pressure pump is a gear type pump. It has a driven gear and a drive gear driven at a speed proportional to N1.

- On the engine: on the right side of the pump and metering unit assembly.

The drive shaft is fitted with a double lip seal and a drain system, which ensure that no fuel can leak into the accessory gearbox casing.


The high pressure pump also includes a pressure relief valve.

- Type: • LP pump: liquid ring type • HP pump: spur gear type with pressure relief valve.

Operation

Description The pump assembly includes an LP pump and an HP pump fitted with a pressure relief valve. The two pumps are mounted on a common shaft.

Low pressure pump (LP) The LP fuel pump is a liquid ring type pump. The vane assembly is fitted with internal splines connected to an internal drive shaft (shear shaft type).


Fuel from the aircraft system enters the LP pump which provides an initial pressure increase to supply the HP pump. The HP pump gives a second pressure rise and supplies the metering unit. The LP pump is capable of drawing fuel from the aircraft tank and therefore booster pumps are not necessary. During normal operation, the HP pump pressure relief valve is closed. In the event of overpressure, it opens and returns the excess fuel to the HP pump inlet.


6.14

FUEL SYSTEM



FUEL PUMPS (2D)


ARRIEL 2B-2B1-2D

Fuel outlet (to metering unit)

Fuel inlet (from aircraft fuel system)

DRIVE SHAFT (shear shaft) Drain

PRESSURE RELIEF VALVE

HP PUMP Heat exchanger

Type: LP pump: liquid ring type HP pump: spur gear type with pressure relief valve

Fuel filter To start purge valve

To metering unit

HP PUMP LP PUMP

LP PUMP Fuel inlet HP PUMP (from aircraft fuel system) (with pressure relief valve)

FUEL PUMPS (2D)



6.15

FUEL SYSTEM



LP PUMP

ARRIEL 2B-2B1-2D


FUEL FILTER (2B-2B1)

By-pass valve

Function

This valve ensures a fuel flow to the metering unit in the event of filter blockage. It is subjected on one side to filter upstream pressure and on the other side to downstream pressure plus the force of a spring.

The filter retains any particles that may be in the fuel in order to protect the metering unit components.

Position - In the system: between the LP and HP pumps - On the engine: on top of the pump and metering unit assembly.


Note: The by-pass valve is fitted inside the pump and metering unit assembly body.

Normal operation The fuel provided by the LP fuel pump enters the fuel filter and flows through the filtering element (from outside to inside).

- Type: fibreglass cartridge - By-pass valve setting: ∆P 120 kPa (17.4 PSID)

The filtering element retains particles larger than 20 microns. The fuel then flows to the HP pump.

Description The assembly comprises the housing, the filtering element, the by-pass valve, the fuel filter pre-blockage pressure switch and the fuel filter blockage indicator.

Note: Before entering the fuel filter, the fuel passes through the fuel/oil heat exchanger formed by the oil filter housing.

Filtering element It is a fibreglass cartridge with a filtering ability of 20 microns. O'ring seals ensure the sealing between the cartridge and the filter housing. The filter cover is fitted with a purge outlet union.



6.16

FUEL SYSTEM





ARRIEL 2B-2B1-2D

Fuel filter pre-blockage pressure switch Indication

BY-PASS VALVE

By-pass valve setting: ∆P 120 kPa (17.4 PSID) To start purge valve

From LP pump

To metering unit To start purge valve

FUEL FILTER


FUEL FILTER

PURGE OUTLET UNION

HP pump


Fuel filter pre-blockage pressure switch

COVER

FILTERING ELEMENT (20 micron fibreglass cartridge)

2B: Pump and metering unit assembly To start purge valve

Type: Fibreglass cartridge


FUEL FILTER (2B-2B1)



6.17

FUEL SYSTEM



FUEL FILTER

ARRIEL 2B-2B1-2D


FUEL FILTER (2D)

By-pass valve

Function

This valve ensures a fuel flow to the metering unit in the event of filter blockage. It is subjected on one side to filter upstream pressure and on the other side to downstream pressure plus the force of a spring.

The filter retains any particles that may be in the fuel in order to protect the metering unit components.

Position - In the system: between the LP and HP pumps - On the engine: on top of the pump and metering unit assembly.


Note: The by-pass valve is fitted inside the pump and metering unit assembly body.

Normal operation The fuel provided by the LP fuel pump enters the fuel filter and flows through the filtering element (from outside to inside).

- Type: fibreglass cartridge - By-pass valve setting: ∆P 150 kPa (21.7 PSID)

The filtering element retains particles larger than 20 microns. The fuel then flows to the HP pump.

Description The assembly comprises the housing, the filtering element, the by-pass valve, the fuel pressure transmitters and the fuel filter blockage indicator.

Filtering element It is a fibreglass cartridge with a filtering ability of 20 microns.

Note 1: Before entering the fuel filter, the fuel passes through the fuel/oil heat exchanger formed by the oil filter housing. Note 2: The base of the filter housing is equipped with a drain to evacuate the fuel when the filtering element is removed. It is connected to the drain of the pump and metering unit assembly’s double lip seal.

O'ring seals ensure the sealing between the cartridge and the filter housing. The filter cover is fitted with a purge outlet union.



6.18

FUEL SYSTEM





ARRIEL 2B-2B1-2D

FILTER COVER Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)


Type: Fibreglass cartridge By-pass valve setting: ∆P 150 kPa (21.7 PSID)

FUEL FILTER

Fuel pressure and temperature transmitter

Fuel filter blockage indicator Fuel pressure transmitter

FILTERING ELEMENT (20 micron fibreglass cartridge)

FUEL FILTER Fuel pressure transmitter From LP pump Fuel filter blockage indicator

BY-PASS VALVE

FILTER HOUSING

To start purge valve Fuel pressure and temperature transmitter To metering unit HP pump

FUEL FILTER (2D)



6.19

FUEL SYSTEM

ARRIEL 2B-2B1-2D


PUMP AND METERING UNIT ASSEMBLY Operation

Function

Normal operation

The fuel filter indication is provided by a pre-blockage pressure switch and a blockage indicator.

The filtering element is clean. The pressure difference on each side of the filter is lower than the blockage indicator setting: the indicator doesn't protrude (armed).

Position

Pre-blockage

- In the system: between the fuel inlet and outlet of the fuel filter - On the engine: on the pump and metering unit assembly beside the fuel filter.

Main characteristics - Pre-blockage pressure switch: • Type: differential • Cockpit indication - Blockage indicator • Type: differential, magnetic • Indication: red indicator


When the filtering unit becomes dirty, the pressure difference across the filter increases. When the pressure difference exceeds the fuel filter pressure switch setting the electrical switch closes and lights the fuel filter pre-blockage indication in the cockpit.

Blockage When the fuel filter becomes dirty, the pressure difference increases. When the pressure difference exceeds the fuel filter blockage indicator setting, it causes the by-pass valve to open and the indicator to pop out. Note: The indicator is reset, after the removal of the cover by pushing it back into its housing.


6.20

FUEL SYSTEM



FUEL FILTER INDICATION (2B-2B1)


ARRIEL 2B-2B1-2D


PRE-BLOCKAGE PRESSURE SWITCH Type: Differential pressure switch Cockpit indication

Fuel filter

O’ring seals

BLOCKAGE INDICATOR Type: Differential, magnetic

Downstream pressure

Indication: Red indicator

Fuel pressure (from LP pump) FUEL FILTER PRE-BLOCKAGE PRESSURE SWITCH

2B: Pump and metering unit assembly

Fuel filter

Red indicator (magnetic)

Upstream pressure Downstream pressure


Pre-blockage indication (cockpit)


Indication

Removable transparent cover (manual reset)

Indication

Indication

2B1: Pump and metering unit assembly Low pressure

Low pressure

Low pressure

To HP pump NORMAL OPERATION

To HP pump PRE-BLOCKAGE

To HP pump BLOCKAGE

FUEL FILTER INDICATION (2B-2B1)



6.21

FUEL SYSTEM



PRE-BLOCKAGE PRESSURE SWITCH

ARRIEL 2B-2B1-2D



Function

Pre-blockage

The fuel filter indications are provided by two fuel pressure transmitters and a blockage indicator.

The fuel filter pre-blockage monitoring is performed by two pressure transmitters which measure the fuel pressure upstream and downstream the filter. The signals are sent to the EECU to detect the pressure drop in the filter, and consequently the pre-blockage level.

Position - In the system: at the fuel filter inlet and at the fuel filter outlet - On the engine: on the pump and metering unit assembly beside the fuel filter.

Main characteristics - Fuel pressure transmitter: • Type: resistive • Connected to the EECU - Fuel pressure and temperature transmitter: • Type: resistive and platinum probe • Connected to the EECU - Blockage indicator • Type: differential, magnetic • Indication: red indicator


The EECU monitors two levels of pre-blockage: - Level 1: Maintenance - Level 2: Warning. If the pressure difference reaches the level 1, a fuel filter preblockage indication ("FUEL FILT") will flash when the engine is set to idle or shut down. If the pressure difference reaches the level 2, a fixed fuel filter pre-blockage indication ("FUEL FILT") comes on in flight, whatever the operating mode of the engine, and when the engine is shut down.

Blockage If the pressure difference reaches the threshold of the by-pass valve, the by-pass valve opens, the fuel is not filtered any more and by-passes the filter. A red visual indicator pops-up on the filter housing.


6.22

FUEL SYSTEM



FUEL FILTER INDICATION (2D)


ARRIEL 2B-2B1-2D

Fuel pressure

1

Fuel pressure

2

1


PRESSURE AND TEMPERATURE TRANSMITTER Type: Resistive and platinum probe


Connected to EECU FUEL PRESSURE AND TEMPERATURE TRANSMITTER FUEL PRESSURE TRANSMITTER

1

BLOCKAGE INDICATOR Type: Differential, magnetic

Upstream pressure Downstream pressure

Indication: Red indicator

3


Indication

Flashing indication (engine set to idle or upon shut-down)

Fixed indication (in flight and upon shut-down)

Indication

EECU

EECU

EECU

EECU

3

2

Red indicator (magnetic)

Connected to EECU

Low pressure To HP pump NORMAL OPERATION

Low pressure

Low pressure

Low pressure

To HP pump

To HP pump PRE-BLOCKAGE (Level 1)

PRE-BLOCKAGE (Level 2)

To HP pump BLOCKAGE

FUEL FILTER INDICATION (2D)



6.23

FUEL SYSTEM



2

Removable transparent cover (manual reset)

PRESSURE TRANSMITTER Type: Resistive

3

ARRIEL 2B-2B1-2D


FUEL PRESSURE AND TEMPERATURE TRANSMITTERS (2D)

Description

Function

- A resistor bridge printed on a flexible support

Each fuel pressure transmitter includes:

The fuel pressure and temperature transmitters provide signals of fuel filter upstream and downstream pressures and a fuel temperature signal to the EECU.

Position - In the system: upstream and downstream of the fuel filter - On the engine: on the filter assembly.


- A mounting flange bolted onto the filter assembly. The pressure and temperature transmitter also includes a platinum wire resistor.

Operation The EECU supplies each transmitter with a constant reference input voltage. Any change of fuel pressure causes the deformation of the support and the resistor bridge outputs to the EECU a voltage proportional to the fuel pressure. The EECU also provides the fuel temperature transmitter with a constant current, the transmitter outputs a signal proportional to the fuel temperature.

Pressure transmitter - Type: resistive - Output signal: • Electrical voltage proportional to the fuel pressure. Pressure and temperature transmitter

Indication The two pressure and temperature signals are used by the EECU: - To monitor and provide indication of fuel filter for preblockage

- Type: resistive and platinum probe - Output signals: • Electrical voltage proportional to the fuel pressure • Electrical current proportional to the fuel temperature.


- An electrical connector

- To detect and indicate the low fuel pressure in the system - To monitor a fuel overtemperature.


6.24

FUEL SYSTEM





Fuel pressure


FUEL PRESSURE TRANSMITTER Type: Resistive Output signal: Electrical voltage proportional to the fuel pressure

FUEL PRESSURE TRANSMITTER

Cockpit indication - Fuel filter pre-blockage (Level 1 and 2) - Fuel low pressure - Pump and metering unit fuel temperature FUEL PRESSURE TRANSMITTER

Fuel pressure

FUEL PRESSURE AND TEMPERATURE TRANSMITTER

FUEL PRESSURE AND TEMPERATURE TRANSMITTER Type: Resistive and platinum probe Output signals: - Electrical voltage proportional to the fuel pressure - Electrical current proportional to the fuel temperature

EECU FUEL PRESSURE AND TEMPERATURE TRANSMITTER

Electrical connector Low pressure

To HP pump

FUEL PRESSURE AND TEMPERATURE TRANSMITTERS (2D)




6.25

FUEL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


PUMP AND METERING UNIT ASSEMBLY Description

Function

The low fuel pressure switch includes:

The low fuel pressure switch detects low pressure at the HP pump intlet.

- A fuel inlet orifice

Position

- An electrical connector (connection with the instrument panel).

- In the system: upstream of the HP pump - On the engine: on the pump and metering unit assembly front face above the LP pump.

Main characteristics - Type: diaphragm

- A diaphragm and a microswitch

The low fuel pressure switch is secured by two bolts on the pump and metering unit assembly front face.

Operation Normal engine running

- Setting: 50 kPa (7.2 PSI)

In normal operation the fuel pressure is sufficient to hold the electrical contact open.

- Cockpit indication.

The warning light on the instrument panel is extinguished.

Low pressure operation If the fuel filter downstream pressure drops below the low fuel pressure switch setting, the electrical contact closes and completes the circuit to the low fuel pressure warning indication.



6.26

FUEL SYSTEM



LOW FUEL PRESSURE SWITCH (2B-2B1)

ARRIEL 2B-2B1-2D


LOW FUEL PRESSURE SWITCH

ELECTRICAL CONNECTOR LOW FUEL PRESSURE SWITCH

Type: Diaphragm Setting: 50 kPa (7.2 PSI) Indication

Cockpit indication

LOW FUEL PRESSURE SWITCH Low fuel pressure warning indication

From LP pump

Indication

HP pump

LP pump

To metering unit

LOW FUEL PRESSURE SWITCH (2B-2B1)



6.27

FUEL SYSTEM



Fuel pressure

ARRIEL 2B-2B1-2D



Function The start purge valve permits a purge of air from the fuel system before engine start.

When the aircraft starting pump is switched on, fuel is supplied to the engine. The start purge valve is open. The fuel passes through the LP pump, the filter and returns to the tank.

Position - In the system: between the filter and the return line to the fuel tank - On the engine: on the upper part of the pump and metering unit assembly.

As soon as engine start is selected: - 2B: The metering unit outlet pressure acts on the piston to close the start purge valve. - 2B1: The HP pump outlet pressure acts on the piston to close the start purge valve.

Main characteristics - Type: ball valve controlled by a piston and a spring.

Description The start purge valve includes: - A valve - A piston - A spring.



6.28

FUEL SYSTEM



START PURGE VALVE (2B-2B1)


ARRIEL 2B-2B1-2D

PISTON

Indication

Purge (to tank)

VALVE

Starting pump pressure

SPRING


Indication

START PURGE VALVE (open)

HP pump (stopped) From metering unit

START PURGE VALVE Indication

Low pressure

Indication

START PURGE VALVE (closed)

Low pressure

From metering unit

Indication

Indication

HP pump (driven)

HP pump (driven) 2B: Pump and metering unit assembly

FUEL SYSTEM PURGE (before engine start)

2B: NORMAL OPERATION

2B1: NORMAL OPERATION

START PURGE VALVE (2B-2B1)



6.29

FUEL SYSTEM



START PURGE VALVE

ARRIEL 2B-2B1-2D



Function The start purge valve permits a purge of air from the fuel system before engine start.

Position - In the system: between the filter and the return line to the fuel tank - On the engine: on the upper part of the pump and metering unit assembly.

As soon as the engine starts to rotate, the LP pump sends fuel into the system. The fuel passes through the filter and, initially, the start purge valve opens, returning the fuel to the tank. After a few seconds, the low pressure fuel supply acts on the closing piston and closes the start purge valve. Note: In association with the liquid-ring pump, this purge valve uses the low fuel pressure to allow more efficient priming of the system.

Main characteristics - Type: two pistons controlled by two springs.

Description The start purge valve includes: - A valve - Two pistons - Two springs.



6.30

FUEL SYSTEM



START PURGE VALVE (2D)


ARRIEL 2B-2B1-2D

CLOSING PISTON

START PURGE VALVE

START PURGE VALVE

Purge (to tank)



SPRINGS

OPENING PISTON START PURGE VALVE (open)

Low pressure


Low pressure

To HP pump Pump and metering unit assembly

FUEL SYSTEM PURGE

NORMAL OPERATION

START PURGE VALVE (2D)



6.31

FUEL SYSTEM

ARRIEL 2B-2B1-2D



Function

- Constant ∆P valve

The metering unit controls the fuel flow in automatic mode in response to signals from the EECU.

- Additional check valve

In the event of control system failure, it permits fuel flow control in manual mode.



METERING UNIT - GENERAL (2B)

- Automatic control system - Manual control system.

Position - In the system: downstream of the HP pump - On the engine: at the front part of the pump and metering unit assembly.

Main characteristics - Automatic control by a stepper motor driving a metering needle and a position transmitter - Manual control by a mechanical unit.



6.32

FUEL SYSTEM


Automatic control by a stepper motor driving a metering needle and a position transmitter Manual control by a mechanical unit

ADDITIONAL CHECK VALVE MANUAL CONTROL (connection with the twist grip) CONSTANT ∆P VALVE


Return to LP pump outlet Low pressure

MANUAL CONTROL

METERING NEEDLE POSITION TRANSMITTER

AUTOMATIC CONTROL

STEPPER MOTOR

HP pump

METERING UNIT - GENERAL (2B)



6.33

FUEL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D



The twist grip and manual system are in the "neutral" notch.



METERING UNIT - AUTOMATIC CONTROL SYSTEM (NORMAL OPERATION) (2B)

The metering needle position is controlled by the stepper motor. When the EECU commands a fuel flow increase or decrease the stepper motor rotates and through the rack and pinion mechanism, drives the metering needle control lever. The metering needle has a rack and pinion mechanism which drives the position transmitter which povides a metering needle position signal (XMV) to the EECU. The constant ∆P valve returns the excess fuel to the LP pump outlet and maintains a constant ∆P across the metering needle. Thus fuel flow is only a function of metering needle position, unaffected by change of ∆P. During shut-down the metering needle is moved to the closed position by the EECU. During starting, the metering needle is positioned to permit engagement of the manual control.



6.34

FUEL SYSTEM


ARRIEL 2B-2B1-2D


CONSTANT ∆P VALVE

AUTOMATIC CONTROL SYSTEM (normal operation)


Fuel return to LP pump outlet


AUTOMATIC CONTROL

Fuel inlet N

+


MANUAL CONTROL

P3

-

MANUAL CONTROL

N

METERING NEEDLE CONTROL LEVER

∆P

+ STEPPER MOTOR

+

-

CONSTANT ∆P VALVE

METERING NEEDLE

METERING NEEDLE POSITION TRANSMITTER (XMV to EECU)

Fuel inlet


METERING UNIT - AUTOMATIC CONTROL SYSTEM (NORMAL OPERATION) (2B)




6.35

FUEL SYSTEM



METERING NEEDLE

ARRIEL 2B-2B1-2D



Fuel flow increase demand The stepper motor is " frozen ". The lower part of the metering needle control lever is then fixed and acts as a pivot. When the manual control (twist grip) is moved, the acceleration controller lever engages on the metering needle control lever. The metering needle moves according to the manual control until it reaches the P3 capsule stop. This provides an instant step of fuel flow increase caused by the opening of the metering needle. Should the manual control continue to move, the metering needle control lever would temporarily declutch. The metering needle opening is afterwards controlled by the capsule compression caused by the progressive increase of the P3 air pressure.

Fuel flow decrease demand The manual control is moved in the closing direction (minus range). The metering needle control lever is pushed by the manual control. The metering needle is moved to close until it reaches the low stop. In the case of sudden manual control movement to close, the load limiter reduces the load on the metering unit assembly internal mechanism.

Manual engine shut-down The engine can be shut-down by pulling the selector from "OFFIDLE-FLIGHT" to "OFF".

Thus, the fuel flow required is obtained without surge or exceeding the limits. The accerelation ends when the P3 capsule reaches its maximum compression or when the metering needle control lever comes into contact with the manual control lever (whichever occurs first).



6.36

FUEL SYSTEM



METERING UNIT - MANUAL CONTROL SYSTEM (2B)


ARRIEL 2B-2B1-2D


CONSTANT ∆P VALVE

MANUAL CONTROL SYSTEM fuel flow increase fuel flow decrease



MICROSWITCH (neutral position signal to EECU) Fuel inlet

MANUAL CONTROL

OPENING MANUAL CONTROL + CLOSING Load limiter

N

-


ACCELERATION CONTROLLER

To fuel valves assembly P3 Low stop

N

METERING NEEDLE CONTROL LEVER

∆P

CONSTANT ∆P VALVE

METERING NEEDLE METERING NEEDLE POSITION TRANSMITTER (XMV to EECU)

Fuel inlet


METERING UNIT - MANUAL CONTROL SYSTEM (2B)




6.37

FUEL SYSTEM



METERING NEEDLE

ARRIEL 2B-2B1-2D


METERING UNIT - FORCED IDLE MODE - MIXED MODE (2B)

Mixed mode

Forced idle mode

If, during normal operation in automatic mode, the manual control is moved out of the neutral notch by the pilot:

To permit autorotation training, a microswitch (forced idle) is operated at the end of movement of the twist grip in the flow decrease direction. When this switch is made its output to the EECU causes the software to decelerate the engine to idle (67% N1). The engine no longer supplies power to the aircraft transmission and autorotation is possible. Return to normal flight power is made as soon as the twist grip is moved off the minimum stop and the microswitch opens.

- The neutral notch microswitch sends a signal to the electronic control unit - The electronic control unit outputs an indication to the cockpit. The position of the metering needle is still determined by the electronic control unit. Movements of the metering needle by the manual control are immediately compensated by the stepper motor. Note: In the event that the stepper motor reaches its mechanical stops, further movement of the manual control would be excessive and will not be compensated.



6.38

FUEL SYSTEM





CONSTANT ∆P VALVE

METERING NEEDLE


FORCED IDLE MODE MIXED MODE (flow reduction movement example)



Step 1

AUTOMATIC CONTROL

Fuel inlet

Step 2

MICROSWITCH (neutral position signal to EECU) MANUAL CONTROL

ACCELERATION CONTROLLER To fuel valves assembly

P3

1


-

MANUAL CONTROL

N FORCED IDLE MICROSWITCH

1

LOAD LIMITER

2

STEPPER MOTOR 2

2

∆P

CONSTANT ∆P VALVE

METERING NEEDLE

METERING NEEDLE POSITION TRANSMITTER (XMV to EECU)

Fuel inlet


METERING UNIT - FORCED IDLE MODE - MIXED MODE (2B)




6.39

FUEL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D



Function

- Constant ∆P valve

The metering unit controls the fuel flow in automatic mode in response to signals from the EECU.

- Automatic back-up control system

In the event of control system failure, it permits fuel flow control in automatic back-up mode.



METERING UNIT - GENERAL (2B1-2D)

- Additional check valve - Automatic control system.

Position - In the system: downstream of the HP pump - On the engine: at the front part of the pump and metering unit assembly.

Main characteristics - Automatic control by a stepper motor driving a metering needle and a position transmitter - Back-up control by an automatic unit driving a by-pass valve.



6.40

FUEL SYSTEM


Automatic control by a stepper motor driving a metering needle and a postion transmitter Manual control by a mechanical unit

METERING NEEDLE

2B1 POSITION TRANSMITTER

STEPPER MOTOR

CONSTANT ∆P VALVE ASSEMBLY



CONSTANT ∆P VALVE



Return to LP pump outlet AUTOMATIC CONTROL

Low pressure

2D STEPPER MOTOR

POSITION TRANSMITTER

Start purge valve HP pump

METERING UNIT - GENERAL (2B1-2D)



6.41

FUEL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


METERING UNIT - AUTOMATIC CONTROL SYSTEM (2B1-2D)

Forced idle mode

Normal operation

To permit autorotation training, a microswitch (forced idle) is operated at the end of movement of the twist grip to the idle position. When this switch is closed its output to the EECU causes the software to decelerate the engine to idle (67% N1).

In normal operation, the by-pass valve is closed to by-pass and fully open to metering needle supply. This is the neutral position.

The electronic control unit sends a signal to the cockpit.

The metering needle position is controlled by the stepper motor.

The engine no longer supplies power to the aircraft transmission and autorotation is possible.

When the EECU commands a fuel flow increase or decrease the stepper motor rotates and through the rack and pinion mechanism, drives the metering needle. The metering needle has a rack and pinion mechanism which drives the position transmitter which povides a metering needle position signal (XMV) to the EECU.

Return to normal flight power is made as soon as the twist grip is moved off the microswitch.

The constant ∆P valve returns the excess fuel to the LP pump outlet and maintains a constant pressure drop across the metering needle. Thus fuel flow is only a function of metering needle position, unaffected by changes of ∆P. 2D: The constant ∆P valve is double. During shut-down the metering needle is moved to the closed position by the EECU. Note: NPS: Neutral position switch



6.42

FUEL SYSTEM





ARRIEL 2B-2B1-2D


CONSTANT ∆P VALVE


Fuel return to LP pump outlet AUTOMATIC BACK-UP CONTROL FORCED IDLE MICROSWITCH

AUTOMATIC CONTROL SYSTEM

METERING NEEDLE

METERING NEEDLE DUAL STEPPER MOTOR

Fuel inlet

+

ADDITIONAL CHECK VALVE To fuel valves assembly

-

Forced idle control

BY-PASS VALVE XMV

EECU

METERING NEEDLE POSITION TRANSMITTER CONSTANT ∆P VALVE

N2

∆P

ELECTRICAL CONTROL UNIT (EBCAU) ELECTRICAL ACTUATOR AIRFRAME

ENGINE

NEUTRAL POSITION SWITCH

Fuel inlet


METERING UNIT - AUTOMATIC CONTROL SYSTEM (2B1-2D)




6.43

FUEL SYSTEM



AUTOMATIC CONTROL

ARRIEL 2B-2B1-2D



The automatic back-up control system includes an electrical control unit (EBCAU) in the aircraft and an electrical actuator fitted on the pump and metering unit assembly linked to a metering needle by-pass valve. In the unlikely event of a total EECU failure, the stepper motor will be frozen. The EBCAU will maintain N2 at 100% with the electrical actuator and the by-pass valve. If the N2 decreases, it will command the actuator to open the by-pass thus permitting an increased fuel flow in by-pass of the metering needle. If the N2 increases, the control unit will command the actuator to rotate the by-pass valve in the opposite direction. This will reduce the flow to the main metering needle without opening the by-pass.

Note 1: There is a microswitch on the actuator which provides a neutral position indication to the EECU. Note 2: The EBCAU (Engine Back-up Control Auxiliary Unit) and the electrical actuator are supplied by the aircraft manufacturer.

Automatic back-up test procedure On the EC 130, a periodic test of the automatic back-up control system must be carried out. This procedure is described in the flight manual and requires selection of "TEST" mode to test the system during a ground run. Note: The operating procedures are considered for training purposes only. Refer to the aircraft manual.

The rate of engine acceleration and deceleration is a function of the speed of movement of the actuator which is designed to avoid the possibility of surge or flame-out.



6.44

FUEL SYSTEM



METERING UNIT - AUTOMATIC BACK-UP CONTROL SYSTEM (2B1-2D)


ARRIEL 2B-2B1-2D


CONSTANT ∆P VALVE

EBCAU "Test" button

AUTOMATIC BACK-UP CONTROL SYSTEM

EBCAU TEST NFT



TEST

- ON - OFF

TRIM

AUTOMATIC BACK-UP TEST

AUTOMATIC CONTROL


2B1

METERING NEEDLE

ADDITIONAL CHECK VALVE To fuel valves assembly

DUAL STEPPER MOTOR

Fuel inlet

METERING NEEDLE POSITION TRANSMITTER

EECU

CONSTANT ∆P VALVE N2

ELECTRICAL CONTROL UNIT (EBCAU) ELECTRICAL ACTUATOR AIRFRAME

∆P

+ -

ENGINE

NEUTRAL POSITION SWITCH

Fuel inlet

BY-PASS VALVE Fuel return to LP pump outlet

METERING UNIT - AUTOMATIC BACK-UP CONTROL SYSTEM (2B1-2D)




6.45

FUEL SYSTEM



BY-PASS VALVE

ARRIEL 2B-2B1-2D


FUEL VALVES ASSEMBLY Start electro-valve

Function The fuel valves assembly distributes the fuel to the injection system.

This valve allows either fuel or air to flow to the start injectors. It is a 3-way, mono-stable valve. It consists of a solenoid which controls a double valve. The three ways are: the fuel inlet, the air inlet and the outlet to the injectors.

Stop electro-valve

Position - In the system: between the metering unit and the injection system - On the engine: on a support at the upper part of the centrifugal compressor casing.

Main characteristics - Assembly which comprises electro-valves and hydromechanical valves - Setting of the pressurising valve: 300 kPa (43.5 PSI)

This valve controls the fuel flow to the injection system. It is a bi-stable type valve and consists of a solenoid with two coils (open and close) and a two position valve.

Pressurising valve During starting this valve ensures priority of flow to the start injectors. It is a ball valve which is spring-loaded closed.

Stop purge valve The valve purges the centrifugal injection wheel during engine shut-down to prevent carbonisation of residual fuel. It is a double differential valve actuated by fuel pressure and a spring.

- Setting of the stop purge valve: 1300 kPa (188.5 PSI).

Description This assembly includes the start electro-valve, the stop electrovalve, the pressurising valve and the stop purge valve (injection wheel purge).



6.46

FUEL SYSTEM




ARRIEL 2B-2B1-2D


START ELECTRO-VALVE

STOP ELECTRO-VALVE

Fuel valves assembly: - Electro-valves - Hydromechanical valves Pressurising valve setting: 300 kPa (43.5 PSI) FUEL VALVES ASSEMBLY

PRESSURISING STOP VALVE PURGE VALVE PRESSURISING VALVE

Stop purge valve setting: 1300 kPa (188.5 PSI)

Purge (to tank) From metering unit STOP ELECTRO-VALVE

P3


START ELECTRO-VALVE


FUEL VALVES ASSEMBLY For training purposes only © Copyright - Turbomeca Training


6.47

FUEL SYSTEM




ARRIEL 2B-2B1-2D


FUEL VALVES ASSEMBLY The following phases are considered: starting, normal running and shut-down.

Shut-down - Injection wheel purge When Stop is selected: - The stop electro-valve is energised and closes

Starting When start is selected, the start electro-valve and the stop electro-valve are electrically supplied. The valves open and permit the fuel supply to the start injectors. When there is sufficient fuel pressure (300 kPa / 43.5 PSI), the pressurising valve opens and fuel flows to the centrifugal injection wheel. When the engine reaches self-sustaining speed (approx. 45% N1) the electrical supply to the start electro-valve is cut. The valve closes the fuel supply and opens the P3 air supply to ventilate the start injectors.

- The pressurising valve closes - The injection wheel is no longer supplied with fuel - The engine shuts-down - The sudden but brief pressure rise, upstream of the stop electro-valve, causes the stop purge valve to temporarily open against its spring. The residual fuel is then returned to the tank. As the fuel pressure decreases, the stop purge valve closes under the action of its spring.

Normal running In this condition the fuel is supplied to the centrifugal injection wheel and the start injectors are still ventilated with P3 air.



6.48

FUEL SYSTEM



OPERATION (2B-2B1)

ARRIEL 2B-2B1-2D

Pressurising valve

Stop electro-valve



Stop purge valve



Start electro-valve

INITIAL PHASE OF STARTING

ENGINE STOPPED

ACCELERATION UP TO SELF-SUSTAINING SPEED

P3

P3

P3

SELF-SUSTAINING SPEED, NORMAL RUNNING

P3

SHUT-DOWN - INJECTION WHEEL PURGE

OPERATION (2B-2B1)



6.49

FUEL SYSTEM

ARRIEL 2B-2B1-2D


PRESENTATION (2D)

Start electro-valve

Function The fuel valves assembly distributes the fuel to the injection system.

This valve allows fuel to flow to the start injectors. It is a 2-way, mono-stable valve and consists of a solenoid which controls a double valve. The two ways are: the fuel inlet and the fuel outlet to the start injectors.

Position

Stop electro-valve

- In the system: between the metering unit and the injection system

This valve controls the fuel flow to the injection system. It is a bi-stable type valve and consists of a solenoid with two coils (open and close) and a two position valve.

- On the engine: on a support at the upper part of the centrifugal compressor casing.

Pressurising valve


During starting this valve ensures priority of flow to the start injectors. It is a ball valve which is spring-loaded closed.

- Assembly which comprises electro-valves and hydromechanical valves

Stop purge valve

- Setting of the stop purge valve: 1300 kPa (188.5 PSI)

The valve purges the centrifugal injection wheel during engine shut-down to prevent carbonisation of residual fuel. It is a ball valve which is spring loaded closed.

- Setting of the start injectors purge valve: 40 kPa (5.8 PSI).

Start injectors purge valve

Description

This assembly includes a non-return valve and a free ball valve. It ensures the starting injectors purge by the P3 air pressure.

- Setting of the pressurising valve: 360 kPa (52.2 PSI)

This assembly includes the start electro-valve, the stop electrovalve, the pressurising valve and the stop purge valve (injection wheel purge).



6.50

FUEL SYSTEM




ARRIEL 2B-2B1-2D STOP PURGE VALVE

PRESSURISING VALVE

Fuel valves assembly: - Electro-valves - Hydromechanical valves Pressurising valve setting: 360 kPa (52.2 PSI) Stop purge valve setting: 1300 kPa (188.5 PSI)

START ELECTRO-VALVE

Start injectors purge valve setting: 40 kPa (5.8 PSI)

Stop purge valve

Stop Pressurising electro-valve valve Engine fuel inlet union

Purge (to tank) FUEL VALVES ASSEMBLY

Centrifugal wheel

START INJECTORS PURGE VALVE FUEL INJECTION SYSTEM


Start electro-valve

Start injectors Combustion chamber drain valve

START INJECTORS PURGE VALVE P3

PRESENTATION (2D)



6.51

FUEL SYSTEM



STOP ELECTRO-VALVE


ARRIEL 2B-2B1-2D


FUEL VALVES ASSEMBLY The following phases are considered: starting, normal running and shut-down.

Shut-down - Injection wheel purge When Stop is selected: - The stop electro-valve is energised and closes

Starting When start is selected, the start electro-valve and the stop electro-valve are electrically supplied. The valves open and permit the fuel supply to the start injectors. When there is sufficient fuel pressure (360 kPa / 52.2 PSI), the pressurising valve opens and fuel flows to the centrifugal injection wheel. When the engine speed reaches 61% of N1, the electrical supply to the start electro-valve is cut off. The valve closes the fuel supply to the start injectors.

- The pressurising valve closes - The injection wheel is no longer supplied with fuel - The engine shuts-down - The sudden but brief pressure rise, upstream of the stop electro-valve, causes the stop purge valve to temporarily open against its spring. The residual fuel is then returned to the tank. As the fuel pressure decreases, the stop purge valve closes under the action of its spring.

The start injectors purge valve opens to vent the start injectors with P3 air. The start purge valve opens to vent the start injectors by P3 air.

Normal running In this condition the fuel is supplied to the centrifugal injection wheel and the start injectors are still ventilated with P3 air.



6.52

FUEL SYSTEM



OPERATION (2D)


ARRIEL 2B-2B1-2D Pressurising valve

Stop electro-valve Start electro-valve



Stop purge valve


Start injectors purge valve

ACCELERATION UP TO APPROX. 61% N1

INITIAL PHASE OF STARTING

ENGINE STOPPED

P3

P3

P3

P3

APPROX. 61% N1, NORMAL RUNNING

SHUT-DOWN - INJECTION WHEEL PURGE

OPERATION (2D)



6.53

FUEL SYSTEM

ARRIEL 2B-2B1-2D


START INJECTORS - Filter - Nut

The two start injectors spray fuel into the combustion chamber during engine starting.

- Jet

Position

They are secured by two bolts onto bosses with seals and spacers to prevent leaks and adjust the depth of penetration into the combustion chamber.

- In the system: downstream of the start electro-valve - On the engine: on the upper half of the turbine casing at 2 o'clock and 10 o'clock

- Shroud.

Operation Starting

- They penetrate into the mixer unit.

During starting the injectors are supplied with fuel.

Main characteristics - Type: simple injector

The fuel is atomised and is ignited by the sparks from the igniter plugs. The flame thus produced, ignites the fuel sprayed by the centrifugal injection wheel.

- Quantity: 2

Normal running

- Ventilation: by air flow.

When the engine reaches self-sustaining speed (approx. 45%) the fuel supply to the injectors is shut off.

Main components

P3 air is then blown through the injectors to avoid carbonisation of the residual fuel.

- Injector body - Fuel inlet (threaded to receive a union) - Spacers and seals (depth adjustment)


It should be noted that ventilation is continuous during engine running. 2D: The fuel supply to the start injectors is cut off at the end of the starting sequence (approx. 61% of N1).


6.54

FUEL SYSTEM



Function


ARRIEL 2B-2B1-2D

Quantity: 2 Ventilation: By air flow

Ignition plug sparks From metering unit 2B/2B1

SPRAYING JET

INJECTOR

Fuel inlet

Start electro-valve (open)

Fuel inlet from fuel valves assembly START INJECTOR SPACERS AND SEALS SHROUD

NUT

FILTER

2B/2B1

JET Airflow direction

SUPPLY TO START INJECTORS STARTING 2D

From metering unit

Start electro-valve (in ventilation position)

START INJECTORS For training purposes only © Copyright - Turbomeca Training

2D Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)


Type: Simple injector


P3

P3

VENTILATION OF START INJECTORS NORMAL RUNNING (2B-2B1: 45% of N1; 2D: 61% of N1)

6.55

FUEL SYSTEM

ARRIEL 2B-2B1-2D


MAIN INJECTION SYSTEM

The main injection system sprays fuel into the combustion chamber to give stable and efficient combustion.

Position - In the system: downstream of the fuel valves assembly - On the engine: inside the combustion chamber. The injection wheel is mounted between the centrifugal compressor and the turbine shaft.

The restrictor is used to increase the union upstream pressure thus to improve the pump and metering unit assembly ∆P valve operation. The leak test plug helps to check the internal sealing of the union (there should not be any leak).

Internal supply pipe This pipe connects the inlet union to the fuel distributor.

Centrifugal injection assembly

- Radial fuel supply.

This assembly consists of a stationary distributor and an injection wheel. The distributor is drilled with holes which deliver the fuel to the wheel. The injection wheel, mounted between the compressor and the turbine shaft, is drilled with holes which form the fuel spraying jets. Sealing between the distributor and the wheel is achieved by pressurised labyrinth seals.

Description

Operation

The main injection system comprises the combustion chamber fuel inlet union, the internal supply pipe and the centrifugal injection assembly.

As the centrifugal injection wheel is rotating at high speed (N1) the fuel is centrifuged out through the radial holes and is sprayed between the two swirl plates.

Combustion chamber fuel inlet union

It should be noted that the injection pressure is supplied by the centrifugal force and therefore the fuel system does not require very high pressures.

Main characteristics - Type: centrifugal injection

The union ensures transfer of the fuel from the external pipe to the internal supply pipe. Fitted at the lower right front face of the compressor casing, it has a restrictor and a leak test plug.


The injection wheel fuel chamber is sealed by pressurised labyrinth seals. There is a small air flow into the fuel chamber. During shut-down the fuel remaining in the system is purged via the fuel valves assembly.


6.56

FUEL SYSTEM



Function


ARRIEL 2B-2B1-2D

Radial fuel supply

From metering unit

CENTRIFUGAL WHEEL CENTRIFUGAL INJECTION WHEEL (with spraying jets)

Pressurising valve

Fuel spraying into the combustion chamber

COMBUSTION CHAMBER FUEL INLET UNION

DISTRIBUTOR INTERNAL SUPPLY PIPE DISTRIBUTOR COMBUSTION CHAMBER FUEL INLET UNION

Fuel inlet Restrictor

O'ring seals

Leak test Copper seal plug

COMBUSTION CHAMBER FUEL INLET UNION

MAIN INJECTION SYSTEM For training purposes only © Copyright - Turbomeca Training

INTERNAL SUPPLY PIPE


6.57

FUEL SYSTEM



Type: Centrifugal injection

ARRIEL 2B-2B1-2D


Function

Operation

The valve drains overboard any unburnt fuel remaining in the combustion chamber.

The valve has two positions: open and closed.

Position

When the engine is not running and at the beginning of start, the valve is held open by the action of the spring.

- On the engine: at the bottom of the turbine casing.

"Open" position

- Type: piston valve

Any unburnt fuel in the combustion chamber will drain through the valve overboard to the drain system. This ensures that no fuel accumulates in the combustion chamber which could cause starting problems (e.g.: overtemperature).

- Setting: closing threshold as a function of N1 and P0.

"Closed" position

Description

As the engine starts the P3 combustion chamber pressure increases. This pressure is felt on the upper surface of the valve which moves down to close the drain.


The drain valve includes the following components: - A copper seal

The valve closes during starting when the P3 pressure reaches a given threshold as a function of N1 and P0.

- A piston valve held open by a spring - An outlet union which connects to the drain system.



6.58

FUEL SYSTEM



COMBUSTION CHAMBER DRAIN VALVE


SPRING (keeping the valve open)

COPPER SEAL

PISTON VALVE

Type: Piston valve COMBUSTION CHAMBER DRAIN VALVE

Setting: Closing threshold as a function of N1 and P0


OUTLET UNION Unburnt fuel

Valve open

DRAIN VALVE

Turbine casing

Valve closed

To drain system "OPEN" POSITION

COMBUSTION CHAMBER DRAIN VALVE For training purposes only © Copyright - Turbomeca Training


P3 air pressure

"CLOSED" POSITION

6.59

FUEL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


FUEL SYSTEM - OPERATION (2B-2B1) - The LP and HP pumps do not operate and there is no pressure in the system - The constant ∆P valve is closed

2B: At each power-up, after the initialization phase, the metering needle is positioned to permit the engagement of the manual control should this be necessary. The closing coil of the stop electro-valve is energised. 2B1: At each power-up, after the initialization phase, the metering needle is set to a "basic" fuel flow position in order to ensure a correct ignition in combustion chamber and the closing coil of the stop electro-valve is energised.

- The stop electro-valve is closed - The pressurising valve is closed - The additional check valve is closed - The start purge valve is closed - The stop purge valve is closed - The start electro-valve is in the ventilation position (no electrical supply) - The combustion chamber drain valve is open.



6.60

FUEL SYSTEM



PRE-START


ARRIEL 2B-2B1-2D

PRESSURISING STOP VALVE ELECTRO-VALVE (closed) (closed)

ADDITIONAL CHECK VALVE (closed) CONSTANT ∆P VALVE (closed)

Indication

START ELECTRO-VALVE (in ventilation position)

Indication

LP PUMP (stopped)

HP PUMP (stopped)


COMBUSTION CHAMBER DRAIN VALVE (open)

Restrictor

PRE-START

FUEL SYSTEM - OPERATION (2B-2B1) For training purposes only © Copyright - Turbomeca Training


6.61

FUEL SYSTEM



STOP PURGE VALVE (closed)

ARRIEL 2B-2B1-2D


FUEL SYSTEM - OPERATION (2B-2B1) Before starting, the starting pump is switched on. The low pressure fuel flows through the LP pump and filter, and is returned to the tank through the start purge valve.



FUEL SYSTEM PURGE

This purge must be carried out before each start, for 15 to 20 sec.



6.62

FUEL SYSTEM


ARRIEL 2B-2B1-2D STARTING PUMP PRESSURE



Restrictor

Indication

Purge (to tank) LP PUMP (stopped) Indication

Fuel inlet (starting pump pressure)

HP PUMP (stopped)


FUEL SYSTEM PURGE



6.63

FUEL SYSTEM

ARRIEL 2B-2B1-2D


FUEL SYSTEM - OPERATION (2B-2B1) When start is selected, the start accessories are electrically supplied. The stop electro-valve opens and the start electrovalve moves to its "fuel supply" position.

Note: The combustion chamber drain valve closes during starting when the pressure reaches a given threshold as a function of N1 and P0. Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)


STARTING

The pumps are driven at a speed proportional to N1. The fuel flow is metered by the metering unit according to control laws determined by the Engine Electronic Control Unit. The additional check valve ensures the operation of the constant ∆P valve when the HP pump pressure is very low. It increases the HP fuel pressure during starting, particularly at altitude. The start purge valve is closed by the metering unit outlet pressure. The constant ∆P valve operates and returns the excess fuel to the LP pump outlet. The pressurising valve permits the supply to the start injectors first, and then to the centrifugal wheel. At the end of starting, the start accessories are de-energised. The start electro valve closes and allows the ventilation of the start injectors by P3 air. The gas generator rotation speed is stabilised at a controlled value.



6.64

FUEL SYSTEM


ARRIEL 2B-2B1-2D

PRESSURISING VALVE (open)

STARTING PUMP PRESSURE HIGH PRESSURE



LOW PRESSURE

CENTRIFUGAL WHEEL (supplied)

ADDITIONAL CHECK VALVE (open)

METERED FUEL Restrictor

CONSTANT ∆P VALVE (in control)

Indication

LP PUMP (driven) Indication

Fuel inlet

HP PUMP (driven)

STOP START ELECTRO-VALVE INJECTORS (electrically supplied) (supplied)


START ELECTRO-VALVE ("fuel supply" position)

STARTING



6.65

FUEL SYSTEM

ARRIEL 2B-2B1-2D


FUEL SYSTEM - OPERATION (2B-2B1)

Normal running



NORMAL RUNNING - BACK-UP CONTROL

The required fuel flow is metered by the metering needle. The metering needle position is determined by the Engine Electronic Control Unit. The HP pump always supplies more fuel than the engine requires. The excess fuel returns to the LP pump outlet through the constant ∆P valve. The start injectors are continuously ventilated by P3 air circulation.

Back-up control 2B: The manual control provides a back-up control of the fuel flow. 2B1: In the unlikely event of a total automatic control system failure, a back-up control system will ensure the correct fuel flow.



6.66

FUEL SYSTEM


ARRIEL 2B-2B1-2D LP PUMP SUCTION LOW PRESSURE HIGH PRESSURE

CENTRIFUGAL WHEEL (supplied) Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)



2B1: AUTOMATIC BACK-UP CONTROL In the event of a control system failure, an automatic back-up control system will ensure the correct fuel flow.

METERED FUEL P3 AIR Restrictor CONSTANT ∆P VALVE (in control)

P3

Indication

START INJECTORS (ventilated)

Indication

START ELECTRO-VALVE (ventilation position) 2B: MANUAL CONTROL

Fuel inlet

The manual control provides a back-up control of the fuel flow in case of a control system failure.




6.67

FUEL SYSTEM

ARRIEL 2B-2B1-2D


FUEL SYSTEM - OPERATION (2B-2B1) The engine stop selection electrically supplies the stop electrovalve to close. The fuel pressure drops, the pressurising valve closes. The fuel supply to the injection wheel is cut and the engine stops.



SHUT-DOWN

The stop purge valve opens briefly to drain the fuel from the injection line to the tank. The EECU controls the closing of the stepper motor. Note: The electrical signal to the stepper motor is delayed in order to detect a failure to close of the stop electrovalve.



6.68

FUEL SYSTEM

ARRIEL 2B-2B1-2D

Training Notes 1st line maintenance course STOP PURGE VALVE (open)

STOP PRESSURISING ELECTRO-VALVE VALVE (electrically supplied) (closed)

Momentary purge (to tank) P3

P3

Indication

P3

Combustion chamber drain valve (open)

Indication

The electrical signal to the stepper motor is delayed in order to detect a failure to close of the stop electro-valve.

To drain collector

SHUT-DOWN



6.69

FUEL SYSTEM



Restrictor

ARRIEL 2B-2B1-2D


FUEL SYSTEM - OPERATION (2D) - The LP and HP pumps do not operate and there is no pressure in the system

Note: At each power-up, after the initialization phase, the metering needle is set to a "basic" fuel flow position in order to ensure a correct ignition in combustion chamber.

- The constant ∆P valve assembly is closed - The stop electro-valve is closed - The pressurising valve is closed - The additional check valve is closed - The start purge valve is closed - The stop purge valve is closed - The start electro-valve is closed - The start injectors purge valve is closed - The combustion chamber drain valve is open.



6.70

FUEL SYSTEM



PRE-START


ARRIEL 2B-2B1-2D

CONSTANT ∆P VALVE ASSEMBLY (closed)

PRESSURISING STOP VALVE ELECTRO-VALVE (closed) (closed) Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)


STOP PURGE VALVE (closed) ADDITIONAL CHECK VALVE (closed)

START ELECTRO-VALVE (closed)

LP PUMP (stopped)

HP PUMP (stopped)


START INJECTORS PURGE VALVE (closed) COMBUSTION CHAMBER DRAIN VALVE (open) Restrictor

PRE-START

FUEL SYSTEM - OPERATION (2D) For training purposes only © Copyright - Turbomeca Training


6.71

FUEL SYSTEM

ARRIEL 2B-2B1-2D


FUEL SYSTEM - OPERATION (2D) As soon as the engine starts to rotate, the LP pump sends fuel into the system.



FUEL SYSTEM PURGE

The fuel passes through the filter and, initially, the start purge valve opens, returning the fuel to the tank. After a few seconds, the low pressure fuel supply acts on the close piston and closes the start purge valve. Note: Compared to the ARRIEL 2B-2B1 engine variants, the closing of the start purge valve is controlled by low fuel pressure. This device improves self-priming of the fuel system.



6.72

FUEL SYSTEM


ARRIEL 2B-2B1-2D LP PUMP SUCTION Restrictor



LOW PRESSURE

Purge (to tank)

Fuel inlet

LP PUMP

HP PUMP


FUEL SYSTEM PURGE



6.73

FUEL SYSTEM

ARRIEL 2B-2B1-2D


FUEL SYSTEM - OPERATION (2D) When start is selected, the start accessories are electrically supplied. The stop electro-valve and start electro-valve open. The pumps are driven at a speed proportional to N1.

The gas generator rotation speed is stabilised at a controlled value. Note: The combustion chamber drain valve closes during starting when the pressure reaches a given threshold as a function of N1 and P0.

The fuel flow is metered by the metering unit according to control laws determined by the Engine Electronic Control Unit. The additional check valve ensures the operation of the constant ∆P valve when the HP pump pressure is very low. It increases the HP fuel pressure during starting, particularly at altitude. The constant ∆P valve operates and returns the excess fuel to the LP pump outlet. If the main ∆P valve fails, the auxiliary ∆P operates. The pressurising valve permits the supply to the start injectors first, and then to the centrifugal wheel. When N1 > 30% and T4.5 > 400°C, the electrical supply to the ignition system is cut off, so the system no longer produces sparks. Above 61% of N1, the electrical supply to the starter and start electro-valve is cut off. The start electro-valve closes and cuts off the fuel supply to the start injectors. The P3 air pressure opens the start injectors purge valve and allows the ventilation of the start injectors by P3 air.



6.74

FUEL SYSTEM



STARTING


ARRIEL 2B-2B1-2D

STOP PURGE VALVE (closed)

LP PUMP SUCTION HIGH PRESSURE METERED FUEL CONSTANT ∆P VALVE ASSEMBLY (in control)

Restrictor



START ELECTRO-VALVE (electrically supplied)

START INJECTORS PURGE VALVE (open)

Fuel inlet

LP PUMP (driven)

HP PUMP (driven)


START INJECTORS (supplied)

COMBUSTION CHAMBER DRAIN VALVE (closed)

STARTING



6.75

FUEL SYSTEM



LOW PRESSURE

PRESSURISING STOP VALVE ELECTRO-VALVE (open) (electrically supplied)

ARRIEL 2B-2B1-2D


FUEL SYSTEM - OPERATION (2D)

Normal running




The required fuel flow is metered by the metering needle. The metering needle position is determined by the Engine Electronic Control Unit. The HP pump always supplies more fuel than the engine requires. The excess fuel returns to the LP pump outlet through the constant ∆P valve. The start injectors are continuously ventilated by P3 air circulation.

Back-up control In the event of a control system failure, an automatic back-up control system will ensure the correct fuel flow.



6.76

FUEL SYSTEM


ARRIEL 2B-2B1-2D

HIGH PRESSURE METERED FUEL CONSTANT ∆P VALVE ASSEMBLY (in control)

Restrictor

In the event of a control system failure, an automatic back-up control system will ensure the correct fuel flow.


START ELECTRO-VALVE (closed)

START INJECTORS PURGE VALVE (in ventilation position)

Fuel inlet

LP PUMP (driven)


P3

START INJECTORS (ventilated)

HP PUMP (driven)


FUEL SYSTEM - OPERATION (2D)



6.77

FUEL SYSTEM



LOW PRESSURE

P3 AIR



LP PUMP SUCTION

ARRIEL 2B-2B1-2D


FUEL SYSTEM - OPERATION (2D) The engine stop selection electrically supplies the stop electrovalve to close. The fuel pressure drops, the pressurising valve closes. The fuel supply to the injection wheel is cut and the engine stops.



SHUT-DOWN

The stop purge valve opens briefly to drain the fuel from the injection line to the tank. The EECU controls the closing of the stepper motor. Note: The electrical signal to the stepper motor is delayed in order to detect a failure to close of the stop electrovalve.



6.78

FUEL SYSTEM

ARRIEL 2B-2B1-2D

Training Notes 1st line maintenance course PRESSURISING STOP VALVE ELECTRO-VALVE (closed) (electrically supplied) Momentary purge (to tank) P3

P3

START INJECTORS PURGE VALVE (in ventilation position)

The electrical signal to the stepper motor is delayed in order to detect a failure to close of the stop electro-valve.

P3

COMBUSTION CHAMBER DRAIN VALVE (open)

To drain collector

SHUT-DOWN



6.79

FUEL SYSTEM



Restrictor

ARRIEL 2B-2B1-2D


EXTERNAL FUEL PIPES

The fuel pipes ensure the circulation of fuel between the components of the system.



Function

Main characteristics - Type of pipes: rigid, stainless steel - Type of unions: standard.

Main pipes - Fuel inlet from aircraft fuel system to LP pump (aircraft manufacturer's supply) - From LP pump to oil filter (heat exchanger) - From oil filter to fuel filter - From pump and metering unit assembly to fuel valves assembly - From valve assembly to start injectors (x 2) - From fuel valves assembly and pump and metering unit assembly to tank (injection wheel and start purge valve) - From fuel valves assembly to injection wheel - From fuel pump drive drain to drain collector. For training purposes only © Copyright - Turbomeca Training


6.80

FUEL SYSTEM


ARRIEL 2B-2B1-2D

FUEL VALVES ASSEMBLY / LEFT START INJECTOR

OIL FILTER / FUEL FILTER

2B/2B1 Indication

Indication

2D FUEL VALVES ASSEMBLY / RIGHT START INJECTOR

FUEL VALVES ASSEMBLY / INJECTION WHEEL START PURGE OUTLET

Drain collector

COMBUSTION CHAMBER DRAIN

PUMP AND METERING UNIT ASSEMBLY / FUEL VALVES ASSEMBLY Type of pipes: Rigid, stainless steel Type of unions: Standard

Fuel inlet

FUEL VALVES ASSEMBLY / PUMP AND METERING UNIT ASSEMBLY / FUEL TANK (injection wheel and start purge valve)


EXTERNAL FUEL PIPES For training purposes only © Copyright - Turbomeca Training


FUEL PUMP DRIVE DRAIN / DRAIN COLLECTOR

6.81

FUEL SYSTEM



LP PUMP / OIL FILTER (heat exchanger)

ARRIEL 2B-2B1-2D


FUEL SYSTEM - 1ST LINE MAINTENANCE PREVENTIVE MAINTENANCE (2B-2B1) Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)







6.82

FUEL SYSTEM





ARRIEL 2B-2B1-2D



AFTER 15 FLIGHT HOURS OR 7 DAYS - Check the oil system • Check the visual blockage indicator of the fuel filter

- Injection wheel • Permeability inspection - Pump and metering unit assembly • Replacement - Pre-blockage pressure switch of the fuel filter • Test - Low pressure switch • Tests - Turbine casing drain valve • Tests - Fuel system purge line components • Check

Chap. 72 Chap. 73 Chap. 73 Chap. 73 Chap. 71 Chap. 72

RECOMMENDED MAINTENANCE TASKS - Fuel filtering element • Replacement


- Fuel valves assembly • Tightening check - Turbine casing drain valve • Check and inspection - Pump and metering unit assembly • Inspection - Jet union • Test

Chap. 73 Chap. 70 Chap. 71 Chap. 73 Chap. 72


FUEL SYSTEM - 1ST LINE MAINTENANCE For training purposes only © Copyright - Turbomeca Training


6.83

FUEL SYSTEM




ARRIEL 2B-2B1-2D


FUEL SYSTEM - 1ST LINE MAINTENANCE PREVENTIVE MAINTENANCE (2D) Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)







6.84

FUEL SYSTEM





ARRIEL 2B-2B1-2D

REQUIRED MAINTENANCE TASKS - Turbine casing drain valve • Tests - Injection wheel • Permeability inspection

MANDATORY MAINTENANCE TASKS - Start injector purge valve of adjusted assembly • Check

Chap. 73

- Constant ∆P valve • Inspection (including membrane replacement and functional test of auxiliary valve) Note: Remove HMU and send it back to a Turbomeca-approved Repair Centre

Chap. 73

- Module 03 • Checking of fluids discharged during injection wheel bleeding and checking of fluids discharged in tank fuel return pipe - Fuel pressure transmitter • Functional test - Fuel pressure and temperature transmitter • Functional test - Fuel filtering element • Replacement

Chap. 71 Chap. 72






6.85

FUEL SYSTEM




ARRIEL 2B-2B1-2D


FUEL SYSTEM - 1ST LINE MAINTENANCE List of maintenance tasks to be carried out when required (in the event of an operating anomaly).







6.86

FUEL SYSTEM


ARRIEL 2B-2B1-2D

CORRECTIVE MAINTENANCE - Start injectors and igniter plugs • Adjustment

Chap. 72

- Fuel system • Procedure in case of external leak

Chap. 73

- Fuel valves assembly • Removal / installation • Inspection • Tests

Chap. 73

- Start electro-valve • Removal / Installation • Sealing test

Chap. 73

- Stop electro-valve • Removal / installation

Chap. 73

- Tubes and the unions of the fuel system • Removal / installation

Chap. 73

- Pump and metering unit assembly • Removal / installation • Inspection • Tests

Chap. 73

- Pump and metering unit assembly • Start purge supply tube • Replacement of the seal • Fuel filtering element • Fuel filter visual blockage indicator • Fuel filter pre-blockage pressure switch • Low fuel pressure switch

Chap. 73

- 2B-2B1: Pump and metering unit assembly • Fuel filter pre-blockage pressure switch • Low fuel pressure switch

Chap. 73





6.87

FUEL SYSTEM






ARRIEL 2B-2B1-2D




7 - CONTROL SYSTEM - Control system presentation ............................................................... 7.2 - Engine Electronic Control Unit (73-21-00) .......................................... 7.10 - Control system - Operation .................................................................. 7.14 - Control system - Indication and monitoring ...................................... 7.30 - Control system - General operation .................................................... 7.40 - Control system - 1st line maintenance ............................................... 7.42 - 7.51



7.1

CONTROL SYSTEM

ARRIEL 2B-2B1-2D


CONTROL SYSTEM PRESENTATION Main components

Functions

- Engine Electronic Control Unit (EECU)

The system is designed to adapt the engine to the aircraft power requirements whilst remaining within defined limits.

- Engine (engine and systems)

The main functions are:



GENERAL

- Aircraft: various systems (control, indication, supply).

- Starting - Speed control - Various limits - System monitoring and failure management - Maintenance aid.

Main characteristics - 2B: Single channel, digital, electronic control system - 2B1-2D: Dual channel, digital, electronic control system - Redundant electrical supply (from the aircraft and from the engine alternator).



7.2

CONTROL SYSTEM


ARRIEL 2B-2B1-2D

2B: Single channel, digital, electronic control system



MAIN CHARACTERISTICS

2B1-2D: Dual channel, digital, electronic control system AIRCRAFT (various systems)

ENGINE ELECTRONIC CONTROL UNIT (EECU)

- Redundant electrical supply (from the aircraft and from the engine alternator)

MAIN FUNCTIONS - Starting - Speed control - Various limits - System monitoring and failure management ENGINE (engine and systems)

- Maintenance aid

GENERAL

CONTROL SYSTEM PRESENTATION For training purposes only © Copyright - Turbomeca Training


7.3

CONTROL SYSTEM

ARRIEL 2B-2B1-2D


CONTROL SYSTEM PRESENTATION The complete system includes aircraft components, engine components and the EECU.

Aircraft components - Switches, buttons, etc. (logic and analog signals) - Indicators, warning lights, etc. - EECU power supply - Start and stop selection logic.

Engine components - Hydromechanical components: • LP pump • Fuel filter • HP pump • Metering unit (with manual control) • Check valve • Start injection • Main injection system


- Electrical components: • Control system sensors • Indication system sensors • Dedicated alternator • Bleed valve position microswitch • Forced idle microswitch • Metering needle position transmitter • Stop electro-valve • Start electro-valve • Neutral position switch (NPS) • Ignition unit • Starter.



DESCRIPTION (2B)

Engine Electronic Control Unit (EECU) Computer which controls and monitors the engine. - Digital, single channel - Mounted in the aircraft - Serial data link with the aircraft.


7.4

CONTROL SYSTEM


ARRIEL 2B-2B1-2D

Fuel inlet

LP PUMP

Start

Stop

Start accessory control

ENGINE FUEL FILTER

HP PUMP

Manual control neutral position switch

CONTROL SENSORS

ALTERNATOR SUPPLY

Forced idle

INDICATION SENSORS

Metering needle feedback

Firewall

A/C START AND STOP LOGIC

EECU

Metering needle control

AIRCRAFT

A/C 28 VDC SUPPLY

Low fuel pressure indication

Filter pre-blockage indication

A/C CONTROLS AND INSTRUMENTS

BLEED VALVE

IGNITION UNIT

STOP ELECTROVALVE

METERING UNIT

PRESSURISING VALVE

STARTER

Main injection

PUMP - METERING UNIT ASSEMBLY MANUAL CONTROL (AIRCRAFT)

P3


START ELECTRO-VALVE

Start injection

P3

DESCRIPTION (2B)



7.5

CONTROL SYSTEM



Stop

ARRIEL 2B-2B1-2D


CONTROL SYSTEM PRESENTATION The complete system includes aircraft components, engine components and the EECU.

Aircraft components - Control components (logic and analog signals) - Monitoring components (indicators, warning lights, ...) - EECU power supply - Start and stop selection logic - Engine Back up Control Auxiliary Unit (EBCAU).

Engine components - Hydromechanical components: • LP pump • Fuel filter • HP pump • Metering unit (with automatic back-up) • Check valve • Start injection • Main injection system


- Electrical components: • Control sensors • Indication sensors • Forced idle microswitch • Bleed valve position microswitch • Dedicated alternator • Metering needle position transmitter • Stepper motor • Stop electro-valve • Start electro-valve • Neutral position switch (NPS) • Electrical actuator • Ignition unit • Starter.

Engine Electronic Control Unit (EECU) Computer which controls and monitors the engine. - Digital, dual channel - Mounted in the aircraft - Serial data link with the aircraft. Note: 2D: This engine comprises an engine data recorder EDR (Engine Data Recorder) provided with an Ethernet port.


7.6

CONTROL SYSTEM



DESCRIPTION 1 (2B1-2D)


ARRIEL 2B-2B1-2D

INDICATION SENSORS

A/C START AND STOP LOGIC

Start

CHANNEL B

Stop

Start control

CHANNEL A

2D: Filter status

Firewall

A/C 28 VDC SUPPLY

EECU

EBCAU

2D: EDR

E N G I N E

2B-2B1: Low fuel pressure indication

2B-2B1: Fuel filter pre-blockage indication

Ethernet

A I R C R A F T

A/C CONTROLS AND INSTRUMENTS

BLEED VALVE

CONTROL SENSORS

IGNITION UNIT

STARTER

ALTERNATOR A B POSITION TRANSMITTER

Fuel inlet

STEPPER MOTOR LP PUMP

FUEL FILTER

HP PUMP

A

B

METERING NEEDLE ELECTRICAL ACTUATOR

PUMP - METERING UNIT ASSEMBLY

STOP ELECTROVALVE

PRESSURISING VALVE

Main injection

NPS FUEL VALVES ASSEMBLY

Forced idle

START ELECTRO-VALVE

Start injection

P3




7.7

CONTROL SYSTEM



Stop

ARRIEL 2B-2B1-2D


CONTROL SYSTEM PRESENTATION The EECU has two independent channels A and B. Both channels have the same software.

Channel selection

Analog inputs

2B1: A channel selector in the EECU will select which channel will control the engine depending on the signals it receives from the two channels. The normal channel is A. If it fails, the system switches automatically to channel B.

The two channels receive the following analog inputs: P3, T4.5, position transmitter signal, Torque, 2B-2B1: N2 trim, P0, T0, collective pitch and conformation resistances Torque and T4.5.

2D: At each EECU power-up, a channel selector in the EECU switches channels automatically. If the selected channel fails, the system switches automatically to the other channel.

The inputs are shared between the two channels. The N1 and N2 inputs are independent for each channel.

If both channels are unable to control the engine, the dual stepper motor is frozen and the EBCAU automatically controls the engine fuel flow.

There is a data link between the two channels. This configuration ensures that if all the acquisitions on one channel fail the acquisitions of the other channel are sufficient to control the engine safely. 2D: There is one T4.5 measurement per channel. There is no T4.5 direct to the instrument panel.

Discrete inputs and outputs The discrete inputs are received and shared by the two channels and the discrete outputs are controlled by the selected channel. The resources of each channel receive their power supply from the corresponding channel. The shared resources receive their power supply from both channels.



7.8

CONTROL SYSTEM




ARRIEL 2B-2B1-2D


EECU POWER SUPPLY CHANNEL A

ANALOG INPUTS CHANNEL A

SPEED MEASUREMENT N1, N2

STEPPER MOTOR A

CHANNEL A

DISCRETE INPUTS

INTER CHANNEL DATA LINK

CHANNEL SELECTION LOGIC

DISCRETE OUTPUTS

STEPPER MOTOR B

CHANNEL B ANALOG INPUTS CHANNEL B

2D: T4.5 MEASUREMENT

POWER SUPPLY CHANNEL B

Engine Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)


2D: T4.5 MEASUREMENT

SPEED MEASUREMENT N1, N2




7.9

CONTROL SYSTEM

ARRIEL 2B-2B1-2D


ENGINE ELECTRONIC CONTROL UNIT Main components

Function

- Electrical connectors

The EECU controls and monitors the engine operation.

- Mounting pads.



GENERAL

Position - The EECU is installed in a helicopter compartment.

Main characteristics - 2B: Single channel, digital, electronic - 2B1-2D: Dual channel, digital, electronic - Electrical supply: 28 V, redundant.



7.10

CONTROL SYSTEM


(2B1-2D)

(2B OR 2B1-2D)

ENGINE ELECTRONIC CONTROL UNIT (EECU) Type: 2B: Digital, electronic, single channel 2B1-2D: Digital, electronic, dual channel Electrical supply: 28 V; redundant Mounting pad (x 4)

ELECTRICAL CONNECTORS

GENERAL

ENGINE ELECTRONIC CONTROL UNIT For training purposes only © Copyright - Turbomeca Training


7.11

CONTROL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


ENGINE ELECTRONIC CONTROL UNIT

From the aircraft

- Forced idle - Rotor collective pitch (XCP) - Ambient air temperature T0 - Ambient air pressure P0 - Serial link (ARINC 429) - Sand filter active - 2B: • Manual/Auto • "OFF-IDLE-FLIGHT" • N2 Trim (XTL) - 2B1: NFT, XTL - 2B1-2D: • Automatic/Back-up • "On - Off" - 2D: XPA (pedal position).

From the engine

- Metering needle position (XMV) - Bleed valve position - P3 air pressure - Torque - Torque conformation - N1 speed - N2 speed


- - - -

T4.5 temperature T4.5 conformation 2B: Neutral notch position (twist grip) 2B1-2D: Electrical actuator neutral notch position.

Power supply

- Aircraft 28 VDC supply bus bar - Engine alternator.

To the aircraft

- Start accessory relay - Max. N1 and N1 to calculate ΔN1 (FLI) - Torque indication - Failure lights (Major failure, Minor failure, Minor anomaly) - Serial links - Bleed valve position - XCP (collective pitch position) - 2B: Twist grip out of neutral position - 2B1-2D: • Neutral position return • EBCAU enable - 2B1: XTL (pedal position) - 2D: XPA (pedal position).

To the engine

- Fuel metering needle - P3 pressure transmitter (power supply) - Metering needle postion (XMV).


7.12

CONTROL SYSTEM



EECU INPUTS AND OUTPUTS


ARRIEL 2B-2B1-2D

ALTERNATOR A (2B1-2D) ALTERNATOR B (2B1-2D)

AIRCRAFT SUPPLY

-

Forced idle Rotor collective pitch (XCP) Ambient air temperature T0 Ambient air pressure P0 Serial link (ARINC 429) Sand filter active 2B: • Manual/Auto • "STOP-IDLE-FLIGHT" • N2 Trim (XTL) - 2B1: NFT, XTL - 2B1-2D: • Automatic/Back-up • "On - Off" - 2D: XPA (pedal position)

-

ENGINE

ALTERNATOR (2B)

EECU

Start accessory relay Max. N1 and N1 to calculate ∆N1 (FLI) Torque indication Failure lights (Major failure, Minor failure, Minor anomaly) Serial links Bleed valve position XCP (collective pitch position) 2B: Twist grip out of neutral position 2B1-2D: Neutral position return EBCAU enable 2B1: XTL (pedal position) 2D: XPA (pedal position)

-

Metering needle position (XMV) Bleed valve position P3 air pressure Torque Torque conformation N1 speed N2 speed T4.5 T4.5 conformation 2B: Neutral notch position (twist grip) 2B1-2D: Electrical actuator neutral notch position

- Metering needle position (XMV) - Fuel metering needle - P3 pressure transmitter (power supply)

EECU INPUTS AND OUTPUTS

ENGINE ELECTRONIC CONTROL UNIT For training purposes only © Copyright - Turbomeca Training


7.13

CONTROL SYSTEM



28V DC CIRCUIT

ARRIEL 2B-2B1-2D


MAIN FUNCTIONS

2B1-2D: Automatic back-up control

The control system ensures the following functions: starting, speed control, 2B: manual control, 2B1-2D: automatic back-up control, monitoring and maintenance aid.

This function permits automatic fuel control as a function of N2, by-passing the main metering needle, in the event of a major failure.

Starting

Monitoring

This function guarantees a quick and safe start under all operating conditions:

This function ensures engine monitoring, failure management and maintenance aid.

- Sequential control

Maintenance aid

- Control of the fuel flow required to start.

The EECU permanently records and memorises the parameters and engine events. They can be transmitted to the displays and indicators in the cockpit, for maintenance aid purposes.

Speed control This function maintains the aircraft rotor rotation speed constant (almost constant) in all operating conditions. It also protects the engine with various limitations: rotation speeds, acceleration, deceleration, fuel flow…

2B: Manual control This function permits manual engine control in the event of failure of the automatic control system.



7.14

CONTROL SYSTEM



CONTROL SYSTEM - OPERATION

ARRIEL 2B-2B1-2D

MAINTENANCE AID

2B: MANUAL CONTROL

- Sequential control - Fuel flow control

CONTROL SYSTEM

2B1-2D: AUTOMATIC BACK-UP CONTROL SPEED CONTROL - N2 rotation speed - Engine protection

MONITORING

MAIN FUNCTIONS

CONTROL SYSTEM - OPERATION For training purposes only © Copyright - Turbomeca Training


7.15

CONTROL SYSTEM



STARTING


ARRIEL 2B-2B1-2D


CONTROL SYSTEM - OPERATION Adaptation to requirements

Installation configuration The gas generator supplies power to the power turbine which is connected to the helicopter main rotor.

Installation requirements - Aircraft rotor speed (NR) almost constant in all operating conditions (because of the rotor efficiency) whatever the load applied - Max. torque limitation (imposed by the mechanical transmission and the helicopter main gearbox) - Power turbine rotation speed (N2) within given limits (in fact almost constant, as it is connected to the rotor)

The control system ensures the engine adaptation to the requirements by metering the fuel flow WF sprayed into the combustion chamber. Thus, the gas generator adapts automatically to the requirements (N1 demand) to maintain the power turbine rotation speed N2 constant whilst keeping all the other parameters within determined limits. This adaptation is illustrated by: - The diagram W/N1, N2 which illustrates the power W, the max. TRQ and the rotation speeds N1 and N2 - The diagram N1/N2 which illustrates the N1/N2 relation curve.

- Limitation of the gas generator rotation speed N1: • Max. N1 • Min. N1 (to avoid engine flame-out and critical speeds) - 2D: T4.5 limitation (engine thermal protection) - Protection against surge, flame-out, overtemperature ...



7.16

CONTROL SYSTEM



CONTROL


ARRIEL 2B-2B1-2D

N1

W

N2 .T

RQ

x Ma

Max. N1 N1 isospeeds

W Torque engine TRQ

TET

Min. N1

WF

N2

Control system

N1 Max.

Nominal N2

REQUIREMENTS - NR - N2 - Max. torque - N1 - 2D: T4.5 - Protection

Operating range Min. N2

INSTALLATION CONFIGURATION AND REQUIREMENTS

ADAPTATION TO REQUIREMENTS

CONTROL



7.17

CONTROL SYSTEM



NR

ARRIEL 2B-2B1-2D


CONTROL SYSTEM - OPERATION The basic datum is modified by the N2 controller after comparing the difference between a datum (the nominal NR) and the measured N2.

Speed control loop

Thus the N2, and therefore the NR are maintained constant without static droop.

The speed control loop comprises essentially: - An anticipator

Operating principle

- A N2 speed controller (power turbine) - An N1 datum limiter (max. and min. N1, acceleration) - An N1 controller (gas turbine generator) - A fuel flow limiter (WF)

The N1 controller treats the difference between the N1 datum and the actual N1. It converts the difference into a fuel flow datum WF.

- A fuel flow controller (fuel metering needle control).

N1/N2 relation and static droop In this type of control system the position of the helicopter collective pitch lever, which represents the power required, determines the basic N1 datum. This function, which is called the anticipator, permits an initial adaptation of the gas generator speed to balance the power supplied by the engine with the power required by the helicopter. Furthermore the anticipator supplies an instant signal of a load variation, which reduces the detection time and provides a rapid reaction of the control system. However, this first reaction is not sufficient, as the power required depends on other factors.


The N1 datum is then limited in order to assure certain functions such as rating stops, acceleration and deceleration control.

The fuel flow limiter then modifies this datum in order to assure certain protection functions such as surge, flame-out and overtorque protections. Finally the fuel flow datum is treated to give a signal to the metering unit which determines the actual fuel flow injected into the combustion chamber, which determines the operation of the gas generator, particularly the rotation speed N1, and thus the power supplied to the power turbine in order to maintain the N2 constant without static droop.


7.18

CONTROL SYSTEM



SPEED CONTROL - GENERAL


ARRIEL 2B-2B1-2D

NR N2 Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)


N1

XMV* Metering unit WF* WF limiter WF* N1 speed

N1 controller N1* N1 limiter N1* N1* N1* Anticipator

N2 controller

N2 speed

N2* Collective pitch

SPEED CONTROL - GENERAL



7.19

CONTROL SYSTEM

ARRIEL 2B-2B1-2D


Idle


When starting is completed, the rotation speed stabilises at idle which is 67 - 68% (function of T0).

This function includes the starting sequence, the starting fuel flow control, idling, the transition from idle to flight and relight in flight.

Transition from idle to flight

Starting sequence

2B1: This is effected by turning the twist grip to the "FLIGHT" position. This transition is prohibited until a given increase of N2 has been registered. During the transition, the torque and N2 acceleration are limited. The transition is completed when the system enters into nominal speed control. The control loop comprises the N2 control which elaborates an N1 datum, and the N1 control which elaborates a fuel flow datum WF*.

The system ensures the cranking (starter), ignition (ignition unit) and the fuel supply. 2B: Start is selected using the "OFF-IDLE-FLIGHT selector. 2B1: Start is selected using an "ON-OFF" selector and a twist grip.

Starting fuel flow control During starting, the fuel flow WF is metered so as to provide a rapid start without overtemperature. To this end, the fuel flow is controlled according to different laws: - Basic flow law for ignition - Starting flow law for acceleration - T4.5 or flow correction law to prevent overtemperature - T4.5 surveillance laws: automatic engine shut-down if T4.5 does not exceed 100°C (212°F) before 27% N1, as well as an automatic engine shut-down for a T4.5 (according to the EECU software version) equal to or higher than 865°C (1589°F).


2B: This is effected by moving the "OFF-IDLE-FLIGHT" selector from "IDLE" to "FLIGHT".

In-flight relight

The sequence is identical to a ground start, but only permitted below 17% N1. The engine can be started by moving the selector from "OFF" to "FLIGHT" (2B) or from "OFF" to "ON" (2B1). In this case the engine will start and accelerate to 100% N2 without stabilisation at idle. The electrical supply to the ignition system and starting accessories is cut off when N1 > 45%.


7.20

CONTROL SYSTEM



STARTING (2B-2B1)


ARRIEL 2B-2B1-2D

OFF -

STARTING FUEL FLOW CONTROL LAWS

- AR

IDLE -

- RAL

FLT -

1 2 3 4

- VOL

Flight (N2 100%)

2B

IDLE

- OFF

Idle

Approx. 67

2B1

FLIGHT Speed control datum

Self-sustaining speed

45

Note:

Starting fuel flow Flow datum selection Flow limitation

Cranking Ignition Fuel supply

0

Basic flow Starting T4.5 correction T4.5 surveillance

Starting

- ON

Controlled acceleration from Idle to Flight

-



N1 (%)

time

The engine can be started by moving the selector from "OFF" to "FLIGHT" (2B) or from "OFF" to "ON" (2B1). In this case the engine will start and accelerate to 100% N2 without stabilisation at idle.

Metering needle control Metering needle

STARTING (2B-2B1)



7.21

CONTROL SYSTEM

ARRIEL 2B-2B1-2D


CONTROL SYSTEM - OPERATION This function includes the starting sequence, the starting fuel flow control, idling, the transition from idle to flight and relight in flight.

Starting sequence The system ensures the cranking (starter), ignition (ignition unit) and the fuel supply. Start is selected using an "ON-OFF" selector and a twist grip. If the first attempt at engine ignition fails, the EECU will interrupt the start sequence, let the N1 speed decrease below a given threshold, and then automatically launch one single new start sequence without the pilot having to switch the main selector to "STOP". In other circumstances (second start failure, in-flight flame-out, pilot or EECU-interrupted start sequence), the main selector has to be switched back to "OFF", then to "ON" again in order to restart the engine.

Starting fuel flow control During starting, the fuel flow WF is metered so as to provide a rapid start without overtemperature. To this end, the fuel flow is controlled according to different laws: - Basic flow law for ignition - Starting flow law for acceleration - T4.5 or flow correction law to prevent overtemperature


- T4.5 surveillance laws: automatic engine shut-down if T4.5 does not exceed 100°C (212°F) before 27% N1, as well as an automatic engine shut-down for a T4.5 (according to the EECU software version) equal to or higher than 840°C (1544°F).

Idle

When starting is completed, the rotation speed stabilises at idle which is 67 - 68% (function of T0).

Transition from idle to flight

This is effected by turning the twist grip to the "FLIGHT" position. This transition is prohibited until a given increase of N2 has been registered. During the transition, the torque and N2 acceleration are limited. The transition is completed when the system enters into nominal speed control. The control loop comprises the N2 control which elaborates an N1 datum, and the N1 control which elaborates a fuel flow datum WF*.

In-flight relight

The sequence is identical to a ground start, but only permitted below 17% N1. The engine can be started by moving the selector from "OFF" to "ON". In this case the engine will start and accelerate to 100% N2 without stabilisation at idle. The electrical supply to the ignition system is cut off when N1 > 30% and T4.5 > 400°C. The electrical supply to the starter and start electro-valve is cut off when N1 > 61%.


7.22

CONTROL SYSTEM



STARTING (2D)


ARRIEL 2B-2B1-2D

STARTING FUEL FLOW CONTROL LAWS Flight (N2 100%)

1 2 3 4

IDLE

-



N1 (%)

Basic flow Starting T4.5 correction T4.5 surveillance

FLIGHT Starting Controlled acceleration from Idle to Flight

Idle

Approx. 67

- OFF

61

Speed control datum

30

0

Flow datum selection Flow limitation

Cranking Ignition Fuel supply

Note:

Starting fuel flow

- ON

time

The engine can be started by moving the selector from from "OFF" to "ON". In this case the engine will start and accelerate to 100% N2 without stabilisation at idle.

Metering needle control Metering needle

STARTING (2D)



7.23

CONTROL SYSTEM

ARRIEL 2B-2B1-2D


SPEED CONTROL

Anticipation

The speed control loop comprises N2 control, anticipation, N2 datum selection, limitations and N1 control.

Load variations are anticipated by a signal from a potentiometer linked to the collective pitch lever. This signal is called XCP.

N2 control

N1 datum selection

The controller matches the N2 to a datum.

This stage chooses the N1* datum as a function of the control mode, that is: N1* Idle or N1* datum.

2B: The N2* datum is elaborated as a function of a signal XTL. This signal comes from a potentiometer in the cockpit which permits servicing adjustment of N2.

N1 limiter

2B1: The N2* datum is elaborated as a function of a signal XTL (rudder position), P0 and NFT. The NFT signal comes from an adjuster in the cockpit which permits servicing adjustment of N2, during certain maintenance tasks.

To reduce noise at low altitude and obtain good performance in all types of flight, the NR (N2*) speed is modified according to P0 and XTL.

2D: The pedal position signal (XPA) is sent to the EECU which forwards it to the VEMD. The VEMD computes the N2* datum and sends it back to the EECU. 2D: The NFT function is automatically ensured by the EECU.


The N1* datum is limited to assure the limitation of max. and min. N1, acceleration and deceleration. The minimum N1 is limited to prevent engine flame-out.

N1 control The N1 controller treats the difference between the N1* datum and the actual N1 and elaborates the necessary fuel flow datum WF*.

Fuel flow limitation The fuel flow datum WF* coming from the N1 controller is passed to a flow limiter which prevents surge, overtorque, 2D: T4.5 limitation and flame-out. It elaborates a metering needle position datum which is transmitted to the metering needle control stage.


7.24

CONTROL SYSTEM





ARRIEL 2B-2B1-2D

XTL

2B: N2 control N2

P0 XTL NFT N2 from* avionics

2B1: N2 control

Idle N1 datum elaboration

T0

N2 2D: N2 control

Idle N1* datum N1* N1*

VEMD

Max. and min. N1 Acceleration Deceleration

N1 datum selection

N1*

N1 limitation

N1 N1*

N1 control

WF*

N1*

Datum selection WF*

XPA

Fuel flow limitation

Anticipation

XMV* XPA

XPC


- Transient overtorque - Surge - Flame-out - 2D: T4.5 limitation

XMV

Metering needle

SPEED CONTROL



7.25

CONTROL SYSTEM



N2

ARRIEL 2B-2B1-2D


CONTROL SYSTEM - OPERATION Note 1: In manual control training mode, it is possible to return to automatic mode at any time. However, it is recommended to do so from a stable condition.

Manual mode This mode permits manual control of the engine in the event of complete failure of the automatic control system. It also designed to allow training in manual mode by simulating a complete failure of the automatic control system.

Note 2: The engine can be shut down by moving the "OFFIDLE-FLIGHT" selector to "OFF". Note 3: The aircraft's mains electrical power should be switched on before moving the twist grip.

Transition to manual mode If the automatic control system fails, it automatically switches to manual mode. Manual mode training is selected using a Manual/Automatic selector.

Note 4: Refer to the Flight Manual for the procedures to be followed.

Functional description The twist grip in the cockpit is mechanically connected to the pump and metering unit assembly. It has a neutral position (automatic flow control), a flow-increase range and a flow-reduction range. It allows engine acceleration without surge and engine deceleration without flame-out.



7.26

CONTROL SYSTEM



MANUAL MODE - MANUAL MODE TRAINING (2B)


ARRIEL 2B-2B1-2D

Twist grip

EECU

MANUAL MODE TRAINING

- MAN

- MAN

- AUTO

- AUTO

GOV

Twist grip

EECU

TWT GRP

CONTROL

MANUAL MODE - MANUAL MODE TRAINING (2B)




7.27

CONTROL SYSTEM



MANUAL MODE

ARRIEL 2B-2B1-2D


CONTROL SYSTEM - OPERATION The principle of limitations is based on one limit parameter: the gas generator rotation speed (N1 or Ng). This speed is therefore the essential piloting parameter. The other parameters (T4.5, N2, torque) are kept within given limits by the control system.

Torque limitation The pilot is also responsible for compliance with the torque limitations. The torque stop is a function of the N2 signal. As a safety measure, the EECU calculates a max. fuel flow limit to prevent overtorque on the MGB

2D: T4.5 limitation

Max. N1 limitation The maximum N1 is limited automatically, in the following manner: There is no automatic limitation of the MTOP rating which is controlled by the pilot. However a stop prevents any exceedance of the max. N1 (function of P0, T0).

The T4.5 limitation is an engine thermal limitation as the N1 limitation. The T4.5 stop is constant. Note: The engine fuel flow demand (and therefore the power) is automatically limited to the lowest of the 3 stops (N1, TRQ, T4.5).

If the sand filter is active, the electronic control unit derates the N1 limits; the EECU also takes into account the sand filter active signal for the power check calculation. Max. continuous power is also controlled by the pilot.



7.28

CONTROL SYSTEM



PRINCIPLE OF LIMITATIONS


N1

T4.5

Max. N1

INDICATION

EECU max. stop MTOP (f P0, T0)

TRQ EECU

N2

MCP (f P0, T0)

FUEL FLOW CONTROL


MAX. N1 LIMITATION

time




7.29

CONTROL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


CONTROL SYSTEM - INDICATION AND MONITORING

Engine power check It is possible to carry out an engine power check.

The system ensures the indication of engine parameters, performance indication, cycle counting, rating exceedance time counting, fault indication and maintenance aid.

In stabilised conditions a power check is selected while the necessary parameters are being transmitted to the EECU (P0, T0, configuration).

Indication of N1, N2, T4.5 is provided direct from the engine to the cockpit, to allow engine monitoring in the event of total electronic failure and to check that the EECU is maintaining the engine within limits.

The EECU verifies the stability of the parameters and calculates the engine power and compares it with the mini guaranteed power. It records the result and transmits it to the aircraft: date, hours run, configuration, N1, N2 , P0, T0, Max. torque guaranteed, calculated T4.5, difference in torque and T4.5, validity of test.

These indications are independent of the electronic control.

Bleed valve monitoring

Engine parameter indication

Note: 2D: T4.5 and N1 indications are supplied by the EECU.

Torque indication The EECU receives the torque signal and the conformation signal from the engine and outputs the conformed torque to the cockpit indicator.

2D: T4.5 indication

The EECU elaborates a T4.5 indication signal as a function of the actual T4.5 the T4.5 conformation sent by the EDR.

EECU counting functions The EECU counts and records in memory the N1 and N2 cycles, the EECU and engine hours ran. This information can be accessed via the cockpit indication system. 2D: The system comprises a creep-damage counter. All these counters can be read from the EDR.

∆N1 indication The system outputs the N1 and N1 MTOP to the cockpit indicator.


The EECU monitors the operation of the bleed valve. If the bleed valve does not operate at the correct RPM , the EECU will output a fault message "Bleed valve failure".

Failure detection and maintenance aid The EECU includes software for failure detection and maintenance aid. These functions are explained in the following pages.


7.30

CONTROL SYSTEM



GENERAL


ARRIEL 2B-2B1-2D

N1 SPEED INDICATION

2B/2B1

T4.5 GAS TEMPERATURE INDICATION

2B/2B1



N2 SPEED INDICATION

2D 2D EECU

2D

2D

N1 ACTUAL T4.5 T4.5 CONFORMATION

2D

2D: EDR

ENGINE PARAMETER INDICATION (independent from the control system)

Torque calculation

2D: T4.5 calculation

N1 MTOP calculation

2D: Creepdamage counter

EECU hours counting

Failure detection and indication Bleed valve monitoring

Engine power check

Maintenance aid

A I R C R A F T

Cycle counting

GENERAL

CONTROL SYSTEM - INDICATION AND MONITORING For training purposes only © Copyright - Turbomeca Training


7.31

CONTROL SYSTEM

ARRIEL 2B-2B1-2D


FAILURE TOLERANCE - FAILURE INDICATION (2B)

Failure indication

Failure tolerance

- Level 3 - Major failure: manual mode reversion

If a failure affects a nominal law the system uses a back-up law. The essential functions (N1 and N2 control, acceleration and deceleration control) remain ensured. In the event of a failure affecting a main law and the back-up law the system declares itself unable to control the engine and the engine must be controlled manually.

There are three levels of indication:

- Level 2 - Minor failure: response time may be affected but the essential control functions are ensured - Level 1 - Minor anomaly: loss of redundancy with no effect on engine performance. There are two lights in the cockpit to indicate these failures, a GOV red and GOV amber: - A GOV (Red) indicates a total failure of the control system - A GOV (Amber) indicates degraded operation of the control system. This light also indicates a minor anomaly by flashing when the "OFF-IDLE-FLIGHT" selector leaves the "FLIGHT" position.



7.32

CONTROL SYSTEM





Control system failure

Consequences

Failures affecting a main control law and the back-up law: major failure - level 3 Failures affecting a main control law: minor failure - level 2 Failures not affecting a main control law: minor anomaly - level 1

GOV

GOV Red Major failure - Level 3 (manual mode reversion)

GOV

GOV Amber Minor failure - Level 2 (response time may be affected but the essential control functions are ensured)

GOV

GOV Flashing amber when the "OFF-IDLE-FLIGHT" selector leaves the "FLIGHT" position Minor anomaly - Level 1 (no effect on engine performance)

Failure detection and indication

Manual control GOV Use of a back-up law

GOV The system remains on the main control law

GOV

FAILURE INDICATION

FAILURE TOLERANCE

FAILURE TOLERANCE - FAILURE INDICATION (2B)



7.33

CONTROL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


FAILURE TOLERANCE - FAILURE INDICATION (2B12D)

Failure indication There are three levels of indication:

Failure tolerance

- Level 3 - Major failure: stepper motor frozen

In the event of a failure the system automatically reconfigures itself, without losing the essential functions, i. e. N1 and N2 control, acceleration and deceleration control. For these functions the software has recovery laws which it will use if a main control input becomes invalid.

- Level 2 - Minor failure: response time may be affected but the essential control functions are ensured

In normal operation, channel A is the prefered channel. The system will only change to channel B if channel A has a major failure:

There are two lights in the cockpit to indicate these failures, a GOV red and GOV amber:

- If a minor anomaly affects channel A, the system remains on channel A - If a failure affects a main control law on channel A, it will use a recovery law. - If a failure or failures affect a main control law and its recovery law, the system changes automatically to channel B - If a failure or failures affect a main control law and the recovery law of both channels, the system freezes the stepper motor automatically and enables the back-up system.


- Level 1 - Minor anomaly (redundancy failure): no effect on engine operation.

- The GOV red indicates a major failure - The GOV amber indicates a minor failure. This light also indicates a minor anomaly (redundancy failure) by flashing when the twist grip leaves the "FLIGHT" position. 2B1: The control system will always be on channel A, which can receive information from channel B, unless an internal malfunction of channel A causes a major failure. 2D: At each power-up, the EECU switches channels automatically.


7.34

CONTROL SYSTEM





ARRIEL 2B-2B1-2D

Channel A

A: Failure level 1

A: Failure level 2

A: Failure level 3

Ch. in control: A EECU: No failure GOV: None

Ch. in control: A EECU: Redun. failure GOV: Flashing amber

Ch. in control: A EECU: Minor failure GOV: Amber

Ch. in control: B EECU: Redun. failure GOV: Flashing amber

B: Failure level 1




Ch. in control: B EECU: Redun. failure GOV: Flashing amber

B: Failure level 2




Ch. in control: B EECU: Minor failure GOV: Amber

B: Failure level 3




Ch. in control: None EECU: Total failure GOV: Red

Channel B

B: No failure

A: No failure

FAILURE INDICATION

Fault Detection and Indication

2B1: The control system will always be on channel A, which can receive information from channel B, unless an internal malfunction of channel A causes a major failure.

Channel A 2D: At each power-up, the EECU switches channels.

Channel B

GOV

GOV Red Major failure - Level 3 (Stepper motor frozen)

GOV

GOV Amber Minor failure - Level 2 (response time may be affected but the essential control functions are ensured)

GOV

GOV Flashing amber when the twist grip leaves the "FLIGHT" position Minor anomaly (redundancy failure) Level 1 (no effect on engine performance)

FAILURE TOLERANCE - FAILURE INDICATION (2B1-2D)



7.35

CONTROL SYSTEM



FAILURE TOLERANCE

ARRIEL 2B-2B1-2D


CONTROL SYSTEM - INDICATION AND MONITORING For each input signal, the EECU has a set of criteria with which it can decide if the signal is valid. The table on the following page shows the logic used by the EECU in the event of an invalid signal. It also shows the associated failure level, the CWP indication and the VEMD indication where applicable.



FAILURE TOLERANCE TABLES (EXAMPLE)

Note 1: CWP: Central Warning Panel

VEMD: Vehicle and Engine Multifunction Display (indication and message screen).

Note 2: The codes listed in the following page are given for instruction purposes only. In all cases, refer to the Maintenance Manual for the reasons of the failure alarm, for the meaning of failure codes and for the corrective action.



7.36

CONTROL SYSTEM


Example of codes for instruction purposes only. In all cases, refer to the Maintenance Manual.

Input

Effect on EECU operation

Level

CWP

VEMD Message

N2B

Use of N2C

1

GOV

FAIL 2 - xxxx

N2C

Use of N2B

1

GOV

FAIL 2 - xxxx

N2B and N2C

Stepper motor frozen

3

GOV

FAIL 2 - xxxx

Max. fuel flow reduced; Acceleration law adapted

2

GOV

FAIL 1 - xxxx

P3

Comments

In normal operation EECU uses N2B - 2B: Manual control - 2B1-2D: EBCAU

Degraded operation

FAILURE TOLERANCE TABLES (EXAMPLE)



7.37

CONTROL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


MAINTENANCE AID AND DATA EXCHANGE WITH THE AIRCRAFT

Data exchange with the aircraft The EECU exchanges data with the aircraft by means of a serial data link ARINC 429.

Maintenance aid

It can transmit:

The system ensures the following functions:

- The indications of torque, N1 MTOP, bleed valve position

- Failure detection

- The value of EECU inputs and outputs

- Failure isolation and identification of the component affected

- The counters contents

- Writing of a failure report containing information such as failure type, location

- The failure reports. It can receive:

- Transmission of the failure report to the aircraft system

- The pressure P0 and temperature T0

- Recording in the memory of the last 32 failure reports.

- The request for a performance check and read-out of results - The request to read the cycle, hour and limit exceedance counters - The request for a failure report - Reset of cycle counting. Two types of messages can be considered: - Standard messages which are continuously transmitted - Maintenance messages which are supplied on demand.



7.38

CONTROL SYSTEM




ARRIEL 2B-2B1-2D


- Failure detection - Identification of the component affected - Writing of a failure report such as failure type, location - Recording in the memory of the last 32 failure reports



MAINTENANCE AID Transmission of the report to the aircraft system

MAINTENANCE AID

Indications: torque, N1 MTOP, bleed valve position Value of EECU inputs and outputs A R I N C

CONTROL SYSTEM

4 2 9

Counters contents Failure reports P0 and T0 Request for engine power check and read-out of results Request for cycle, hour and limit exceedance counters Request for failure report Reset of cycle counting

DATA EXCHANGE WITH THE AIRCRAFT

MAINTENANCE AID AND DATA EXCHANGE WITH THE AIRCRAFT




7.39

CONTROL SYSTEM

ARRIEL 2B-2B1-2D


CONTROL SYSTEM - GENERAL OPERATION

This part mentions in a general way the main functional electronic blocks.

Monitoring - Engine power check - N1 MTOP calculation

Note: 2B1-2D: both channels can perform all of these operations.

- 2D: T4.5 calculation

Control mode determination

- TRQ calculation

Starting

- Cycle counting

N2 datum selection

- EECU hours counting

N2 speed control Anticipation N1 datum selection Limitations (N1, TRQ, 2D: T4.5…)



FUNCTIONS PERFORMED BY THE ELECTRONIC CONTROL SYSTEM

- 2D: Creep-damage counter - Failure detection and indication - Bleed valve monitoring - Maintenance aid.

N1 speed control Flow datum selection Flow limitation Metering needle control.



7.40

CONTROL SYSTEM

ARRIEL 2B-2B1-2D


N2 datum selection

N1 datum selection

N2 speed control

Limitations

Starting

N1 speed control

Anticipation

Flow limitation

TRQ calculation

2D: T4.5 calculation

N1 MTOP calculation

2D: Creepdamage counter

EECU hours counting

Fault detection and management

Flow datum selection

Engine power check

Bleed valve monitoring Maintenance aid


A I R C R A F T

Note: 2B1-2D: both channels can perform all of these operations.

Cycle counting

FUNCTIONS PERFORMED BY THE ELECTRONIC CONTROL SYSTEM

CONTROL SYSTEM - GENERAL OPERATION



7.41

CONTROL SYSTEM



Determination of control mode

ARRIEL 2B-2B1-2D


CONTROL SYSTEM - 1ST LINE MAINTENANCE Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.








7.42

CONTROL SYSTEM





ARRIEL 2B-2B1-2D



AFTER 15 FLIGHT HOURS OR 7 DAYS - In the engine log book, record the total number of C1 and C2 cycles - Make sure that the automatic cycle counting is correct - Record in the engine logbook the accumulation of flying hours

- Cycle counting • Tests

Chap. 73

REQUIRED MAINTENANCE TASKS - EECU failure message • Tests - Functional test in manuel mode - Functional test in mixed mode - Engine health - Check

Chap. 73 Helicopter documentation Helicopter documentation Helicopter documentation



CONTROL SYSTEM - 1ST LINE MAINTENANCE For training purposes only © Copyright - Turbomeca Training


7.43

CONTROL SYSTEM




ARRIEL 2B-2B1-2D


CONTROL SYSTEM - 1ST LINE MAINTENANCE Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.








7.44

CONTROL SYSTEM





ARRIEL 2B-2B1-2D



BETWEEN TWO FLIGHTS MANDATORY - If the automatic counting is not available, record in the engine logbook the number of C1 and C2 cycles

- Engine power check Helicopter documentation Note: Check also P0/T0 (engine/aircraft) consistency

AFTER 15 FLIGHT HOURS OR 7 DAYS MANDATORY - In the engine log book, record the total number of C1 and C2 cycles - Make sure that the automatic cycle counting is correct REQUIRED - Record the values from the creep-damage counter in the engine logbook - Record in the engine logbook the accumulation of flying hours

- Auxiliary mode functional test

Helicopter documentation





7.45

CONTROL SYSTEM




ARRIEL 2B-2B1-2D


CONTROL SYSTEM - 1ST LINE MAINTENANCE Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)


CORRECTIVE MAINTENANCE List of maintenance tasks to be carried out when required (in the event of an operating anomaly). Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.



7.46

CONTROL SYSTEM

ARRIEL 2B-2B1-2D





- EECU • Removal / Installation • Check • Check of information transmitted on ARINC 429 serial link • Tests (using the automatic cycle counting function) • Tests (using the failure message function)

Chap. 73





7.47

CONTROL SYSTEM

ARRIEL 2B-2B1-2D


- Reading of the helicopter serial link: to read / save the data exchanged in real time between the EECU and the helicopter over the ARINC 429 link

CORRECTIVE MAINTENANCE - EECU MAINTENANCE (2B-2B1)

Function

Maintenance operations on EECUs allow the data stored in its memory areas to be processed.

Context

- Technical occurrences (failures or abnormal behaviour) - Resetting of counters

Equipment required

The equipment required to perform these maintenance tasks is described in chapter 73-21-00 of the Maintenance Manual: - Laptop PC which has been equipped and configured by Turbomeca authorised personnel - Communication interface (PCMCIA cards or Ethernet unit or CAN Card) - Laptop PC-to-EECU connection cable - Maintenance software.

Professional prerequisites

- Must have followed the 1st line maintenance course for the engine concerned - Must have knowledge of the helicopter interface concerned.

Maintenance tasks

The maintenance tools allow the following tasks to be performed:


- Reading of the technical occurrences: to obtain an overview of the failures detected by the EECU. The last 32 occurrences are saved - Reading of the failure contexts: to obtain more information in order to facilitate the understanding of the last 8 occurrences - Reading of the counters - 2B1 equipped with a FADEC B EECU: Use of the workshop mode: to allow the technical occurrences and failure contexts to be read on both channels of the EECU - 2B1 equipped with an EMC 101 ECCU: Use of the CAN link: to allow the technical occurrences and failure contexts to be read on both channels of the EECU.

Procedure for processing the EECU data - While referring to the Maintenance Manual, connect the PC to the EECU using the appropriate tooling and then read and/or save the data stored in the EECU's memories, - Send this data to the Turbomeca Field Representative for your zone. The data is then viewed to judge its validity. It also allows the occurrence which took place at the customer's site to be confirmed. If the complexity of the occurrence warrants in-depth processing, the data is then sent to Turbomeca's specialist personnel.


7.48

CONTROL SYSTEM



CONTROL SYSTEM - 1ST LINE MAINTENANCE


Processing the data with the maintenance tools developed by Turbomeca allows Turbomeca to help orient the customer's troubleshooting. It also allows for greater autonomy in terms of updating the counters after equipment has been replaced. Context: - Technical occurrences - Resetting of counters

If complex occurrence, processing of data by Turbomeca specialist personnel "Confirmation of occurrence + help with troubleshooting" Sending of data to Field Rep. for your zone for validitation and confirmation of occurrence

Turbomeca connection cable PC equipped with software and configured by Turbomeca

MAINTENANCE TASKS XXXXXX XXX

-

Xxxxxxxxxx xx xxxxxxx

MAINTENANCE MANUAL

Technician (prerequisites: 1st line course for engine concerned)

Reading of the helicopter serial link Reading of the technical occurrences Reading of the failure contexts Reading of the counters Reading of technical occurrences and failure contexts: • 2B1 + FADEC B EECU: Workshop mode • 2B1 + EMC 101 ECCU: Use of the CAN link

CORRECTIVE MAINTENANCE - EECU MAINTENANCE (2B-2B1)




7.49

CONTROL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


CORRECTIVE MAINTENANCE - EDR MAINTENANCE (2D)

- Updating of the data: counters, conformation values and engine configurations - Clearing of the maintenance flags

Function

- Reading of the FADEC D standard EECU through the EDR and the CAN link: to read, in real time, the data sent by the EECU through the EDR and the CAN link

Context

- Launching of triggered tests: to test the logic inputs and outputs, as well as the activation of the start electro-valve and the high-energy ignition unit.

Maintenance operations on the EDR allow the data stored in its memory areas to be processed. - Technical occurrences (failures or abnormal behaviour) - Resetting of counters - Updating of the maintenance flag.

Equipment required

The equipment required to perform these maintenance tasks is described in chapter 73-21-00 of the Maintenance Manual: - Laptop PC with Windows XP - Standard RJ45 cable - Maintenance software.

Professional prerequisites

- Must have followed the 1st line maintenance course for the engine concerned - Must have knowledge of the helicopter interface concerned.

Maintenance tasks

The maintenance kit allows, among others, the following tasks to be performed: - Reading of the maintenance data: to read / save the counters, failure flags, limits, engine power checks, continuous recordings and failure contexts


Procedure for processing the data - While referring to the Maintenance Manual, connect the PC to the EDR using a standard RJ45 cable and then read and/ or save the data stored in the EDR’s memories - Send this data to the Turbomeca Field Representative for your zone. The data is then viewed to judge its validity. It also allows the occurrence which took place at the customer’s site to be confirmed. If the complexity of the occurrence warrants in-depth processing, the data is then sent to Turbomeca’s specialist personnel. Note: Processing the data with the maintenance kit developed by Turbomeca allows Turbomeca to help orient the customer’s troubleshooting. It also allows for greater autonomy in terms of updating counters after equipment has been replaced.


7.50

CONTROL SYSTEM





Processing the data with the maintenance tools developed by Turbomeca allows Turbomeca to help orient the customer's troubleshooting. It also allows for greater autonomy in terms of updating counters after equipment has been replaced. Context: - Technical occurrences - Resetting of counters - Updating of the maintenance flag

If complex occurrence, processing of data by Turbomeca specialist personnel "Confirmation of occurrence + help with troubleshooting" Sending of data to Field Rep. for your zone for validation and confirmation of occurrence

Standard RJ45 cable

EDR

PC with Windows XP

MAINTENANCE TASKS

XXXXXX XXX

-

Xxxxxxxxxx xx xxxxxxx

MAINTENANCE MANUAL

Technician (prerequisites: 1st line course for engine concerned)

Reading of the maintenance data Updating of the data Clearing of the maintenance flags Reading of the FADEC D standard EECU through the EDR and the CAN - Launching of triggered tests

CORRECTIVE MAINTENANCE - EDR MAINTENANCE (2D)



7.51

CONTROL SYSTEM



ARRIEL 2B-2B1-2D




8 - MEASUREMENT AND INDICATING SYSTEMS



ARRIEL 2B-2B1-2D

- Measurement and indicating systems presentation (77-00-00) ........ 8.2 - Speed measurement and indicating system (77-00-00) .................... 8.4

- T4.5 measurement and indicating system (77-00-00) ........................ 8.14 - Torque measurement and indicating system (77-00-00) ................... 8.18 - 2D: EDR - Engine Data Recorder ......................................................... 8.22 - Miscellaneous indications ................................................................... 8.24 - Measurement and indicating systems - 1st line maintenance ......... 8.32 - 8.35



8.1

MEASUREMENT AND INDICATING SYSTEMS

ARRIEL 2B-2B1-2D


Functions The measurement and indicating system provides the following functions:

Miscellaneous measurement and indicating systems - N1 gas generator rotation speed - N2 power turbine rotation speed

- It allows to check that the engine is operating within determined limits

- Turbine gas temperature (T4.5)

- It signals failures or abnormal changes of parameters

- Engine torque

- It permits the checking of certain operating phases.

- Lubrication system - Miscellaneous (indicating lights and monitoring).

Note: In fact, there are operating parameters (e.g. N1 and torque) and monitoring parameters (e.g. N2, T4.5, oil temperature and pressure).


Note: Refer to the various systems for the description and operation.


8.2




MEASUREMENT AND INDICATING SYSTEMS PRESENTATION


FUNCTIONS



ARRIEL 2B-2B1-2D

- To check that the engine operates within determined limits T4.5 GAS TEMPERATURE

- To signal a fault or an abnormal change of parameters - To check certain operating phases

LUBRICATION SYSTEM

MISCELLANEOUS (indicating lights and monitoring)

ENGINE TORQUE

N1 SPEED

N2 SPEED

MEASUREMENT AND INDICATING SYSTEMS PRESENTATION For training purposes only © Copyright - Turbomeca Training


8.3


ARRIEL 2B-2B1-2D


SPEED MEASUREMENT AND INDICATING SYSTEM

Operation The N1 signal from the sensor (N1C) goes directly to the cockpit indicator and is thus independent from the EECU.

Function This system measures the rotation speeds of the gas generator (N1) and the power turbine (N2).

The N1 MTOP signal is supplied to the cockpit by the EECU which derives its N1 signal from the sensor (N1B) or the alternator (back-up signal).


The ∆N1 is calculated by the VEMD.

- Type: phonic wheels and electro-magnetic sensors

N1 is an operating parameter as it reflects the engine power.

- Sensor signals: frequency proportional to the rotation speed.

It is also used for engine control (starting and speed control loop), cycle counting and maintenance aid.

Main components

Two N2 signals are used for engine control (speed control loop), cycle counting and maintenance aid.

- Two N1 speed sensors

One N2 signal goes directly to the cockpit for the speed indication associated with the NR indication.

- Three N2 speed sensors - Alternator - Electrical harnesses for connection to the EECU and the indicators.

Description Refer to following pages and the aircraft documentation.



8.4




GENERAL (2B)

ARRIEL 2B-2B1-2D


Firewall

VEMD (FLI) ∆N1

EECU

ENGINE

N1

N1 MTOP

N1C SENSOR

CONTROL

N1B SENSOR

STARTING

ALTERNATOR

SPEED CONTROL LOOP

INDICATION

N2C SENSOR

CYCLE COUNTING AND MAINTENANCE AID

N2B SENSOR

N2

N2 + NR Indication



INSTRUMENT PANEL

N2A SENSOR

NR signal

GENERAL (2B)

SPEED MEASUREMENT AND INDICATING SYSTEM For training purposes only © Copyright - Turbomeca Training


8.5


ARRIEL 2B-2B1-2D



Operation 2B1: The N1 signal from the sensor goes directly to the cockpit indicator and is thus independent from the EECU.

Function This system measures the rotation speeds of the gas generator (N1) and the power turbine (N2).

2D: The harness is not connected on helicopter side, the EECU provides the VEMD with a digital N1 signal.


The N1 MTOP signal is supplied to the cockpit by the EECU which derives its N1 signals from the two alternator frequencies.

- Type: phonic wheels and electro-magnetic sensors

The ∆N1 is calculated by the VEMD.

- Sensor and alternator signals: frequencies proportional to the rotation speed.

N1 is an operating parameter as it reflects the engine power.

Main components

It is also used for engine control (starting and speed control loop), cycle counting and maintenance aid. Two N2 signals are used for engine control (speed control loop), cycle counting and maintenance aid.

- One N1 speed sensor - Double alternator (generation of N1 signals)

One N2 signal goes directly to the cockpit for the speed indication associated with the NR indication.

- Three N2 speed sensors - Electrical harnesses for connection to the EECU and the indicators.

Description Refer to following pages and the aircraft documentation.



8.6




GENERAL (2B1-2D)

ARRIEL 2B-2B1-2D


Firewall

VEMD (FLI) ∆N1

EECU

N1

N1 MTOP 2D (digital N1)

2B1

ENGINE

2D

N1C SENSOR

CONTROL

ALTERNATOR WINDING A (N1)

STARTING

ALTERNATOR WINDING B (N1)

SPEED CONTROL LOOP

INDICATION



INSTRUMENT PANEL

N2C SENSOR (to channel A)

CYCLE COUNTING AND MAINTENANCE AID

N2B SENSOR (to channel B)

NR signal N2 + NR Indication

N2

N2A SENSOR EBCAU

GENERAL (2B1-2D)



8.7


ARRIEL 2B-2B1-2D



Function The N1 speed sensors measure the gas generator rotation speed.

Position - In the system: connected to the indicator and the EECU - On the engine: left side of the accessory gearbox.

Main characteristics - Type: electro-magnetic - Quantity: 2 (interchangeable) - Phonic wheel: • Quantity: 1 • On the alternator drive shaft.

Main components - Phonic wheel (in module 01)

Description The N1 speed measurement and indicating system includes: - A phonic wheel mounted on the alternator drive shaft - Two electro-magnetic sensors each of which has: • A permanent magnet • A coil. Each sensor is secured by one screw on a boss on the alternator drive casing. An O-ring seal ensures the sealing between the sensor body and the casing.

Operation The rotation of the phonic wheel causes the sensor to produce an electrical signal. The frequency of the signal is proportional to the rotation speed and the number of teeth on the phonic wheel. The output signal from the N1C sensor is transmitted directly to the VEMD. The output signal from the N1B sensor is transmitted to the EECU; it is used for fuel flow control and ∆N1 indication.

- Sensor body. Note: The engine alternator provides a back-up N1 signal.



8.8




N1 SPEED SENSORS (2B)

ARRIEL 2B-2B1-2D

Training Notes 1st line maintenance course PHONIC WHEEL

Alternator drive shaft

O-ring seal

Type: Electro-magnetic

N1 SPEED SENSOR

Quantity: 2 (interchangeable)

Coil

Permanent magnet

N1 SPEED SENSOR

Phonic wheel: - Quantity: 1 - On the alternator drive shaft

N1C SENSOR

N1B SENSOR

VEMD

N1 SPEED SENSORS


EECU

ALTERNATOR (redundancy)

N1 SPEED SENSORS (2B)



8.9





ARRIEL 2B-2B1-2D



The N1 speed measurement and indicating system includes:

Function

- A phonic wheel mounted on the alternator drive shaft

The N1 speed sensor measures the gas generator rotation speed.

Position - In the system: connected to the VEMD

Description

- One electro-magnetic sensor which has: • A permanent magnet • A coil. The sensor is secured by one screw on a boss located on the alternator drive casing.

- On the engine: left side of the accessory gearbox.

An O-ring seal ensures the sealing between the sensor body and the casing.


Operation

- Type: electro-magnetic

The rotation of the phonic wheel causes the sensor to produce an electrical signal.

- Quantity: 1 - Phonic wheel: • Quantity: 1 • On the alternator drive shaft.

The frequency of the signal is proportional to the rotation speed and the number of teeth on the phonic wheel. 2B1: The N1C signal is directly transmitted to the VEMD (instrument panel). 2D: The N1C signal is not used. Note: The N1 signals for the EECU are derived from the alternator frequencies (A and B).



8.10




N1 SPEED SENSOR (2B1-2D)

ARRIEL 2B-2B1-2D

Training Notes 1st line maintenance course PHONIC WHEEL

Winding A

O-ring seal

ALTERNATOR

Electrical connectors

Winding B

Type: Electro-magnetic

N1 SPEED SENSOR

Quantity: 1

Coil

Permanent magnet

N1 SPEED SENSOR

Phonic wheel: - Quantity: 1 - On the alternator drive shaft

N1C SENSOR

2B1

A

VEMD EECU

N1 SPEED SENSOR


Winding A ALTERNATOR

B

Winding B

N1 SPEED SENSOR (2B1-2D)



8.11





ARRIEL 2B-2B1-2D



Description The N2 speed measurement and indicating system includes:

Function

- A phonic wheel on the reduction gearbox output gear

The N2 speed sensors measure the power turbine rotation speed.

- Three electro-magnetic sensors each of which has: • A permanent magnet • A coil.

Position - In the system: connected to the indicator or to the EECU

Each sensor is secured by one screw on a mounting pad located on the reduction gearbox casing and is sealed by an O'ring.

- On the engine: on either side of the reduction gearbox • N2A and N2B on the right • N2C on the left.

Operation


The frequency of the signal is proportional to the rotation speed and the number of teeth on the phonic wheel.

- Type: electro-magnetic

The output signal from the N2A sensor is transmitted directly to the speed indicator in the cockpit.

- Quantity: 3 (interchangeable) - Phonic wheel: • Quantity: 1 • Reduction gearbox output gear.


The rotation of the phonic wheel causes the sensor to produce an electrical signal.

The output signals from the N2B and N2C sensors are transmitted to the EECU; they are used for speed control and N2 cycle counting. 2B1-2D: N2B goes to channel B

N2C goes to channel A

N2A also goes to the EBCAU.


8.12




N2 SPEED SENSORS


REDUCTION GEARBOX OUTPUT GEAR (Phonic wheel)

N2A and N2B N2C Type: Electro-magnetic Quantity: 3 (interchangeable)

Permanent magnet Electrical connector

N2 SPEED SENSOR

Coil

INDICATION (N2, NR)

Phonic wheel: - Quantity: 1 - Reduction gearbox output gear

N2 SPEED SENSOR

N2A SENSOR 2B1-2D: EBCAU

(2B1-2D) A PUMP AND METERING UNIT ASSEMBLY

N2A AND N2B SENSORS N2C SENSOR

N2C SENSOR

(2B) EECU (2B1-2D) B

N2B SENSOR

N2 SPEED SENSORS



8.13




ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


T4.5 MEASUREMENT AND INDICATING SYSTEM

Operation

Function

The T4.5 thermocouple probes measure the gas temperature at the gas generator turbine outlet.

This system provides a measurement and indication of the gas temperature (T4.5) at the gas generator turbine outlet.

- 2B-2B1: The conformation box provides the connection point between the thermocouples, the indicator and the EECU

Position

- 2D: The T4.5 conformation box is eliminated and replaced by an electrical connector that is plugged into the EngineEECU harness. The "conformation" function is performed by the EDR.

All the system components are located on the engine except: - The EECU - The T4.5 indicator - 2D: The EDR (Engine Data Recorder).

Main characteristics - Type: Thermocouple probes - Indication: degrees Celsius.

As the T4.5 temperature generated by each individual engine is slightly different and as there may also be slight measurement discrepancies, the actual T4.5 temperatures measured by the thermocouple probes are "conformed" (i.e. adjusted) so that, when operating correctly, all engines of the same variant indicate the same reference T4.5 temperature. The signal from the thermocouples is used for:

Main components

- Engine control (starting fuel flow)

- Thermocouple harness (x 2)

- Indication

- Engine Electronic Control Unit - Indicator (VEMD)

- 2D: Fuel flow control.

- 2B-2B1: T4.5 conformation box - 2D: EDR (Engine Data Recorder)



8.14




PRESENTATION


2D: EDR

2D

THERMOCOUPLE PROBES

2B/2B1 THERMOCOUPLE HARNESS (x 2)

2D

2D

2B/2B1

T4.5 INDICATION

2B-2B1: T4.5 CONFORMATION BOX T4.5 2D 2B/2B1

EECU

Type: Thermocouple probes

2B-2B1: T4.5 CONFORMATION BOX

2D: Electrical connector

Indication: Degrees Celsius


PRESENTATION

T4.5 MEASUREMENT AND INDICATING SYSTEM For training purposes only © Copyright - Turbomeca Training


8.15




ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


T4.5 MEASUREMENT AND INDICATING SYSTEM

2B-2B1: The two sets are connected to the conformation box. 2D: Each set is connected to the Engine-EECU harness.

Thermocouple probes

T4.5 conformation system

Function The thermocouples supply a signal for T4.5 indication and fuel flow control (limitation of T4.5 by the EECU).

Position - In the system: • 2B-B1: connected to the indicator and the EECU • 2D: connected to the Engine-EECU harness - On the engine: the probes are located around the rear part of the turbine casing and each probe is secured by a bolt.

Function 2B-2B1: The conformation box forms the interface between the thermocouple and the rest of the system and provides a corrected temperature indication. 2D: The T4.5 conformation is ensured by the EDR.

Position - 2B-2B1: The conformation box is installed under the protection tube.



- Type: Chromel and Alumel thermocouple

- 2B-2B1: The conformation box contains a printed circuit board of resistors.

- Quantity: 8 double probes (16 thermocouples) in 2 harnesses.

Functional description The 2 sets of 4 thermocouple probes are identical and are LRU. They are positioned to give a homogeneous measurement. Each probe contains two hot junctions (Chromel and Alumel wires soldered together). A thermocouple produces an electromotive force which is proportional to the temperature difference between the hot and the cold junctions. The probes are wired in parallel thus the reading obtained is an average.


Functional description 2B-2B1: The conformation box contains resistors which permit the engine to conform to a standard indication criteria. The "zero and slope" resistance values can be adjusted by opening connection on the printed circuit board. 2D: The conformation values are recorded in the EDR. Note: T4.5 conformation values are adapted to module M03 and recorded on the M03 log card.


8.16




SYSTEM COMPONENTS

ARRIEL 2B-2B1-2D

2D: EDR

2D

2D

EECU

2D

2B-2B1: T4.5 CONFORMATION BOX PROBE (sheath, Chromel and Alumel junction)

2B/2B1

2B/2B1

2D: Electrical connector

T4.5 conformation values are adapted to module M03 and recorded on the M03 log card

T4.5 indication Right harness connector EECU connector

Quantity: 8 double probes (16 thermocouples) in 2 harnesses

2B-2B1: T4.5 CONFORMATION BOX Printed circuit board

Connections (adjustment of resistance values) EECU connector Indicator connector

Left harness connector

4 probe set

2B/2B1

ZERO 1 2 3 4 5 6 7 Z

PENTE 1 2 3 4 5 6 7 C P

ZERO 1 2 3 4 5 6 7 Z

PENTE 1 2 3 4 5 6 7 C

INDICATION

Type: Chromel and Alumel thermocouple Cable

4 probe set

2B/2B1

P

The conformation box contains a printed circuit board of resistors

SYSTEM COMPONENTS

T4.5 MEASUREMENT AND INDICATING SYSTEM For training purposes only © Copyright - Turbomeca Training


8.17



2B/2B1

REGULATION


THERMOCOUPLE HARNESS (x 2)


ARRIEL 2B-2B1-2D


TORQUE MEASUREMENT AND INDICATING SYSTEM Function The system provides measurement of the engine torque measured on the power transmission shaft for torque indication and fuel control.

Position

Operation The rotation of the phonic wheel causes the sensor to produce an electrical signal to the EECU. The EECU measures the phase displacement of the signal. The signal from the torquemeter is used for: - Engine control

All the system components are located on the engine except: - The EECU

- Torque indication. 2B-2B1: The system includes resistors (located in the conformation box) to obtain a corrected torque value.

- The torque indicator - 2D: EDR (Engine Data Recorder).


2D: The torque conformation box is eliminated. The "conformation" function is performed by the EDR.

- Type: phase displacement

Main components - A phonic wheel (formed by the transmission shaft and the reference shaft)

The torque conformation adapts the torque sensor signal to the output shaft characteristics, being given the variations due to the manufacturing tolerances.

- A sensor - EECU - Torque indication (VEMD) - 2B-2B1: Torque conformation box - 2D: EDR (Engine Data Recorder).



8.18




PRESENTATION


EECU 2B-2B1: TORQUE CONFORMATION BOX

TORQUE INDICATION

2B/2B1

TORQUE SENSOR (connection with the EECU)

2D: EDR

METERING UNIT

REFERENCE SHAFT PHONIC WHEEL

TRANSMISSION SHAFT

Type: Phase displacement

PRESENTATION

TORQUE MEASUREMENT AND INDICATING SYSTEM For training purposes only © Copyright - Turbomeca Training


8.19




ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


TORQUE MEASUREMENT AND INDICATING SYSTEM Torquemeter Function The torquemeter provides an electrical signal to the EECU.

Position

Conformation system Function

- In the system: connected to the EECU - On the engine: the shafts are located in the protection tube and the sensor is mounted on the forward right hand side of the transmission shaft protection tube.


2B-2B1: The conformation box provides a corrected torque value to the EECU. 2D: The torque conformation is ensured by the EDR.

Position - 2B-2B1: The conformation box is installed on the right hand side of the protection tube.

- Phonic wheel • Quantity: 1 - Sensor • Quantity: 1 • Type: electro-magnetic

Main characteristics - 2B-2B1: The conformation box contains a printed circuit board of resistors.


Functional description The torquemeter mainly includes a phonic wheel formed by 4 teeth on the transmission shaft and 4 teeth on the reference shaft (not submitted to torsion) and the sensor includes an electrical connector connected to the EECU. Its depth of penetration is adjusted by a laminated shim. The rotation of the phonic wheel causes the sensor to produce an electrical signal. The EECU measure the phase displacement of the signals.


When the torque increases, the transmission shaft twist in relation to the reference shaft causes a variation of the distances (a increases, b decreases). The EECU measures this difference and determines the engine torque value.

2B-2B1: The conformation box contains resistors which permit the engine to conform to a standard indication criteria. The "zero and slope" resistance values can be adjusted by opening connections on the printed circuit board. 2D: The conformation values are recorded in the EDR. Note: Torque conformation values are adapted to module M01 and recorded on the M01 log card.


8.20




SYSTEM COMPONENTS

When there is no torque (zero), the distance between teeth are equal (a = b).


REFERENCE SHAFT (fitted with 4 equidistant teeth)

a

2B-2B1: TORQUE CONFORMATION BOX

The conformation box contains a printed circuit board of resistors Connections (adjustment of resistance values)

TRANSMISSION SHAFT (fitted b with 4 equidistant Without torque teeth) (zero torque, a = b)

1 2 3 4 5 6 7

ZERO

TORQUE SENSOR

Z

Protection tube

TORQUE SENSOR

P 1 2 3 4 5 6 7

a

PENTE

b

PHONIC WHEEL Quantity: 1 With torque (the 2 shafts rotate at the same speed SENSOR but with a phase shift: a ≠ b) Quantity: 1 a b Type: electro-magnetic Phonic wheel - 8 teeth Electrical signal - belonging to the 2 shafts to EECU TORQUE SENSOR Laminated shim

a

Transmission shaft

b

Reference shaft

Printed circuit board

Electrical connector (connection with the EECU)

Torque conformation values are adapted to module M01 and recorded on the M01 log card

2B-2B1: TORQUE CONFORMATION BOX

SYSTEM COMPONENTS

TORQUE MEASUREMENT AND INDICATING SYSTEM For training purposes only © Copyright - Turbomeca Training


8.21




ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


EDR - ENGINE DATA RECORDER (2D) The Engine Data Recorder (EDR) stores specific parameters relating to its engine (configuration data, conformation values, counters, etc.) and records usage parameters during engine operation.

Position The EDR is mounted on a plate, which is attached to the engine harness and located under the engine platform, close to the EECU.

Main characteristics - Electrical power supply: 28 VDC - Type of links: Ethernet (RJ45): maintenance laptop - airframe - EDR and Controller Area Network (CAN): EECU - EDR.

Functional description Description The EDR is linked to the EECU. When the EECU and EDR are powered up, an initialisation sequence is performed and the EDR returns configuration data, counter values and conformation values to the EECU. During engine operation, the EECU records data in the EDR and provides the avionics with the engine counter values that are stored in the EDR.

- - - - - - -

Maintenance need flag (EDR failure, etc.) Counters (cycles, hours, etc.) System events (EECU flags and context of the events) Limit exceedances (N1, T4.5, TRQ, etc.) Run-down time Engine health monitoring results Continuous recording (of the last operating hours).

Note: Some of these parameters are also stored in the EECU’s memory.

General operation The EDR is used for: - Automatic initialisation of the EECU if either the engine/ EDR or EECU is replaced: the EDR provides configuration data, counter values and conformation values to the EECU - Collection of engine parameters: the main engine maintenance data are stored in the EDR for retrieval by maintenance personnel. The EDR allows the operator to download engine maintenance parameters through the Ethernet link in order to fill in the engine logbook and perform maintenance data analysis. - Reading of engine parameters in the EECU: the operator can directly access the EECU through the Ethernet link and the EDR’s CAN-Ethernet bridge function.

Recording of engine parameters:

Note 1: An EDR is dedicated to one engine and must follow that engine throughout its entire life. An EDR must never be used on a different engine.

- Engine configuration (engine S/N, etc.) - Conformation values (TRQ, T4.5)

Note 2: The EDR and EECU must never be replaced simultaneously.



8.22




Function


ARRIEL 2B-2B1-2D

Type of links: CAN, Ethernet EDR

ENGINE HARNESS

OPER ATO LAPTO R’S P

Engine plateform

CAN LINK EECU ETHERNET LINK ELECTRICAL CONNECTOR

ETHERNET LINK

EDR (ENGINE DATA RECORDER)

EDR - ENGINE DATA RECORDER (2D) For training purposes only © Copyright - Turbomeca Training


8.23




ENGINE

Firewall

Power supply: 28 VCC

ARRIEL 2B-2B1-2D


MISCELLANEOUS INDICATIONS Description

Function

There are two main indicating devices in the cockpit:

To provide information in the cockpit about the operation of the aircraft and engine systems.

- The VEMD

Position

The VEMD displays all the necessary vehicle and engine parameters. It can also display maintenance information when the aircraft is on the ground. It comprises an upper and lower screen and ten selector buttons for selecting the various functions.

- On the instrument panel.

Main characteristics - Central Warning Panel

- The CWP.

The CWP has a set of warning lights to alert the pilot to any malfunction in aircraft and engine vital system.

- Display unit with two screens - Liquid crystal displays.

Main components - Engine sensors - EECU - VEMD (Vehicle and Engine Multi-function Display) - CWP (Central Warning Panel).



8.24




GENERAL


ARRIEL 2B-2B1-2D

COCKPIT

AIRCRAFT

CWP (Central Warning Panel)



Firewall

ENGINE

UPPER SCREEN

LOWER SCREEN

EECU

VEMD (Vehicle and Engine Multi-function Display)

GENERAL

MISCELLANEOUS INDICATIONS For training purposes only © Copyright - Turbomeca Training


8.25


ARRIEL 2B-2B1-2D


MISCELLANEOUS INDICATIONS There are several indicators which give information about the engine operation. These pages summarize the various lights which have already been dealt with in other chapters.

Indications supplied through the EECU - Total failure - Degraded operation or minor anomaly

Position

- 2B: Manual mode

- On the instrument panel.

- 2B: Twist grip out of the neutral position

Main characteristics - Indicators directly connected to the engine sensors - Indicators whose signal is provided by the EECU.



INDICATORS

- Bleed valve position - 2B1-2D: Return to neutral position - 2B1-2D: EBCAU enable.

Engine sensors connected direct to the cockpit - 2B-2B1: Low oil pressure - 2B-2B1: Fuel filter pre-blockage - Magnetic particles - 2B-2B1: Low fuel pressure - Fire detection.



8.26



ARRIEL 2B-2B1-2D



+ 28 V 2B-2B1: Low oil pressure Circuit breaker

2B-2B1: Fuel filter pre-blockage Magnetic particles 2B-2B1: Low fuel pressure Fire detection

ENGINE

+ 28 V Total failure Circuit breaker

Degraded operation or minor anomaly 2B: Manual mode 2B: Twist grip out of the neutral position Bleed valve position 2B1-2D: Return to neutral position 2B1-2D: EBCAU enable EECU

INDICATORS



8.27


ARRIEL 2B-2B1-2D


MISCELLANEOUS INDICATIONS When one of these parameters is approaching its limit (represented by graduation No. 10), a solid yellow line appears under that parameter’s digital indication on the right of the screen. When the limit is reached, this line becomes red.

Function The VEMD (Vehicle and Engine Multi-function Display) provides information in the cockpit about the operation of the aircraft and engine systems.

Position - On the instrument panel.

During starting and normal operation, the lower screen normally displays engine parameters such as the oil temperature and pressure. However, if the upper screen fails during normal operation, the lower screen displays the FLI instead. During engine shut-down (N1 < 10% and NR < 70 rpm), the lower screen displays the "Flight report". This indicates the flight number and duration, the number of C1 and C2 cycles performed in the flight and the total number of C1 and C2 cycles performed. An "Over limit detected" and/or "Failure detected" message may also be displayed.

Main components - 1 upper screen - 1 lower screen

2D: The creep-damage counter ("Usage") is also displayed.

- Control buttons.

When the engine is stopped, the maintenance mode becomes available and the following functions can be accessed:

Description Upper screen During the starting sequence, the upper screen displays engine parameters such as the T4.5, TRQ and ∆N1. During normal operation (N1 > 60%), it displays the FLI (First Limit Indicator), which shows the parameter that is nearest its limit (T4.5, TRQ or ∆N1).


Lower screen

"Flight report", "Failure", "Over limit", "Engine power check", "Trans. reset", "Func. times", and "FADEC data" (2B-2B1) or "EECU data" (2D).


8.28




VEMD - PRESENTATION


ARRIEL 2B-2B1-2D

UPPER SCREEN P2 3

4

6

5

4 6 8 2 10 0 TQ x 10 61,8%

0

8

T4 648°C

0

5

P2

7

9 x 100

-5 -10

NG

10 3 2 1 0

5

0 NG 5 72,7%

4

5 6 7

FLI

98% 8

9 10 11

T4

680°C TQ

90%

0 MESSAGES

OFF 1

OFF 2

Upper screen

SCROLL

RESET

SELECT

+ -

Lower screen

ENTER

STARTING

CONTROL BUTTONS

OPERATION

The aircraft manufacturer’s documentation is the reference for this system.

DURATION 1 h 21 mn USAGE 0.0% CYCLE NG XX.XX I XXXX.XX

2D VERSION

LOWER SCREEN

BRT +

BRT -

5

10

0

TEMP 90°C

VEMD (Vehicle and Engine Multi-function Display)

U/BUS 28 V

ENG OIL 2 16 x 10

4

6

8

0

MAINTENANCE MENU

FLIGHT REPORT 10

FLIGHT NUMBER 452

16

DURATION 1 h 21 mn

PRESS 6 Bar I/GEN 150 A

Ou

Pg -

CYCLE NG XX.XX I XXXX.XX CYCLE NF XX.XX I XXXX.XX TOTAL

+ 31

Ou

OVER LIMIT DETECTED FAILURE DETECTED

FLIGHT REPORT FAILURE OVER LIMIT ENGINE POWER CHECK TRANS. RESET FUNC. TIMES FADEC DATA HARMONISATION IN PROGRESS HARMONISATION OK

EXIT ---> PRESS RESET

STARTING / OPERATION

Turbomeca uses the terminology defined in AS 755, as N1, T4.5, TRQ, P3, whereas EUROCOPTER uses for the 2B-2B1: Ng, T4, TQ and P2 and for the 2D: N1, TOT, TRQ and P2.

FLIGHT REPORT (during shut-down when N1 < 10% and NR < 70 rpm)

STOP

VEMD - PRESENTATION



8.29




10

Note:

ARRIEL 2B-2B1-2D


VEMD - TROUBLESHOOTING

"COMPLETE DIAGNOSIS" page:

Flight Report

Displays the flight details and the identification of the LRU concerned, plus a failure code which can be decoded in chap. 71-00-06 Troubleshooting.

On the "Flight Report" page, one or both of the following messages may be displayed: OVER LIMIT DETECTED

Display the engine parameters.

FAILURE DETECTED

The parameters are on 3 pages which are displayed automatically (one or more) according to the failures detected.

Over Limit The Over Limit page records any overlimits of TRQ, T4.5, N1, N2 and NR. It displays the duration and value of the excess.

Failure Diagnosis "FAILURE DIAGNOSIS" page: Displays all the failures in the memory for the last 32 flights.

- The total number of flights with failures detected - The flight number and number of failures detected - The number in the list of flights with failures.


The values of each parameter are given in 2 columns. The first column (left) shows the values 12 seconds before the failure and the second column (right) shows the values when the failure was detected.

Failures

The failure diagnosis is given on 5 pages.

It includes :

"PARAMETRES" pages:

Failures detected by the EECU are transmitted to the VEMD, which displays them on the lower part of the upper screen. This display is in the form: FAIL 1 XXXX ou FAIL 2 XXXX Note 1: FAIL 1 and FAIL 2 refer to the failure code tables in Chapter 71-00-06 Troubleshooting (Maintenance Manual). These tables identify the failure related to each code. Note 2: The aircraft manufacturer's documentation is the reference for this system.


8.30




MISCELLANEOUS INDICATIONS


ARRIEL 2B-2B1-2D

FAILURE CODE TABLES

OFF 1

MAINTENANCE MENU

ARRIEL 2 B

P2

NG

10

5

HARMONISATION IN PROGRESS

0 FUEL QTY 210 KG

HARMONISATION OK

3 2 1 0

5 6 7

4

OFF 2

98% 8

FLI

9 10 11

T4

SCROLL

RESET

90

OAT + 25.1°C

MESSAGES

Warning indicator lights

FAIL1-00B0

Amber

FAIL1-00C0

Red

FAIL1-00D0

Red

FAIL1-00E0

Red

FAIL1-00F0

Red

1.

680°C TQ

MAINTENANCE MANUAL

Indication Alarms VEMD

FAIL1-0100

Amber

FAIL1-0200

Amber

FAIL1-0300

Amber

FAIL1-0400

Amber

FAIL1-0500

Amber

FAIL1-0600

Amber

FAIL1-0700

FAIL1-0800

SELECT

FAIL1-0900

Amber

Failure indentification

ARRIEL 71-00-06-817-828 2B

A.

Collective pitch failure, 71-00-06-817-860 Maintenance menu/fadec data function mode Raw T4.5 failure, P3 failure and Helicopter T0 Indication failure

Alarms VEMD


Raw torque failure FAIL1-0001 Red T4.5 conformation failure FAIL1-0002 before power on Amber


71-00-06-817-959 Watchdog trip 71-00-06-817-844 N2 trim failure

Raw torque failure and 71-00-06-817-836 FAIL1-0003 Red Watchdog trip and N2 T4.5 conformation failure trim failure before power on FAIL1-0004 Red/Amber OFF/IDLE/ON selector Torque conformation 71-00-06-817-847failure failure before power on FAIL1-0005 Red Watchdog trip and OFF/ Raw torque failure and 71-00-06-817-838 IDLE/ON selector failure Torque conformation FAIL1-0006 Red/Amber N2 trim failure and OFF/ failure before power on IDLE/ON selector failure T4.5 conformation failure 71-00-06-817-839 FAIL1-0007 Watchdog trip, N2 trim before power on andRed failure and OFF/IDLE/ON Torque conformation selector failure failure before power on FAIL1-0010 Amber 71-00-06-817-840 Collective pitch failure Raw torque failure, T4.5 failure FAIL1-0020conformation Amber Flashing/Amber Raw T4.5 failure before power on and FAIL1-0030 Amber Collective pitch failure Torque conformation and Raw T4.5 failure failure before power on

Raw torque failure and T4.5 conformation failure FAIL1-0060 Amber before power on FAIL1-0070

The information in this manual is subject to the warning given on the information page.

MAINTENANCE MANUAL

Collective pitch failure, 71-00-06-817-830 Helicopter T0 failure and LIST OF FAILURES CODES P3 failure Raw T4.5 failure, P3 71-00-06-817-831 failure and Helicopter T0 failure LIST OF FAILURE CODES DISPLAYED BY THE VEMD

FAIL1-0040 Amber Flashing amber T4.5 conformation failure FAIL1-0050 before power on Amber Amber

Task No.

Collective pitch failure, 71-00-06-817-827 Raw T4.5 failure and P3 TURBOMECA failure Helicopter T0 failure and P3 failure

FAIL1-0080

Amber Amber

FAIL1-00A0


71-00-06-817-808 71-00-06-817-811

71-00-06-817-962

71-00-06-817-940

71-00-06-817-952

Collective pitch failure, Raw T4.5 failure and Helicopter T0 failure

71-00-06-817-832

failure

71-00-06-817-825

EXIT ----> PRESS RESET List of failure codes Page 101 May 30/2011

71-00-06

ENTER

+ 31

OVER LIMIT DETECTED FAILURE DETECTED EXIT ---> PRESS RESET

BRT +

XXX XXX XXX

XX XX XX

) TRQ TRA ) TRQ MED ) TRQ EXT

XXX X

t4

XXX XXX XXX

XX XX XX

) T4 LOW ) T4 MED ) T4 HI

XXX XXX

NG

XXX XXX

XX XX

) NG MNT ) NG TRA

NF

XXX XXX

XX XX

) NF TRA ) NF EXT

XX

LRU name

LRU name

XXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX

XXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX

Param EOP To see param press ENTER

FAIL 1 +

XXX XXX

R

EXIT ----> PRESS RESET

BRT -

Pg +

TURBOMECA

ARRIEL 2 B

XX

LIST OF FAILURE CODES DISPLAYED BY THE VEMD A.

Maintenance menu/fadec data function mode Indication

Alarms VEMD

XXX

XXX

XXX

31

Red Amber

N2 trim failure

Red

Watchdog trip and N2 trim failure

The aircraft manufacturer’s documentation is the reference for this system.

TASK

Task No.

71-00-06-817-801 71-00-06-817-953 71-00-06-817-807

OFF/IDLE/ON selector failure

71-00-06-817-808

FAIL1-0005

Red

Watchdog trip and OFF/ IDLE/ON selector failure

71-00-06-817-811

Red/Amber

N2 trim failure and OFF/ IDLE/ON selector failure

71-00-06-817-812

Red

Watchdog trip, N2 trim failure and OFF/IDLE/ON selector failure

FAIL1-0007

Red/Amber

Watchdog trip

FAIL1-0006

FAIL1-0010

Amber

FAIL1-0020

Amber Flashing/Amber

FAIL1-0030

MAINTENANCE MANUAL


FAIL1-0001 FAIL1-0002

FAIL1-0040

XXX


FAIL1-0003 FAIL1-0004

XXX

XXX

MAINTENANCE MANUAL

LIST OF FAILURES CODES

1.

FAIL1-0050

XXX

FAIL on FLIGHT XXXXX at X XX TEST REF XXX EOPFAIL

OVER LIMIT XXXXX LIMIT MAX

TRQ

NR


Pg

CYCLE NG XX.XX I XXXX.XX CYCLE NF XX.XX I XXXX.XX TOTAL

TIME

COMPLETE DIAGNOSIS

-

DURATION 1 h 21 mn

1

71-00-06-817-833 71-00-06-817-823

FLIGHT REPORT FLIGHT NUMBER 452

XXX

71-00-06-817-961 71-00-06-817-963

Helicopter T0 failure and Raw T4.5 failure

P3 failure

XXX

71-00-06-817-812 71-00-06-817-813

71-00-06-817-951

71-00-06 Amber

+

71-00-06-817-953 71-00-06-817-807

Collective pitch failure and Helicopter T0 failure 71-00-06-817-842

P3 failure and Collective List of failure codes pitch failure Page 102 May T4.5 30/2011 Raw failure and P3

HARMONISATION IN PROGRESS FAILURE DIAGNOSIS HARMONISATION OK FLIGHT XXXXX

71-00-06-817-801

Helicopter T0 failure 71-00-06-817-841

Amber

FAIL1-0090

Task No.



TURBOMECA

FLIGHT REPORT FAILURE OVERLIMIT ENGINE POWER CHECK TRANS. DATA FUNC. TIMES FADEC DATA

MAINTENANCE MENU FLIGHT REPORT FAILURE OVERLIMIT ENGINE POWER CHECK TRANS. DATA FUNC. TIMES FADEC DATA

Amber Amber

Collective pitch failure Raw T4.5 failure Collective pitch failure and Raw T4.5 failure Helicopter T0 failure

71-00-06-817-813

71-00-06-817-961 71-00-06-817-962 71-00-06-817-963 71-00-06-817-940

Amber

Collective pitch failure and Helicopter T0 failure

71-00-06-817-951

FAIL1-0060

Amber

Helicopter T0 failure and Raw T4.5 failure

71-00-06-817-952

FAIL1-0070

Amber

Collective pitch failure, Raw T4.5 failure and Helicopter T0 failure

71-00-06-817-832

FAIL1-0080

Amber

P3 failure

71-00-06-817-833

FAIL1-0090

Amber

P3 failure and Collective pitch failure

71-00-06-817-823

FAIL1-00A0

Amber

Raw T4.5 failure and P3 failure

71-00-06-817-825


XX NG XXX.X XXX.X TRQ XXX t4 XXXXX.X T4R1 XXXXX.X T4R2 XXXXX P0 -XX.X OAT XXX I. GENC XX.X U. BUS XXXXX NF XXX NR -XXXX VZ P2 HD/P/DFAIL X/X/X

List of failure codes Page 101 May 30/2011

71-00-06


FAIL XXX.X XXX.X XXX XXXX.X XXXX.X XXXXX -XX.X -XXX XX.X XXXXX XXX -XXXX X/X/X

% % °C

mb °C A V RPM RPM Ft / mn BOOLEAN

VEMD - TROUBLESHOOTING



8.31


ARRIEL 2B-2B1-2D


MEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCE Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.








8.32





ARRIEL 2B-2B1-2D




PREVENTIVE MAINTENANCE REQUIRED MAINTENANCE TASKS - Pyrometric harness • Inspection

Chap. 77

RECOMMENDED MAINTENANCE TASKS - 2B-2B1: Torque conformation box • Tightening check - 2B-2B1: T4.5 conformation box • Tightening check - 2B-2B1: N1 speed sensors • Tightening check - 2B-2B1: N2 speed sensors • Tightening check - 2B-2B1: Torquemeter sensor • Tightening check

Chap. 70 Chap. 70 Chap. 70 Chap. 70 Chap. 70



MEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCE For training purposes only © Copyright - Turbomeca Training


8.33


ARRIEL 2B-2B1-2D


MEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCE List of maintenance tasks to be carried out when required (in the event of an operating anomaly).







8.34


ARRIEL 2B-2B1-2D


CORRECTIVE MAINTENANCE - Module M01 - Accessory gearbox equipment • Torque sensor - Adjustment • Torque sensor - Inspection • Torquemeter sensor - Test

Chap. 72

- N1 speed sensors • Removal / installation • Inspection • Test

Chap. 77

- N2 speed sensors • Removal / installation • Inspection • Test

Chap. 77

- Pyrometric harnesses • Removal / installation • Inspection • Test

Chap. 77

- 2B-2B1: Module M01 - Accessory gearbox equipment • Torque conformation board - Replacement • Torque conformation box - Electrical test • Torque conformation box - Calibration - 2B-2B1: Module M03 - Gas generator equipment • Junction and T4.5 conformation box - Calibration • Junction and T4.5 conformation box - Test • Junction and T4.5 conformation box - Inspection • Junction and T4.5 conformation box - Replacement • T4.5 conformation board - Replacement

Chap. 72

Chap. 72

- 2D: EDR Chap. 77 • Removal / installation • Inspection / check • Management of EDR data - Special procedure



MEASUREMENT AND INDICATING SYSTEMS - 1ST LINE MAINTENANCE For training purposes only © Copyright - Turbomeca Training


8.35







ARRIEL 2B-2B1-2D




9 - STARTING SYSTEM - Starting system presentation .............................................................. 9.2 - Starter-generator ................................................................................... 9.4 - Ignition system (74-00-00) .................................................................... 9.6 - Starting system - Operation ................................................................. 9.8 - Starting system - 1st line maintenance .............................................. 9.10 - 9.13



9.1

STARTING SYSTEM

ARRIEL 2B-2B1-2D


Function

Main components

The starting system ensures starting (on the ground and in flight) and crank of the engine. It includes the following functions: cranking, fuel supply, ignition and sequential control.

- In the cockpit: • 2B: "OFF-IDLE-FLIGHT" engine rating selector • 2B1-2D: - "ON-OFF" engine rating selector - Twist grip • Dry crank push-button • Circuit breakers

Position All the starting accessories are installed on the engine except the EECU which is installed in the aircraft. Indicating and control components are aircraft components.

Main characteristics - Starting envelope: refer to the Flight Manual - Start duration: between 25 and 30 sec. - Max. crank time: < 20 sec. - Stabilisation time before shut-down: • 2B: 30 sec at flight • 2B1-2D: 30 sec at idle



STARTING SYSTEM PRESENTATION

- In the airframe: • Starter contactor • Accessory relay • 2D: 1 ignition relay and 1 start relay. • EECU - On the engine: • Starter-generator • Ignition system components • Start electro-valve • Stop electro-valve.

- Run-down time: > 25 sec. from 67 to 0% N1 - Max. T4.5 during start: refer to the Flight Manual.



9.2

STARTING SYSTEM


2B OFF IDLE FLT -

Starting envelope: Refer to Flight Manual

2B1/2D - AR

- ON

- RAL - VOL

ENGINE RATING SELECTOR

- OFF

STARTER CONTACTOR

ENGINE RATING SELECTOR

Start duration: Between 25 and 30 sec. Max. crank time: < 20 sec. Stabilisation time before shut-down: 2B: 30 sec. at flight 2B1-2D: 30 sec. at idle Run-down time: > 25 sec. from 67 to 0% N1 Max. T4.5 temperature during start: Refer to Flight Manual

IGNITION SYSTEM COMPONENTS IDLE FLIGHT

TWIST GRIP

2B-2B1: 1 ACCESSORY RELAY 2D: 2 RELAYS (START AND IGNITION)

START ELECTRO-VALVE

"CRANK" PUSH-BUTTON EECU

STOP ELECTRO-VALVE

AIFRAME COMPONENTS

ENGINE COMPONENTS

CIRCUIT-BREAKER COCKPIT COMPONENTS

STARTING SYSTEM PRESENTATION For training purposes only © Copyright - Turbomeca Training

STARTER-GENERATOR


9.3

STARTING SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


Function

Operation

The starter motor cranks the gas generator rotating assembly during starting and dry crank.

Engine cranking (starter)

When the rotation speed of the gas generator is sufficient, the starter operates as a Direct Current generator.

Position - On the engine: on the front face of the accessory gearbox.

Main characteristics - Supplied by aircraft manufacturer - Type: starter-generator - Supply: 28 VDC.

Main components

When the pilot starts the engine, the starter contactor closes and connects the aircraft DC busbar to the starter. The starter then cranks the rotating assembly through the accessory drive train. The torque on the starter shaft is inversely proportional to the gas generator speed and will be higher when the atmospheric temperature is low. The gas generator rotation speed increases up to self-sustaining speed. The supply to the starter is then cut-out by the opening of the starter contactor.

Generator operation When self-sustaining speed is reached, the gas generator drives the starter which then operates as an electrical DC generator and supplies the aircraft electrical system.

- The starter-generator - The mounting flange

Note: 2D: The power supply to the starter is cut-off at 61% of N1.

- The supply terminals.



9.4

STARTING SYSTEM



STARTER-GENERATOR

ARRIEL 2B-2B1-2D




SUPPLY TERMINALS

MOUNTING FLANGE

STARTERGENERATOR

START TORQUE SUPPLIED BY AIRCRAFT MANUFACTURER

Decreasing ambient temperature

Type: Starter-generator Supply: 28 VDC

0

N1

Self-sustaining speed STARTER

STARTER-GENERATOR For training purposes only © Copyright - Turbomeca Training

2D: 61%

45%


GENERATOR

9.5

STARTING SYSTEM

ARRIEL 2B-2B1-2D


IGNITION SYSTEM Operation

This system ensures the ignition of the fuel sprayed by the start injectors into the combustion chamber.

Position All the ignition system components are fitted on the engine, except the electrical supply circuit. Ignition unit: on the right-hand side of the axial compressor casing. Igniter plugs: beside the start injectors on each side of the combustion chamber casing.

2B-2B1: The system is electrically energised from engine starting to self-sustaining speed (45% of N1). 2D: The system is electrically energised from engine starting to N1 > 30%. The ignition unit is supplied with 28 VDC. It changes this to a high-energy current which is delivered to the igniter plugs through the ignition cables. The high energy current produced by the ignition unit is supplied to the central electrode of the igniter plug. It discharges, across the semi-conductor to the plug body causing a powerful spark.

Main characteristics - Type: High Energy (HE) - Supply voltage: 28 VDC.

Description The ignition system includes the following components: - 1 double ignition unit - 2 ignition cables (identical, triple-braided, high-energy cables) - 2 igniter plugs (surface-discharge type, incorporating a central electrode insulated from the body, with semi-conductor at the tip).



9.6

STARTING SYSTEM



Function

ARRIEL 2B-2B1-2D

Training Notes 1st line maintenance course ELECTRICAL CONNECTOR

IGNITER PLUG

Electrical connector (to the ignition unit)



Electrical connector (to the igniter plug)

EXTERNAL BODY (-)

IGNITION CABLE

Spark Insulator

IGNITION CABLES

CENTRAL ELECTRODE (+)

IGNITION UNIT

Semiconductor

SEAL AND SPACERS

Start injectors IGNITER PLUG

POWER SUPPLY CABLE Type: High Energy (HE) IGNITER PLUG

Supply voltage: 28 VDC

IGNITION SYSTEM For training purposes only © Copyright - Turbomeca Training


COMBUSTION CHAMBER

9.7

STARTING SYSTEM

ARRIEL 2B-2B1-2D


This section deals with operating sequences associated with the starting system: start, shut-down and dry crank.

Crank cycle

Starting cycle

A crank consists of cranking the rotating assembly without supplying fuel or ignition (dry ventilation). It is used for cooling the engine or for maintenance procedures.

The starting cycle is characterised by the evolution of the engine parameters, especially the rotation speed and the gas temperature.

The crank cycle comprises the following phases: - Crank selection

The main points of the starting cycle are:

- Cranking of the rotating assembly

- Start selection

- End of crank and run-down.

- Self-sustaining speed (de-energisation of the starter and ignition unit)

Crank

- End of start (stabilisation at idle speed).

Shut-down cycle This cycle comprises the following points: - Stabilisation - Stop selection - Run-down and stop.

Ensure that N1 < 10% - Selector to "OFF" - 2B-2B1: Starting pump "ON" - Press (and hold) the "CRANK" button. The engine accelerates without ignition and fuel: cranking should not exceed 20 sec. - Release the "CRANK" push-button - 2B-2B1: Starting pump "OFF". Note 1: Cranking must be performed with the starting pump "ON" in order to lubricate the HP fuel pump. Note 2: Crank time is limited to 20 sec. to avoid overheating of the starter motor.



9.8

STARTING SYSTEM



STARTING SYSTEM - OPERATION


ARRIEL 2B-2B1-2D START

Stop selection Stabilisation

RELAY UNIT

+

ACCESSORY RELAY

2B/2B1

2D: IGNITION RELAY

2D

- Ignition unit

2D: START RELAY

2D

- Start electro-valve - Stop electro-valve

Run-down

2D 2B/2B1 CRANK SELECTION

+

STARTER CONTACTOR N1

N2 100%

SHUT-DOWN CYCLE

Startergenerator

time

T4.5 gas temperature N1

Crank cancel Run-down

N1 idle Selfsustaining speed Selection STARTING CYCLE

Selection

time

STARTING SYSTEM - OPERATION For training purposes only © Copyright - Turbomeca Training


(20 sec. max.) CRANK CYCLE

time

9.9

STARTING SYSTEM



SELECTION

N1

EECU

ARRIEL 2B-2B1-2D


STARTING SYSTEM - 1ST LINE MAINTENANCE Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.








9.10

STARTING SYSTEM




ARRIEL 2B-2B1-2D




PREVENTIVE MAINTENANCE REQUIRED MAINTENANCE TASKS - 2D: Ignition system • Operational test

Chap. 72

- 2D: Ignition cables • Tightening check

Chap. 72

RECOMMENDED MAINTENANCE TASKS - 2B-2B1: High Energy ignition unit (HE) • Tightening check - 2B-2B1: Ignition cables • Tightening check - 2B-2B1: Start system • Operational check - 2B-2B1: N2 Igniter plugs • Inspection




STARTING SYSTEM - 1ST LINE MAINTENANCE For training purposes only © Copyright - Turbomeca Training


9.11

STARTING SYSTEM

ARRIEL 2B-2B1-2D


STARTING SYSTEM - 1ST LINE MAINTENANCE List of maintenance tasks to be carried out when required (in the event of an operating anomaly).







9.12

STARTING SYSTEM

ARRIEL 2B-2B1-2D





- Start injectors and igniter plugs • Adjustment

Chap. 72

- High Energy ignition unit (HE) • Removal / installation • Inspection

Chap. 74

- Ignition cables • Removal / installation • Inspection

Chap. 74

- N1 rundown time

Chap. 71



STARTING SYSTEM - 1ST LINE MAINTENANCE For training purposes only © Copyright - Turbomeca Training


9.13

STARTING SYSTEM



ARRIEL 2B-2B1-2D


- Electrical system presentation (71-51-00) .......................................... 10.2 - Alternator (72-61-00) ............................................................................. 10.4 - Electrical harnesses (71-51-00) ........................................................... 10.8 - Electrical system - 1st line maintenance ............................................ 10.10 - 10.13



10.1

ELECTRICAL SYSTEM



10 - ELECTRICAL SYSTEM

ARRIEL 2B-2B1-2D


ELECTRICAL SYSTEM PRESENTATION

The system contributes to the various indicating and control functions of the engine:

Note: The accessories are dealt with in the corresponding chapters except the alternator.

- Control - Control system - Safety system - Maintenance aid.

Main characteristics - Direct current: 28 VDC from aircraft electrical system - Dedicated alternator electrical power: 100 VA, < 48 VDC after being rectified by the EECU.

Main components - Engine electrical components (accessories and sensors) - Control and indicating components (aircraft) - Engine Electronic Control Unit (installed in the airframe) - Electrical harnesses.



10.2

ELECTRICAL SYSTEM



Function


CONTROL AND INDICATING COMPONENTS



ARRIEL 2B-2B1-2D

Direct current: 28 VDC from aircraft electrical system Dedicated alternator electrical power: 100 VA, < 48 VDC after being rectified in the EECU

ELECTRICAL HARNESSES

ACCESSORIES AND SENSORS ENGINE ELECTRONIC CONTROL UNIT

ELECTRICAL SYSTEM PRESENTATION For training purposes only © Copyright - Turbomeca Training


10.3

ELECTRICAL SYSTEM

ARRIEL 2B-2B1-2D


ALTERNATOR Main components

Function

- Drive shaft

The alternator provides electrical power and N1 signals to the EECU.

- Rotor

Position

- 2B1-2D: 2 electrical connectors (connection with the EECU).

- 2B: 1 electrical connector (connection with the EECU)

- On the engine: on the rear face of the accessory gearbox. Note: The rotor is mounted on the drive shaft.

Main characteristics - Type: • 2B: three phase alternator, permanent magnet rotor • 2B1-2D: three phase double alternator, permanent magnet rotor - Power: 100 VA - Output voltage: < 48 VDC after being rectified by the EECU.



10.4

ELECTRICAL SYSTEM



GENERAL


ARRIEL 2B-2B1-2D


ELECTRICAL CONNECTORS (connection with the EECU)

Power: 100 VA Output voltage: < 48 VDC after being rectified by the EECU

Drive shaft (N1)

Rotor (permanent magnet) MOUNTING FLANGE (mounting on accesory gearbox)

ALTERNATOR

2B: ALTERNATOR

2B1-2D: ALTERNATOR

ELECTRICAL CONNECTOR (connection with the EECU)

GENERAL

ALTERNATOR For training purposes only © Copyright - Turbomeca Training


10.5

ELECTRICAL SYSTEM


Type: Permanent magnet rotor - 2B: 3 phase alternator - 2B1-2D: 3 phase double alternator

ARRIEL 2B-2B1-2D


ALTERNATOR


Description The alternator is secured by 3 screws on the rear face of the accessory gearbox. Its flange has threaded holes for extraction.

EECU electrical supply

It includes the following components:

The EECU is electrically supplied by either the aircraft + 28 VDC busbar or the engine alternator as follows:

- A rotor driven by the accessory drive train (N1). It is made up of permanent magnets (8 poles) - 2B: A stator formed by a three-phase coil located around the rotor - 2B1-2D: A stator formed by two separate coils (A and B); one for channel A and one for channel B - 2B: An electrical connector for connection to the EECU

- The aircraft + 28 VDC busbar is used on its own during starting and in the event of an alternator failure during flight - The engine alternator is used above approx. 60% N1 (normal operation) - The EECU switches automatically from the aircraft + 28 VDC busbar to the alternator without any effect on its operation.

- 2B1-2D: Two electrical connectors for connection to the 2 channels of the EECU (one for each channel).

Operation The alternator transforms the mechanical power available on the shaft into electrical power. 2B: The electrical power is used to supply the EECU. 2B1-2D: The electrical power is used to supply each channel of the EECU separately. The three-phase voltage is rectified by a Graetz bridge housed in the EECU.



10.6

ELECTRICAL SYSTEM


2B: The frequency signal is used by the EECU as a back-up N1 speed signal. 2B1-2D: The frequency signal is used by each channel of the EECU as the main N1 signal.


Training Notes 1st line maintenance course EECU (rectified three-phase voltage)

STATOR (three-phase coil) + 28 VDC BUSBAR

ELECTRICAL CONNECTORS (connection to the EECU)

ROTOR 2B

Internal supply 2B

Stator winding A

Stator winding B

EECU MOUNTING FLANGE (secured on the rear face of the accessory gearbox)

2B1/2D

Stator

ROTOR (permanent magnets; 8 poles) N1 Approx. 60%

+ 28 VDC BUSBAR

Channel A

ALTERNATOR (supplies the EECU with threephase alternating current) Stator winding B

Stator winding A

ROTOR

PRINCIPLE OF EECU ELECTRICAL SUPPLY

0%

Normal operation

+ 28 VDC busbar

Alternator

+ 28 VDC busbar failure

TOTAL FAILURE

Alternator

Alternator failure

+ 28 VDC busbar

+ 28 VDC busbar

100% Channel B 2B1/2D

DOUBLE ALTERNATOR (supplies the EECU with threephase alternating current)


ALTERNATOR



10.7

ELECTRICAL SYSTEM



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


ELECTRICAL HARNESSES

The electrical harnesses connect the engine electrical components to the EECU and the aircraft.



Function

Main characteristics - Cable type: plaited, shielded or double-shielded - Type of connectors: threaded, self-locking.

Main components Two engine harnesses: - 1 engine to EECU harness (P201 and P203 connectors) - 1 engine to Aircraft harness (P100 connector). Note: The engine-EECU harness (2B1-2D: P101 connector) is used to transmit the ambient temperature T0 signal from the probe installed on the airframe.



10.8

ELECTRICAL SYSTEM


ARRIEL 2B-2B1-2D

Engine platform

Cable type: Plaited, shielded or double-shielded

Engine P 200

P 100

Type of connectors: Threaded, self locking

AIRCRAFT

P 202

P 204

P 201 2D: EDR

E E C U

Aircraft responsibility ENGINE

Engine responsibility

P 203 2B1-2D: P 101 (T0) ENGINE-AIRCRAFT HARNESS

P 100 CONNECTOR P 201 CONNECTOR

P 201 CONNECTOR 2B1: P 101 CONNECTOR

P 203 CONNECTOR ENGINE-EECU HARNESSES

EDR ATTACHMENT

P 203 CONNECTOR ENGINE-EECU HARNESSES

2B/2B1

ELECTRICAL HARNESSES For training purposes only © Copyright - Turbomeca Training

ENGINE-AIRCRAFT HARNESS

P 100 CONNECTOR


2D

P 101 CONNECTOR

10.9

ELECTRICAL SYSTEM



Aircraft

ARRIEL 2B-2B1-2D


ELECTRICAL SYSTEM - 1ST LINE MAINTENANCE Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.








10.10

ELECTRICAL SYSTEM




ARRIEL 2B-2B1-2D




PREVENTIVE MAINTENANCE RECOMMENDED MAINTENANCE TASKS - 2B-2B1: Control harness • Inspection

Chap. 71

- 2B-2B1: Control and indicating harness • Inspection

Chap. 71



ELECTRICAL SYSTEM - 1ST LINE MAINTENANCE For training purposes only © Copyright - Turbomeca Training


10.11

ELECTRICAL SYSTEM

ARRIEL 2B-2B1-2D


ELECTRICAL SYSTEM - 1ST LINE MAINTENANCE List of maintenance tasks to be carried out when required (in the event of an operating anomaly).







10.12

ELECTRICAL SYSTEM

ARRIEL 2B-2B1-2D





- Control harness • Removal / installation • Tests

Chap. 71

- Control and monitoring harness • Removal / installation • Tests

Chap. 71

- Alternator • Removal / installation • Test

Chap. 72



ELECTRICAL SYSTEM - 1ST LINE MAINTENANCE For training purposes only © Copyright - Turbomeca Training


10.13

ELECTRICAL SYSTEM



ARRIEL 2B-2B1-2D


- Engine compartment ............................................................................ 11.2 - Engine mounting and lifting ................................................................ 11.4 - Air intake and exhaust system ............................................................ 11.6 - Engine/airframe system interfaces ..................................................... 11.8 - Drains - Purges - Air vents (71-71-00).................................................. 11.16 - Fire protection (26-11-00) ..................................................................... 11.18 - Engine installation - 1st line maintenance ......................................... 11.20 - 11.25



11.1

ENGINE INSTALLATION



11 - ENGINE INSTALLATION

ARRIEL 2B-2B1-2D


Function

Description

The engine compartment houses the engine.

The engine compartment includes the following components:

Position

- The firewalls: • Front firewall • Rear firewall

- At the rear of the helicopter main gearbox.

Main characteristics - Insulated compartment - Compartment ventilation by air circulation.

- Engine cowling which includes the air intake grill. - The compartment ventilation is ensured by air circulation in order to maintain an acceptable temperature in the various areas.

Main components - Firewalls - Cowlings - Support platform.



11.2

ENGINE INSTALLATION



ENGINE COMPARTMENT


ARRIEL 2B-2B1-2D

Insulated compartment Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)

Air intake grill


Compartment ventilation by air circulation

ENGINE COWLING

FRONT FIREWALL

REAR FIREWALL

ENGINE COMPARTMENT For training purposes only © Copyright - Turbomeca Training


11.3

ENGINE INSTALLATION

ARRIEL 2B-2B1-2D


ENGINE MOUNTING

ENGINE LIFTING

Function

Function

The engine mountings attach the engine to the aircraft.

The 3 lifting rings are used to lift the engine.

Description

Description

- Front mounting: on the front support casing front flange

- Two lifting rings at the junction of the compressor and combustion chamber casings

- Rear mounting: an airframe cradle secured by two clamps on the protection tube. Note: The triangular power transmission flange is located inside the front support casing.

- One lifting ring on the mounting flange of the exhaust pipe.

Engine removal and installation Turbomeca supplies an engine lifting beam which attaches to the lifting rings on the engine. This permits the removal and installation of the engine in the airframe. The removal/installation procedure is described in the Airframe Maintenance Manual and must only be carried out in accordance with this procedure and using the appropriate tooling.



11.4

ENGINE INSTALLATION



ENGINE MOUNTING AND LIFTING


ARRIEL 2B-2B1-2D

REAR LIFTING RING

FRONT LIFTING RINGS

MOUNTING BY THE FRONT SUPPORT CASING FRONT FLANGE

MOUNTING BY TWO CLAMPS ON THE PROTECTION TUBE

REAR MOUNTING (supplied by the aircraft manufacturer)

FRONT MOUNTING

ENGINE MOUNTING AND LIFTING For training purposes only © Copyright - Turbomeca Training


11.5

ENGINE INSTALLATION



ENGINE LIFTING BEAM

ARRIEL 2B-2B1-2D


Air intake

Exhaust system

Function

Function

The air intake system directs the ambient air into the engine.

The exhaust system discharges the gas overboard.

Position

Position

- In front of the engine.

- At the rear of the engine.



- Type: dynamic, annular

- Type: elliptical.

- Air flow: • 2B-2B1: 2.5 kg/sec (5.5 lb/sec.) • 2D: 2.71 kg/sec (5.9 lb/sec.)



The extension is supplied by the aircraft manufacturer. It is secured by bolts at the rear of the engine exhaust pipe.

The exhaust expels the gas directly but it can be adapted to the aircraft by means of an extension.

A circular flange on the compressor casing permits connection of the aircraft air duct. The admission of air can be made through a static or a dynamic intake. The engine cowling can be provided with protection devices (sand filters...). A connection for compressor washing is fitted on the aircraft air duct.



11.6

ENGINE INSTALLATION



AIR INTAKE AND EXHAUST SYSTEM


ARRIEL 2B-2B1-2D

AIR DUCT

HELICOPTER AIR INTAKE

UNION FOR COMPRESSOR WASHING

ENGINE EXHAUST PIPE

AIR INTAKE Type: Dynamic, annular Air flow: - 2B-2B1: 2.5 kg/sec (5.5 lb/sec.) - 2D: 2.71 kg/sec (5.9 lb/sec.)

EXHAUST SYSTEM Type: Elliptical

AIR INTAKE AND EXHAUST SYSTEM For training purposes only © Copyright - Turbomeca Training

EXTENSION (or aircraft duct)


11.7

ENGINE INSTALLATION



PROTECTION DEVICES (sand filters...)

ARRIEL 2B-2B1-2D


ENGINE/AIRFRAME SYSTEM INTERFACES The oil system has three interfaces which are installed on the front firewall, inside the engine compartment.



OIL SYSTEM

The oil system interfaces are: - Oil outlet line to the oil cooler - Oil supply line to the oil pump pack. The oil supply line is fitted with a drain plug on the interface - 2B-2B1: Engine breathing and oil tank vent line (aircraft manufacturer's supply) - 2D: Engine breathing (engine manufacturer's supply) and oil tank vent line (aircraft manufacturer's supply)



11.8

ENGINE INSTALLATION

ARRIEL 2B-2B1-2D

OIL SUPPLY TO THE PUMP

Oil tank vent line

OIL BREATHER UNION

Engine breathing vent line

2D

2B/2B1

3 1

2

1

3

2

Oil cooler

OIL OUTLET TO THE OIL COOLER

ENGINE INTERFACES

OIL SYSTEM

ENGINE/AIRFRAME SYSTEM INTERFACES For training purposes only © Copyright - Turbomeca Training


11.9

ENGINE INSTALLATION



Oil tank


ARRIEL 2B-2B1-2D


ENGINE/AIRFRAME SYSTEM INTERFACES FUEL SYSTEM (2B-2B1) Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)


The engine is provided with: - A fuel system inlet union - A fuel return line (start purge and injection wheel purge) back to the tank.



11.10

ENGINE INSTALLATION


ARRIEL 2B-2B1-2D



INJECTION WHEEL PURGE (stop purge valve) START PURGE (start purge valve) From tank

1

FUEL SYSTEM INLET UNION

2 FUEL RETURN LINE

2 To tank

To tank

Indication

2

To tank

Indication

1

2B1: HP pump pressure

From tank

2B: Pressure from metering unit

FUEL SYSTEM (2B-2B1)



11.11

ENGINE INSTALLATION

ARRIEL 2B-2B1-2D


ENGINE/AIRFRAME SYSTEM INTERFACES FUEL SYSTEM (2D) Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)


The engine is provided with: - A fuel system inlet union - A fuel return line (start purge and injection wheel purge) back to the tank.



11.12

ENGINE INSTALLATION


ARRIEL 2B-2B1-2D



INJECTION WHEEL PURGE (stop purge valve) START PURGE (start purge valve)

1 2 FUEL RETURN LINE

FUEL SYSTEM INLET UNION

2 To tank

To tank

2

1

From tank

To tank

From tank

FUEL SYSTEM (2D)



11.13

ENGINE INSTALLATION

ARRIEL 2B-2B1-2D


ENGINE/AIRFRAME SYSTEM INTERFACES The engine electrical harness is connected to the EECU installed in the airframe and to the aircraft electrical system by means of three connectors (P100, P201, P203).



ELECTRICAL SYSTEM

2B1-2D: The engine EECU harness (P101 connector) is used to transmit the ambient temperature T0 signal from the probe installed on the airframe. There are also earthing strips and starter-generator cables.



11.14

ENGINE INSTALLATION


Engine platform Aircraft



ARRIEL 2B-2B1-2D

Engine P 200

P 100

AIRCRAFT

ENGINE STARTER-GENERATOR CABLES P 202

P 204

P 201 2D: EDR

E E C U

EARTHING STRIPS

P 203 Engine interfaces Aircraft responsibility Engine responsibility

2B1-2D: P 101 (T0)

ELECTRICAL SYSTEM



11.15

ENGINE INSTALLATION

ARRIEL 2B-2B1-2D


Function

Description

To drain fluids from certain engine components.

A drain collector is fitted on a bracket at the bottom of the accessory gearbox casing and is connected by a flexible pipe to an aircraft drain.

Position - Various pipes on the engine connected to the aircraft drain system.

Main characteristics - Stainless steel pipes.

Main components

Three drain tubes are connected to the drain collector: - The output shaft seal drain - The fuel pump drive drain - The combustion chamber and fuel filter drain.

- Engine breather pipe (aircraft manufacturer's supply)

The oil breather union comprises a T union on the upper right side of the accessory gearbox. Connected to the front of this union is the oil tank breather and to the rear, the pipe which discharges into the exhaust.

- Fuel pump drive and fuel filter drain

2D: The engine venting pipe is connected to the exhaust.

- Injection wheel purge

The injection wheel purge (through the stop purge valve) and start purge drain valve are connected to the aircraft to be returned to the tank.

- Combustion chamber drain

- Start purge valve outlet - Exhaust pipe drain - Output shaft seal drain.


The double exhaust pipe drain connects into one pipe which is connected to an aircraft overboard drain.


11.16

ENGINE INSTALLATION



DRAINS - PURGES - AIR VENTS


INJECTION WHEEL PURGE

FUEL PUMP DRIVE DRAIN AND FUEL FILTER

Interfaces

EXHAUST PIPE DRAIN 2B/2B1

OIL BREATHER UNION

2D

Engine breather pipe (supplied by the aircraft manufacturer)

To fuel tank


DRAINS - PURGES - AIR VENTS For training purposes only © Copyright - Turbomeca Training

START PURGE


DRAIN COLLECTOR

OUTPUT SHAFT SEAL DRAIN

To aircraft drain

11.17

ENGINE INSTALLATION



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


FIRE PROTECTION Description The system includes:

Function The fire detection system detects overtemperature in the engine compartment and gives a cockpit indication.

Position

- On the engine: detectors and electrical wiring - In the aircraft: indicating lights, fire detection unit and test selector (aircraft manufacturer's supply).

Fire detectors

- In the system: connected to the cockpit - On the engine: • "Cold" zone: one detector on the right of the accessory gearbox and one detector on top of the pump and metering unit assembly • "Hot" zone: one detector on the rear flange of the combustion chamber casing left side.

Each fire detector includes a sealed bi-metallic strip which opens the electrical circuit in case of overheat. It is fitted with a resistance in parallel which enables the system to differentiate between the normal opening of a detector and a wiring defect. Note: Refer to the aircraft manual for more information.

Main characteristics - "Cold" zone: • Detector setting: nominal value: 200°C (392°F), • Quantity: 2 - "Hot" zone: • Detector setting: nominal value: 400°C (752°F), • Quantity: 1



11.18

ENGINE INSTALLATION



Fire detection


Cold zone

FIRE DETECTOR

Hot zone

Aircraft

+ Alarm

TERMINALS

Engine

Detection logic

+ SEALED BI-METALLIC DETECTOR

Test button

FIRE PROTECTION For training purposes only © Copyright - Turbomeca Training


MOUNTING FLANGE

"HOT" ZONE

"COLD" ZONE

Nominal value: 400°C (752°F) Quantity: 1

Nominal value: 200°C (392°F) Quantity: 2

11.19

ENGINE INSTALLATION



ARRIEL 2B-2B1-2D

ARRIEL 2B-2B1-2D


ENGINE INSTALLATION - 1ST LINE MAINTENANCE Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.








11.20

ENGINE INSTALLATION





ARRIEL 2B-2B1-2D



BEFORE THE FIRST FLIGHT OF THE DAY - Make sure that the engine surroundings are free from any foreign objects • Check the air intake surroundings • Check the exhaust pipe surroundings • Remove the protective covers BETWEEN TWO FLIGHTS - Make sure that nothing is flowing through the main drain of the engine deck

- Drain cluster • Check

Chap. 71

- Engine front support • Inspection

Chap. 72

RECOMMENDED MAINTENANCE TASKS - Tubes and unions • Inspection

Chap. 70

AFTER 15 FLIGHT HOURS OR 7 DAYS - Visually check for leaks • on the engine • on the support platform of the engine compartment - The last check is to make sure that the engine surroundings are free from any foreign objects • check the air intake surroundings • check the exhaust pipe surroundings • install the protective covers, if necessary



ENGINE INSTALLATION - 1ST LINE MAINTENANCE For training purposes only © Copyright - Turbomeca Training


11.21

ENGINE INSTALLATION




ARRIEL 2B-2B1-2D


ENGINE INSTALLATION - 1ST LINE MAINTENANCE Note: Before carrying out any maintenance tasks, remember to refer to the latest Service Bulletins and Service Letters.








11.22

ENGINE INSTALLATION





ARRIEL 2B-2B1-2D



BEFORE THE FIRST FLIGHT OF THE DAY REQUIRED - Make sure that the engine surroundings are free from any foreign objects • Check the air intake surroundings • Check the exhaust pipe surroundings • Remove the protective covers

- Engine front support • Inspection

Chap. 72

BETWEEN TWO FLIGHTS MANDATORY - Make sure that nothing is flowing through the main drain of the engine deck AFTER 15 FLIGHT HOURS OR 7 DAYS MANDATORY - Make sure that there is no leak on engine floor and no signs of impact or deterioration of engine attachments and fire protections of shut-off valve and HMU REQUIRED - The last check is to make sure that the engine surroundings are free from any foreign objects • Check the air intake surroundings • Check the exhaust pipe surroundings • Install the protective covers, if necessary





11.23

ENGINE INSTALLATION




ARRIEL 2B-2B1-2D


ENGINE INSTALLATION - 1ST LINE MAINTENANCE List of maintenance tasks to be carried out when required (in the event of an operating anomaly).







11.24

ENGINE INSTALLATION


ARRIEL 2B-2B1-2D

CORRECTIVE MAINTENANCE - Fire detector • Removal / Installation

Chap. 26

- Drain tube of the fuel pump assembly • Removal / installation

Chap. 71

- Fuel return to tank tube (start electro-valve drain tube) • Removal / installation

Chap. 71

- Tube of the turbine casing drain valve assembly • Removal / installation

Chap. 71

- Turbine casing drain valve assembly • Removal / installation

- Purge valve outlet of the pump and metering unit assembly • Removal / installation - Engine front support • Removal / installation

Chap. 71 Chap. 72

Chap. 71





11.25

ENGINE INSTALLATION






ARRIEL 2B-2B1-2D


- General ................................................................................................... 12.2 - Troubleshooting .................................................................................... 12.4 - Conclusion ............................................................................................ 12.8 - 12.9



12.1

TROUBLESHOOTING



12 - TROUBLESHOOTING

ARRIEL 2B-2B1-2D


Introduction

Repair procedure

Troubleshooting is a very important aspect of maintenance.

The repair procedure should be guided by two main considerations:

It allows the probable cause(s) of a failure to be identified. Efficient diagnosis reduces the extra maintenance costs due to unjustified removals and additional diagnosis time. In fact, even with a very high-reliability product, failure is inevitable and required actions should be taken efficiently.

- Minimum downtime - Justified removal of components. The procedure to be applied depends on the case concerned but, in general, good knowledge of the product and methodical research allows a safe diagnosis and quick corrective action. Generally, the procedure includes the identification of the failure, its analysis, the isolation of the non-conforming component, and the choice of the repair to be applied.



12.2

TROUBLESHOOTING



GENERAL


Inevitable

Random

Failure (single, double, dormant)

Troubleshooting/ repair - Diagnosis - Remedy - Repair - Check

MTTR (Mean Time To Repair)

- Appropriate means and procedures - Training of personnel

Symptoms (additional information, etc.) Do not neglect any components and take interactions into consideration. Analysis of the anomaly Isolation of the non-conforming component Or other perception

Additional checks

Total time required for troubleshooting / repair

Substitution

Remedy (adjustment, replacement, cleaning, repair)

GENERAL For training purposes only © Copyright - Turbomeca Training

Deduction


12.3

TROUBLESHOOTING



ARRIEL 2B-2B1-2D


REFER TO THE MAINTENANCE MANUAL Chapter 71-00-06

On selection of start, N1 increase, but no increase in T4.5

Yes

The ignition system operates (noise of HE components)

Possible start on 1 injector + 1 igniter plug if on the same side Or fuel supply



ARRIEL 2B-2B1-2D

No

Note: Refer to the test procedure in order to discriminate

Note: It is also possible to check the fuel flow through the combustion chamber drain valve.

STARTING ANOMALIES (1)

TROUBLESHOOTING



12.4

TROUBLESHOOTING


T4.5 approx. 200°C


Abnormal T4.5 rise

T4.5 > 200°C but not sufficient



ARRIEL 2B-2B1-2D

T4.5 too high

Increase due to the injectors, but the main system is not supplied

Note: In all cases, check the electrical supply (battery voltage).

STARTING ANOMALIES (2)

TROUBLESHOOTING



12.5

TROUBLESHOOTING



Deceleration to idle

N1 deceleration

Yes N1 stabilisation

Yes



ARRIEL 2B-2B1-2D

No

No

Stop selection

The engine stops, N1 and T4.5 decrease

No

Yes

Correct rundown time

No

Note: Stop is delayed for several seconds (closing of the metering unit)

The engine shut-down can then be effected by the shut-off valve. Further checking required (HP pump, ...)

ANOMALIES DURING ENGINE SHUT-DOWN

TROUBLESHOOTING



12.6

TROUBLESHOOTING



Abnormal oil pressure indication

Low pressure

Yes

No pressure

Variation

Low oil pressure light illuminated?



ARRIEL 2B-2B1-2D

High pressure

No

LUBRICATION ANOMALIES

TROUBLESHOOTING



12.7

TROUBLESHOOTING

ARRIEL 2B-2B1-2D


Despite the high reliability of the product, failures remain inevitable and happen at random. But their rate and effects can be reduced if the "enemies" of the engine are taken into consideration.



CONCLUSION

When the failure occurs, you have to be in a position to correct it.

"Enemies" of the engine The traditional adverse conditions for this type of engine are: - Supply (oil, air, fuel, electricity): • Oil: not in conformity with spec., contamination • Air: sand, salt, pollutions • Fuel: not in conformity with spec., contaminations • Electricity: low voltage, connectors, interference - Operation ("non respect" of instructions and procedures, severe operating conditions) - Maintenance ("non respect" of inspection frequencies, various mistakes, wrong logistic).



12.8

TROUBLESHOOTING


FUEL

ELECTRICITY

- Not in conformity with specifications - Water in fuel - Sulphur + salt in the air = sulphidation

- Too low voltage during starting - Interference

AIR

OPERATION

- Sand - Salt - Pollutions

- "Non respect" of instructions and procedures - Severe operating conditions

OIL

MAINTENANCE

- Not in conformity with specifications - Contaminations

- "Non respect" of inspection frequencies - Various mistakes - Wrong logistic

CONCLUSION For training purposes only © Copyright - Turbomeca Training


12.9

TROUBLESHOOTING



ARRIEL 2B-2B1-2D



ARRIEL 2B-2B1-2D


- Introduction ........................................................................................... 13.2 - Questionnaire 1 ..................................................................................... 13.3 - Questionnaire 2 ..................................................................................... 13.6 - Questionnaire 3 ..................................................................................... 13.12 - Questionnaire 4 ..................................................................................... 13.15 - 13.30



13.1

CHECKING OF KNOWLEDGE



13 - CHECKING OF KNOWLEDGE

ARRIEL 2B-2B1-2D


Method

Types of questionnaires

Continuous checking helps to ensure the information is assimilated. It is more a method of work than a testing in the traditional sense.

Several types of questionnaire can be employed during a course:

Objectives of the questionnaires

- “Short answer” questionnaire

The questionnaires permit a progressive assimilation and a long term retention. The questionnaires are a subject for discussion (effects of group dynamics). They also permit students to consider important subjects several times under different aspects.

- Multi Choice Questionnaire (MCQ)

Integration into the training programme - First hour every day for revision of the subjects previously studied - After each chapter (or module) of the course - At the end of the training course.


- Traditional written questionnaire

- Oral questionnaire - Learning Through Teaching (LTT; the student has to explain a given subject).

Examination The final examination at the end of the course consists of three tests: written, oral and practical. A certificate is given to the student if the results are satisfactory.


13.2




INTRODUCTION

ARRIEL 2B-2B1-2D


This traditional questionnaire is established according to the same plan as the training notes in which the answers can be found.

Power plant 1 - List the main functional components of the power plant. 2 - Explain the thermodynamic operation of the engine.

Engine 1 - List the main components of the gas generator. 2 - State the following characteristics: • Compression ratio • Turbine entry temperature • N2 speed at 100% • N1 speed at 100%

3 - State the following features (at take-off, in standard atmosphere): • Power on the shaft • Output shaft rotation speed • Mass of the engine with specific equipment • Main overall dimensions of the power plant.

3 - Describe the power turbine assembly.

4 - Explain the principle of engine adaptation to the helicopter power requirements.

7 - Describe the system used for bearing sealing.

5 - Give a definition of the operating ratings.

9 - Describe the engine air intake.

6 - List the main practices of a periodic inspection.

10 - List the manufacturing materials of the engine main components.

7 - List the technical publications used for engine maintenance.

4 - Describe the fuel injection system. 5 - List the engine driven accessories. 6 - List the bearings which support the gas generator. 8 - Describe the modular construction of the engine.

8 - Describe the compressor cleaning procedure. 9 - Name the LRUs of the air system. 10 - Explain the attachment of each of the modules.



13.3




QUESTIONNAIRE 1

ARRIEL 2B-2B1-2D


QUESTIONNAIRE 1 (continued) Control system 1 - List the main functions of the control system.

1 - Explain the general operation of the oil system. 2 - Describe the oil filter assembly.

2 - Explain the basic principle of the control system.

3 - State the location of scavenge strainers and magnetic plugs.

3 - Explain the operating principle of the speed control.

4 - What is the purpose of the check valve?

4 - List the components of the Engine Electronic Control Unit.

5 - How many magnetic plugs are there on the engine?

5 - List the logic input signals of the EECU. 6 - List the analog input signals of the EECU.

Air system 1 - List the functions ensured by the internal air system (secondary system).

7 - Describe and explain the operation of the “auto / manual” selector.

2 - List the function of the various air tappings.

8 - Describe the Engine Electronic Control Unit.

3 - Why are the start injectors ventilated?

Measurement and indicating systems

4 - Explain the purpose and the operation of the compressor bleed valve.

Fuel system 2 - Describe the HP fuel pump.

4 - Describe the gas temperature measurement and indicating system.

3 - Describe the fuel metering unit. 4 - What is the purpose of the constant ∆P valve. 5 - Explain the principle of fuel injection (main and starting injection).


2 - Describe the power turbine speed measurement and indicating system. 3 - Explain the operating principle of the torquemeter system.

1 - What type of fuel system is it.

6 - Explain the operation of the fuel valves assembly.

1 - List the various measurement and indicating systems.

5 - What is the purpose of the torque conformation box? 6 - To which module is the T4.5 conformation box matched? 7 - What is the purpose of the EDR ?


13.4




Oil system

ARRIEL 2B-2B1-2D


Starting system



QUESTIONNAIRE 1 (continued)

1 - Describe the cranking function of the engine. 2 - Describe the ignition system (ignition unit and igniter plugs). 3 - List the main phases of the starting cycle.

Electrical system 1 - Describe the electrical harnesses and connectors. 2 - Describe the alternator.

Engine installation 1 - Describe the attachment of the engine to the aircraft. 2 - Describe the engine power drive and the power transmission. 3 - List the various engine / aircraft interfaces. 4 - Describe the fire protection system of the engine.



13.5



ARRIEL 2B-2B1-2D QUESTIONNAIRE 2

The student can answer orally or in the space provided for the answers.

Questions

Answers

Answers

10 - Flight envelope - Max. altitude? 11 - Flight envelope Max. temperature? 12 - Start envelope - Max. altitude?

1 - ARRIEL 2 power class?

13 - Engine air flow at 100% N1?

2 - Power turbine rotation speed at 100%?

14 - Overall compression ratio? 15 - Max. turbine entry temperature?

3 - Type of main fuel injection?

16 - Gas generator rotation speed at 100% N1?

4 - Number of engine modules? 5 - Number of power turbine stages? 6 - Name the two engine ratings?

N1

19 - Manufacturing material for the axial compressor?

9 - Specific fuel consumption at 400 kW?

20 - What type of bearing is the axial compressor bearing?


when

17 - Direction of rotation of the gas generator? 18 - Direction of rotation of the power turbine?

7 - Mass of the equipped engine? 8 - P o w e r e v o l u t i o n increases?



The following questions require short and accurate answers.

Questions


13.6


ARRIEL 2B-2B1-2D


QUESTIONNAIRE 2 (continued) Questions

21 - How is the axial compressor mounted on the gas generator module?

Answers

Questions

Answers Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)


30 - Type of power turbine front bearing? 31 - Type of gas generator rear bearing?

22 - Axial compressor compression ratio? 23 - Manufacturing material for the centrifugal compressor wheel? 24 - Number of stages of the centrifugal compressor diffuser? 25 - Type of combustion chamber? 26 - Manufacturing material for the combustion chamber?

32 - To which module does the power turbine nozzle guide vane belong? 33 - Type of power turbine? 34 - Does the exhaust pipe belong to one module (yes or no)? 35 - Type of exhaust pipe attachment? 36 - Number of gears in the reduction gearbox?

27 - How is the injection wheel mounted on the shaft?

37 - What type of gears are used in the reduction gearbox?

28 - Pressure drop in the combustion chamber?

38 - Number of driven accessories on the accessory gearbox?

29 - Number of stages of the gas generator turbine?

39 - Manufacturing material for the accessory gearbox casing?



13.7


ARRIEL 2B-2B1-2D



Answers

Questions

Answers

40 - Is the oil pressure adjustable?

50 - Max. oil temperature?

41 - Number of pumps in the oil pump pack?

51 - Location of the centrifugal breather?

42 - Type of oil pumps? 43 - What is the setting of the oil filter preblockage indicator? 44 - Filtering ability of the oil filter?



52 - Air tapping for the pressurisation of the power turbine front bearing? 53 - Air pressure at the centrifugal compressor outlet? 54 - Air temperature at the centrifugal compressor outlet?

45 - Setting of the oil filter by-pass valve?

55 - When does the start injector ventilation begin?

46 - Type of seal for the gas generator rear bearing sealing?

56 - Max. air tapping flow? 57 - Type of compressor bleed valve?

47 - Max. oil consumption? 48 - Type of oil pressure transmitter? 49 - Setting of the low oil pressure switch?


58 - Position of the bleed valve during starting? 59 - Which type of pressure is used for bleed valve control signal?


13.8


ARRIEL 2B-2B1-2D



60 - Where is the P3 transmitter fitted? 61 - Type of LP fuel pump? 62 - Filtering ability of the fuel filter? 63 - Setting of the fuel filter by-pass valve? 64 - Type of HP fuel pump? 65 - Position of the pump pressure relief valve in normal engine running? 66 - Type of fuel metering unit? 67 - Position of the constant ∆P valve when the engine is stopped? 68 - Type of manual fuel flow control? 69 - Type of metering needle control actuator?


Answers

Questions

Answers Training information only delivered during a Turbomeca Training course and not updated after the course (refer to the FOREWORD page)


70 - What type of valve is the stop electrovalve? 71 - Setting of the fuel pressurising valve? 72 - Number of start injectors? 73 - Position of the combustion chamber drain valve when the engine is stopped? 74 - Type of fuel control system? 75 - Signals for the start fuel flow control? 76 - Is the max. torque limit calculated by the EECU? 77 - What is the N1 speed (%) at ground idle? 78 - Is the metering needle frozen in "mixed" control mode? 79 - Origin of XTL signal?


13.9


ARRIEL 2B-2B1-2D



Answers

80 - What are the two functions of the T4.5 signal in the EECU?

82 - How many modules does the EECU include? 83 - Position of the manual control in normal engine running? 84 - Type of speed sensors? 85 - Number of N1 speed sensors? 86 - Number of N2 speed sensors? 87 - Number of thermocouple probes? conformation

89 - H o w a r e t h e t h e r m o c o u p l e s connected (parallel or series)?


Questions

Answers

90 - Location of the torquemeter? 91 - Type of torque sensor?

81 - Location of the EECU?

88 - Location of the T4.5 box?



92 - Type of signal output by the torque sensor? 93 - Is the torque sensor associated with a particular module? 94 - Is the bleed valve position known by the EECU? 95 - Type of ignition system? 96 - Gas generator rotation speed at starter cut-off? 97 - Number of igniter plugs? 98 - Max. duration of a crank? 99 - Is the ignition cable integral with the igniter plug?


13.10


ARRIEL 2B-2B1-2D



Answers

Questions

Answers

100 - Number of electrical connectors?

110 - Min. electrical supply voltage before starting?

101 - Location of the alternator?

111 - What is the role of the engine logbook?

102 - Type of seal on the power shaft?

112 - Meaning of TBO?

103 - Type of connection engine/MGB?

113 - Is borescopic inspection of the combustion chamber possible?

104 - Number of engine drains?

114 - Procedure in case of indication of fuel filter blockage?

105 - How many fire detectors are there?

115 - Is there an adjustment of the torquemeter sensor?

106 - Power turbine max overspeed?

116 - Is the removal of the free wheel permitted in field maintenance?



107 - Max. gas temperature during starting? 108 - Minimum rundown time? 109 - How many engine lifting points?



13.11


ARRIEL 2B-2B1-2D


This multi-choice questionnaire is used to review, in a relatively short time, certain important points and to test the acquired knowledge. Answers to the questions can be found at the end of the questionnaire. 1 - The ARRIEL 2 engine is: a) a free turbine turboshaft engine b) a turbo-jet engine c) a fixed turbine turboshaft engine. 2 - Section of passage of the compressor diffusers: a) regular b) divergent c) convergent. 3 - Type of combustion chamber: a) annular with centrifugal injection b) annular, reverse flow c) annular, indirect flow. 4 - The power turbine nozzle guide vane belongs to: a) module M04 b) module M03 c) module M02 5 - Type of exhaust pipe attachment: a) bolts b) mounting pads c) clamp. For training purposes only © Copyright - Turbomeca Training

6 - How many bearings support the gas generator: a) 4 b) 2 c) 3



QUESTIONNAIRE 3

7 - The engine includes: a) a hot section and a cold section b) 5 modules c) 4 modules. 8 - Type of oil system: a) dry sump b) constant pressure c) lubrication by splashing. 9 - Setting of the oil filter pre-blockage indicator: a) lower than the by-pass valve b) higher than the by-pass valve c) the same as the pump valve. 10 - The oil scavenge strainers are located: a) at the outlet of the pumps b) on the inlet of the scavenge pumps c) at the inlet of the lubricated components. 11 - Is there a max. oil temperature: a) yes, 60°C b) no c) yes, 115°C max.


13.12


ARRIEL 2B-2B1-2D


12 - The air tapped at the centrifugal wheel outlet pressurises: a) some labyrinth seals b) the tank c) the pumps. 13 - Position of the bleed valve during flight: a) open b) closed c) depends on conditions. 14 - Ventilation of start injectors: a) does not exist b) is made with air from the compressor c) is made with atmospheric pressure air. 15 - The injection centrifugal wheel is drained: a) permanently b) to enable the ventilation cycle c) during engine shut-down. 16 - The max speed of the gas generator is: a) limited by the EECU b) limited by a mechanical stop c) not limited by the Fuel Control Unit.


17 - The signal from the P3 pressure transmitter is used to: a) to indicate pressure b) to avoid overpressure c) to control the fuel flow. 18 - For the 2D variant: the LP fuel pump is: a) of vane type b) of gear type c) of liquid ring type. 19 - The fuel system pressurising valve: a) is electrically controlled b) operates when overpressure occurs c) gives priority to the start injectors. 20 - Type of EECU: a) hydraulic b) analog c) digital. 21 - The thermocouples are wired: a) in series b) in parallel c) on the turbine casing.


13.13





ARRIEL 2B-2B1-2D


22 - The torque indicating system: a) is hydraulic b) is not used c) is of phase displacement type.

28 - HE ignition means: a) Hot Electrode b) High Energy c) High Emission.

23 - Number of thermocouple probes: a) 8 x 2 b) 4 x 2 c) 3 x 2

29 - Borescopic inspection is used to check: a) the external parts condition b) the condition of internal parts which are not accessible without removal c) the reduction gearbox condition.

5-a 10 - b 15 - c 20 - c 25 - b 30 - abc?

Answers


4-b 9-a 14 - b 19 - c 24 - c 29 - b

27 - Starting is possible with one igniter: a) yes b) no c) yes, in emergency.

3-a 8-a 13 - c 18 - c 23 - a 28 - b

26 - The starter cut-off is made: a) automatically b) manually c) with air pressure.

2-b 7-b 12 - a 17 - c 22 - c 27 - a

25 - Number of N1 signals used by control system: a) 3 b) 2 c) 6

30 - The reliability of the engine is: a) good b) fairly good c) extremely good.

1-a 6-c 11 - c 16 - a 21 - b 26 - a

24 - Number of N2 signals: a) 2 b) 6 c) 3


13.14





ARRIEL 2B-2B1-2D


This questionnaire is a sort of drill which is also used to test and perfect the knowledge acquired.

2 - Name the reference stations and locate the number in the right box:

1 - Complete this table (with values):

Max. Take-Off Power

............................

Compression ratio

...........................

Engine air flow

...........................

G


T1

T2

CC

N2 speed at 100% .......................... N1 speed at 100%

C

WF

........................... 1 - .....................................

4 - ....................................

2 - .....................................

4.5 - ....................................

3 - .....................................

5 - ....................................


13.15




QUESTIONNAIRE 4


ARRIEL 2B-2B1-2D QUESTIONNAIRE 4 (continued)

1

2

3

4

5

6

7

8

10

9

1 - ..............................

2 - ..............................

3 - ...............................

4 - ...........................

6 - ..............................

7 - ..............................

8 - ...............................

9 - ........................... 10 -............................



5 -............................

13.16




3 - Engine - Complete the legend of the diagram:


ARRIEL 2B-2B1-2D

4 - 2B-2B1: Oil system - Complete the legend of the diagram: 5

15

1

2

3

6

7

4

14

8

13

12

11

Indication

10

9

1 - ..............................

2 - ..............................

3 - ...............................

4 - ...........................

6 - ..............................

7 - ..............................

8 - ...............................

9 - ........................... 10 -............................

11 - ..............................

12 - ..............................


5 -............................

13 - ............................... 14 - ........................... 15 -............................


13.17







4 - 2D: Oil system - Complete the legend of the diagram:

15

1

2 3

4

5 6

14

8

13

12

11

Indication

10

9

1 - ..............................

2 - ..............................

3 - ...............................

4 - ...........................

6 - ..............................

7 - ..............................

8 - ...............................

9 - ........................... 10 -............................

11 - ..............................

12 - ..............................


5 -............................

13 - ............................... 14 - ........................... 15 -............................


13.18




7

ARRIEL 2B-2B1-2D


5 - Air system - Complete the following table:

P0

P2.4

P2.6




P3

Injector ventilation Aircraft services Bleed valve control pressure Injection wheel pressurisation Axial compressor bearing pressurisation Gas generator NGV cooling Power turbine front bearing pressurisation Gas generator front turbine disc cooling



13.19


ARRIEL 2B-2B1-2D





6 - Air system - Complete the legend of the compressor field diagram:

COMPRESION RATIO P3 / P0

A B

C

AIRFLOW G

A - .........................................................


B - .............................................................


C - .......................................................

13.20




6 1

7

5

9 3

2

8

4 N1

Aircraft

Engine

1 - .........................................................

2 - ............. ................................................

3 - .......................................................

4 - .........................................................

5 - .............................................................

6 - ......................................................

7 - .........................................................

8 - .............................................................

9 - ......................................................



13.21




7 - Fuel system - List the components:



10

11

12

13

8 - 2B-2B1: Fuel system - List the components: 7

8

9 14

2

15

Indication

5 16 Indication

1

3 4

1 - .....................................

2 - ........................................

3 - ........................................

4 - ......................................

5 - .....................................

6 - ........................................

7 - ........................................

8 - ......................................

9 - ..................................... 10 - ........................................

11 - ........................................

12 - ......................................

13 - ..................................... 14 - ........................................

15 - ........................................

16 - ......................................



13.22




6



10

11

12

13

6

7

8

9 14

2

5

15

16 1 3 4

1 - .....................................

2 - ........................................

3 - ........................................

4 - ......................................

5 - .....................................

6 - ........................................

7 - ........................................

8 - ......................................

9 - ..................................... 10 - ........................................

11 - ........................................

12 - ......................................

13 - ..................................... 14 - ........................................

15 - ........................................

16 - ......................................



13.23




8 - 2D: Fuel system - List the components:

ARRIEL 2B-2B1-2D



Engine stopped



9 - Fuel system - Complete the following table:

Engine in stabilised flight

Fuel pumps................................................................. Pump pressure relief valve......................................... Constant ∆P valve ..................................................... Metering needle ......................................................... Stop electro-valve....................................................... Start electro-valve...................................................... Pressurising valve...................................................... Stop purge valve........................................................ Combustion chamber drain valve...............................



13.24


ARRIEL 2B-2B1-2D


10 - Control system - List the components:

NR 9

N1

8 N2

7

XMV* 1 WF* 2 WF* 3

N1 speed

N1* 4 N1* N1* N1* 6

5

N2 speed

N2 datum Collective pitch

1 - .........................................................

2 - ............. ................................................

3 - .......................................................

4 - .........................................................

5 - .............................................................

6 - ......................................................

7 - .........................................................

8 - .............................................................

9 - ......................................................



13.25






ARRIEL 2B-2B1-2D QUESTIONNAIRE 4 (continued) 11 - Starting system - List the components: 2B1/2D

4 OFF -

- AR

IDLE -

- ON

- RAL

FLT -

- VOL

- OFF

2

IDLE FLIGHT

3 5

1 6

1 - .........................................................

2 - ............. ................................................

3 - .......................................................

4 - .........................................................

5 - .............................................................

6 - ......................................................



13.26




2B

ARRIEL 2B-2B1-2D


12 - Complete the following table:




Number of lifting points? Type of fire detectors? Number of drain points? How many oil system engine/aircraft interfaces? Max. air tapping flow for aircraft use? Loss of power due to aircraft tapping?



13.27


ARRIEL 2B-2B1-2D





14 - Definition of the following documents: Maintenance manual

Spare parts catalogue

Tools catalogue

Service bulletins

Service letters

Engine log book

Flight manual



13.28


ARRIEL 2B-2B1-2D


15 - Maintenance procedures




1 - List 2 advisory notices of "warning" category. 2 - Time of non operation requiring long duration storage. 3 - Compressor washing - Product and procedure. 4 - Procedure to rotate the gas generator turbine for borescopic inspection. 5 - Location of the vibration sensor Installation. 6 - Type of attachment of the compressor bleed valve. 7 - Type of attachment of the fuel control unit.



13.29


ARRIEL 2B-2B1-2D





16 - Troubleshooting. Indicate the cause(s) in the case of the following faults. 1 - On start selection, N increases but not the gas temperature (T4.5). 2 - On start selection, N and T4.5 increase but not sufficiently to obtain start. 3 - On stop selection, the engine does not completely shut-down. 4 - Drop of oil pressure.



13.30


of these training notes and (maybe also) of the course but not the END of your training which must be continued, harmonizing knowledge and experience. THANK YOU for your kind attention. Au revoir Goodbye Adiós Auf Wiedersehen Adeus Arrivederci Farvel To t z i e n s Adjö Näkemiin Antio Ma salaam Selamat jalan Adishatz Ikus Arte



END



Remarks (appreciations, criticisms, suggestions...) should be forwarded to: TURBOMECA CENTRE D’INSTRUCTION 40220 TARNOS - FRANCE REMARKS CONCERNING THE TRAINING AIDS

REMARKS CONCERNING THE TRAINING COURSE

Name.......................................................................................................................... . Address..................................................................................................................... . Course........................................................ from.........................to.......................... . TURBOMECA Training Centre



REMARKS







TRAINING_NOTES_ARRIEL_2B-2B1-2D_L1_2012-02

Recommend Documents